Proposal for a Regulation of the European Parliament and of the Council on the protection of pedestrians and other vulnerable road users {SEC(2007)1244} {SEC(2007)1245}
Date: 2007-10-03
Institutions: European Commission
Subjects: common transport policy, pedestrian, road safety, transport accident, two-wheeled vehicle

COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 3.10.2007 
COM(2007)560 final 

2007/0201(COD) 

Proposal for a 

REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL 

on the protection of pedestrians and other vulnerable road users 

{SEC(2007)1244} 
{SEC(2007)1245} 

(presented by the Commission) 

EN 

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EXPLANATORY MEMORANDUM 

1. 

110 

Context of the proposal 

Grounds for and objectives of the proposal 

The objective of the proposal is to strengthen Community requirements aimed at improving 
the safety of pedestrians and other vulnerable road users in case of injuries resulting from a 
collision with a motor vehicle. 
These  requirements  are  presently  governed  by  Directive  2003/102/EC(1).  As  a  result  of  the 
requirements  of  Article  5  of  that  Directive  a  review  was  undertaken  as  to  the  feasibility  of 
certain  requirements  under  the  second  phase  of  the  Directive  and  the  possible  use  of  active 
safety systems. The review resulted in the conclusion that these requirements are not feasible. 

The  Commission  therefore  proposes  a  new  Regulation  which  will  form  the  basis  for  a 
combination  of  feasible  requirements  with  active  safety  systems.  This  approach  has  the 
advantage  that  the  Regulation  is  directly  applicable  throughout  the  EU,  does  not  require 
transposition into national law and provides enterprises and approval authorities with a single 
set of rules. 

In  addition,  Directive  2005/66/EC,  of  26  October  2005,  relating  to  the  use  of  frontal 
protection systems provides for control on the use of such systems and the provision of levels 
of  protection  to  vulnerable  road  users  in  the  event  of  collision  with  vehicles  making  use  of 
them.  The  Commission  now  proposes  to  combine  the  requirements  of  this  Directive  with 
those of the Directive 2003/102/EC relating to pedestrian protection. 

120 

General context 

On 21 December 2000, the Commission adopted a communication discussing the possibility 
of  using  a  voluntary  industry  commitment  to  improve  the  safety  of  pedestrians  and  other 
vulnerable road users as a result of collision with a motor vehicle. In that Communication the 
Commission  agreed  to  undertake  discussions  with  the  European  Automobile  Manufacturers 
Association  (ACEA)  with  a  view  to  reach  such  a  commitment  and  to  engage  in  parallel 
discussions  with  the  Japan  Automobile  Manufacturers  Association  (JAMA)  and  the  Korea 
Automobile Manufacturers Association (KAMA). 
In a communication(2) adopted on 11 July 2001, the Commission presented the commitment 
undertaken  by  ACEA  on  pedestrian  protection  to  the  Council  and  the  European  Parliament. 
The commitment included a series of tests aimed at improving the construction of the frontal 
structures  of  motor  vehicles,  as  well  as  a  number  of  additional  active  and  passive  safety 
measures  also  conducive  to  enhanced  pedestrian  protection.  Those  measures  concerned:  the 
equipping  of  all  motor  vehicles  with  Antilock  Brake  Systems  -  ABS  -  as  well  as  Daytime 
Running  Lights  -  DRL  -,  the  future  introduction  of  advanced  active  safety  new  technology 
systems and a voluntary ban on the sale of rigid bull bars. Since then, the Japan Automobile 
Manufacturers  Association  (JAMA)  and  the  Korea  Automobile  Manufacturers  Association 
(KAMA)  have  undertaken  commitments  similar  to  the  one  undertaken  by  ACEA,  with  the 
result that 99% of the existing manufacturers are covered by identical commitments. 

1 
2 

OJ L 321, 6.12.2003, p. 15. 
OJ C 261, 30.10.2003, p. 576, COM(2001)389 final. 

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In the July 2001 Communication, the Commission announced that it would decide whether to 
accept the industry commitment by means of a recommendation or to propose legislation in 
the  field  of  pedestrian  protection  after  having  consulted  the  European  Parliament  and  the 
Council. 

Both the European Parliament and the Council welcomed the main elements of the industry 
commitment as regards the measures for improving the design of car fronts. 

The European Parliament, in its resolution of 13 June 2002, asked for a "framework" directive 
laying down the application dates, the goals to be achieved and the method to monitor their 
application. As a result, the Commission agreed to propose framework legislation, based on 
the relevant content of the commitments. 

This  proposal  for  legislation  was  presented  for  co-decision  and  the  result  was  Directive 
2003/102/EC relating to the protection of pedestrians and other vulnerable road users. 

Subsequent to this the Commission, in line with the wishes of the Council and the European 
Parliament,  proposed  measures  for  the  control  of  frontal  protection  systems.  This  was 
published as Directive 2005/66/EC. It is now thought to be suitable that this Directive should 
be  closely  aligned  with  any  proposal  to  amend  the  pedestrian  protection  Directive  by 
including the necessary provisions in the proposed regulation. 

130 

Existing provisions in the area of the proposal 

The  present  Directive  is  2003/102/EC  relating  to  the  protection  of  pedestrians  and  other 
vulnerable  road  users.  Under  Article  5  of  this  Directive  the  study  completed  on  feasibility 
issues for the implementation of the second phase requirements has shown these requirements 
to  be  not  feasible.  The  present  proposal  builds  on  the  previous  requirements  by  providing 
amendments to ensure feasibility. 

Directive 2005/66/EC relating to the use of frontal protection systems provides for the control 
of  these  systems  either  as  original  equipment  or  in  the  aftermarket.  The  proposal  combines 
these requirements with those providing pedestrian protection and thus provides consistency 
in provision of protection for pedestrians and other vulnerable road users. 

141 

Consistency with the other policies and objectives of the Union 

The  proposal  is  fully  in  line  with  the  objectives  of  reducing  the  number  of  fatalities  on  the 
road, as outlined in the Commission white paper on European Transport Policy. 

141 

2. 

141 

Consultation of interested parties and impact assessment 

Consultation of interested parties 

211 

Consultation methods, main sectors targeted and general profile of respondents 

All consultations held were concerned solely with the provision of amended specifications for 
the second phase of the pedestrian protection Directive, as the inclusion of the requirements 
for frontal protection systems are considered to remain as they presently are. 

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A consultation meeting was held with representatives of the European, Japanese and Korean 
automotive  manufacturers.  This  meeting  discussed  the  requirements  of  the  second  phase  of 
the  existing  Directive  and  what  would  be  considered  necessary  to  ensure  feasible  solutions 
which could be complied with. 

An  open  consultation  was  conducted  over  the  Internet  in  June  and  July  2005.  The 
Commission 
available  on 
http://ec.europa.eu/comm/enterprise/automotive/pagesbackground/pedestrianprotection/consu
ltation_phase_II/contributions.htm. 

responses  of  which 

received  17 

results 

the 

are 

212 

Summary of responses and how they have been taken into account 

In general, the results of the consultation showed that the present proposal can be accepted by 
virtually  all  parties  as  being  both  feasible  and  ensuring  the  intended  level  of  safety  for 
vulnerable road users. 

The  responses  from  the  internet  consultation  were  concerned  with  issues  which  have  been 
taken account of in the proposal or which will be incorporated into implementing legislation. 

A fuller account of the responses is provided in the impact assessment that accompanies this 
proposal. 

213 

141 

Collection and use of expertise 

221 

Scientific/expertise domains concerned 

Analysis of vehicle construction as well as vehicle accident and injury statistics. 

222 

Methodology used 

Analysis  of  injury  records  from  accident  databases  and  simulation  of  results  for  different 
scenarios with respect to speed and area of impact between vehicle and vulnerable road user. 

223 

Main organisations/experts consulted 

The Transport Research Laboratory in the UK (TRL). 

2249 

Summary of advice received and used 

The TRL report indicated the need to revise certain requirements existing under  the present 
Directive to ensure the feasibility of the requirements and recommended the use of an active 
safety  system  as  a  requirement  in  the  legislation  to  ensure  an  improved  level  of  safety 
provided to the vulnerable road user. 

226 

Means used to make the expert advice publicly available 

The TRL report, which includes an extended examination of the evaluation of the benefits of 
Brake Assist, is available on the website at: 

http://ec.europa.eu/enterprise/automotive/pagesbackground/pedestrianprotection/index.htm 

230 

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Impact assessment 

Options which were not considered in the impact assessment are the following: 

(1) 

Legislation by Member States 

The  existing  Directive  is  part  of  the  whole  vehicle  type-approval  system  which  has 
established, at EU level, full harmonisation of legislation for vehicle construction. This type-
approval system has been in existence since 1970 to ensure the proper working of the internal 
market for the automotive industry whilst ensuring safety and quality in vehicle construction. 

If  the  Directive  was  to  be  repealed,  Member  States  would  be  free  to  enact  their  own 
legislation in this area. The result would be disharmony in the operation of the internal market 
and the free circulation of vehicles would no longer be guaranteed. 

Thus it is not proposed that the legislation should be removed. 

(2) 

Use of a voluntary agreement 

It  must  be  remembered  that  the  Directive  came  about  as  a  result  of  direct  requests  for 
legislation  from  Parliament  and  Council  following  the  examination  of  a  consultative 
document  presented  by  the  Commission  concerning  a  previous  voluntary  agreement  on  the 
subject of pedestrian protection. As a result of these requests the main body of the voluntary 
agreement was incorporated into the existing Directive. In addition, and also requested by the 
legislators,  the  subject  of  a  voluntary  ban  on  'bull-bars'  was  also  incorporated  into  a 
directive(3). 

A new voluntary agreement on the subject was, therefore, not considered appropriate. 

The following options are considered in the assessment: 

(3) 

Continue with the existing Directive 

A  possible  approach  would  have  been  that  no  action  should  be  taken  to  change  the 
specifications for phase II and a possible time delay be proposed for the implementation dates. 
However, the Commission cannot ignore the fact that requirements of phase II of the existing 
Directive have been found to be not feasible and it is considered that time will not necessarily 
make them so. The Commission is, therefore, constrained to take the necessary and suitable 
form of action to amend the requirements and to provide the necessary certainty with respect 
to the issue of feasibility(4) 

The  option  of  continuing  with  the  existing  Directive  was  therefore  rejected.  The  existing 
Directive,  however,  serves  as  a  basis  of  reference  for  comparison  of  the  benefits  of  other 
options. 

(4) 

Accept an Industry Proposal 

The  industry,  following  examination  of  the  feasibility  issues,  proposed  that  the  use  of  the 
phase I requirements should continue in place of the phase II requirements and that the use of 
Brake Assist should be required. This option was examined and finally rejected as it was the 
opinion  of  the  Commission  that  more  stringency  could  be  applied  in  some  of  the  passive 
requirements. The potential results of using this option are, however, referenced as a point of 
comparison with the final option. 

3 

4 

Directive 2005/66/EC of the European Parliament and of the Council of 26 October 2005 relating to the 
use  of  frontal  protection  systems  on  motor  vehicles  and  amending  Council  Directive  70/156/EEC, 
OJ L 309, 25.11.05, p. 37. 
See Directive 2003/102/EC, Article 5. 

EN 

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(5) 

Provide amendments to the passive safety requirements only. 

A proposal to only amend the existing requirements and make them more technically feasible 
would  ensure  an  improvement  of  vehicle  fronts  in  a  feasible  manner.  However,  it  is 
recognised  that,  as  a  result,  the  expected  safety  value  would  be  reduced  and  this  is  not  in 
accordance with the requirements of Article 5 of the existing Directive. Thus, as this option 
would not "afford at least the same level of protection as the existing provisions" it was not 
considered further. 

Provide amendments to the existing Directive for phase II requirements and provide a 

(6) 
combination using an active safety measure to ensure the levels of safety afforded 

It  has  been  stated  and  accepted  that  the  existing  requirements  are  not  feasible  and  must  be 
changed.  The  TRL  report  examined  and  evaluated  the  use  of  Brake  Assist  in  combination 
with a change to the existing passive requirements. Under Article 5 of the existing Directive 
the  Commission  is  now  required  to  submit  a  proposal  which  will  "afford  at  least  the  same 
level  of  protection  as  the  existing  provisions".  The  results  from  the  report  indicate  that  the 
proposed  combination  of  amended  passive  measures  and  the  use  of  new  active  measures 
would  together  be  capable  of  providing  a  significantly  improved  level  of  safety  to  the 
vulnerable road user over and above the existing requirements. 

This is thus the option pursued in the proposal. 

141 

3. 

305 

Legal elements of the proposal 

Summary of the proposed action 

Proposal for a Regulation of the European Parliament and of the Council on the protection of 
pedestrians and other vulnerable road users before and in the event of a collision with a motor 
vehicle and amending the Framework Directive on the type-approval of motor vehicles. 

310 

Legal basis 

Article 95 of the Treaty 

320 

Subsidiarity principle 

The  subsidiarity  principle  applies  insofar  as  the  proposal  does  not  fall  under  the  exclusive 
competence of the Community. 

The objectives of the proposal cannot be sufficiently achieved by the Member States because 
the proposed Regulation will be a part of the EU type-approval system for vehicles. 

Community  action  will  better  achieve  the  objectives  of  the  proposal  because  it  will  avoid 
barriers  to  trade  between  Member  States  which  would  otherwise  arise.  The  present  use  and 
application  of  the  EU  type-approval  system  for  vehicles  demonstrates  the  acceptance  and 
worth  of  such  a  system  in  the  European  context.  It  provides  clear  requirements  for  the 
construction of vehicles to enhance their level of safety in a uniform and agreed manner. 

The proposal therefore complies with the subsidiarity principle. 

141 

Proportionality principle 

The proposal complies with the proportionality principle because it does not go beyond what 
is necessary in order to achieve the objectives of providing safety for vulnerable road users. 

EN 

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331 

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The  TRL  report  displayed  a  cost  benefit  analysis  which  demonstrates  that  the  proposal 
provides considerable benefits for society as a whole. 

141 

Choice of instruments 

Proposed instrument: regulation. 

342 

Other means would not be adequate for the following reason: 

The use of a regulation is considered to be appropriate in providing the required assurance for 
early compliance whilst not requiring the transposition into Member States’ legislation. 

141 

4. 

Budgetary implication 

The proposal has no implications for the Community budget. 

141 

5. 

141 

Additional information 

Simulation, pilot phase and transitory period 

There are several transitory periods in the proposal in order to allow sufficient lead times for 
manufacturers in the design and production processes of vehicles. 

510 

Simplification 

The proposal provides for simplification of administrative procedures for national authorities 
and for the Commission. 

513 

As  a  result  of  the  use  of  a  Regulation  there  will  be  no  need  for  transposition  into  national 
legislation. 

520 

Repeal of existing legislation 

The  adoption  of  the  proposal  will  lead  to  the  repeal  of  Directives  2003/102/EC  and 
2005/66/EC. 

141 

Review/revision/sunset clause 

The proposal includes review clauses to ensure a continuance of safety levels in the future. 

560 

European Economic Area 

The  proposed  act  concerns  an  EEA  matter  and  should  therefore  extend  to  the  European 
Economic Area. 

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2007/0201(COD) 

Proposal for a 

REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL 

on the protection of pedestrians and other vulnerable road users 

(Text with EEA relevance) 

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION, 

Having  regard  to  the  Treaty  establishing  the  European  Community,  and  in  particular 
Article 95 thereof, 
Having regard to the proposal from the Commission(1), 
Having regard to the opinion of the European Economic and Social Committee(2), 
Acting in accordance with the procedure laid down in Article 251 of the Treaty(3) 

Whereas: 

(1) 

(2) 

(3) 

The  internal  market  comprises  an  area  without  internal  frontiers  in  which  the  free 
movement  of  goods,  persons,  services  and  capital  must  be  ensured.  To  that  end  a 
Community  type-approval  system  for  motor  vehicles  is  in  place.  The  technical 
requirements  for  the  type-approval  of  motor  vehicles  with  regard  to  pedestrian 
protection should be harmonised to avoid the adoption of requirements that differ from 
one  Member  State  to  another  and  to  ensure  the  proper  functioning  of  the  internal 
market. 

This Regulation is one of the separate regulatory acts in the context of the Community 
type-approval procedure under Directive […/…/EC] of the European Parliament and of 
the Council of [date] establishing a framework for the approval of motor vehicles and 
their  trailers,  and  of  systems,  components  and  separate  technical  units  intended  for 
such vehicles (Framework Directive)(4). 

Experience has shown that legislation concerning motor vehicles has often been of a 
highly  detailed  technical  content.  It  is  therefore  appropriate  to  adopt  a  regulation 
instead  of  a  directive  in  order  to  avoid  discrepancies  between  transposing  measures 
and  an  unnecessary  level  of  legislation  in  the  Member  States.  Therefore,  Directive 
2003/102/EC  of  the  European  Parliament  and  of  the  Council  of  17  November  2003 
relating to the protection of pedestrians and other vulnerable road users before and in 
the  event  of  a  collision  with  a  motor  vehicle  and  amending  Council  Directive 
70/156/EEC(5)  and  Directive  2005/66/EC  of  the  European  Parliament  and  of  the 

1 
2 
3 
4 

5 

OJ C 
OJ C 
OJ C 
[Proposal  for  the  new  ‘Framework  Directive’  currently  under  adoption  process.  COM(2003)418  and 
COM(2004)738.] 
OJ L 321, 6.12.2003, p. 15. 

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Council of 26 October 2005 relating to the use of frontal protection systems on motor 
vehicles and amending Council Directive 70/156/EEC(6) which provides requirements 
for the installation and use of frontal protection systems on vehicles and thus a level of 
protection  for  pedestrians  should  be  replaced  by  this  Regulation  in  order  to  ensure 
consistency  in  this  area.  This  implies  that  Member  States  repeal  the  transposing 
legislation of the repealed Directives. 

Directive 2003/102/EC has been shown to be not feasible in the requirements for the 
second phase of implementation. In this respect Article 5 of that Directive requested 
the  Commission  to  make  necessary  proposals  which  would  overcome  problems  of 
feasibility  with  these  requirements  and  possibly  make  use  of  active  safety  systems, 
whilst  ensuring  there  was  no  degradation  in  the  safety  levels  provided  to  the 
vulnerable road user. 

A study commissioned by the Commission shows that the requirements for pedestrian 
protection can be significantly improved by use of a combination of passive and active 
measures  which  afford  a  higher  level  of  protection  than  the  previously  existing 
provisions.  In  particular,  the  active  safety  system  ‘Brake  Assist’  has  been  identified 
which, in combination with changes to passive safety requirements, will significantly 
increase the level of protection provided. It is therefore appropriate to provide for the 
obligatory installation of Brake Assist systems in new motor vehicles. 

Vehicles  equipped  with  collision  avoidance  systems  should  not  be  required  to  fulfil 
certain requirements laid down in this Regulation to the extent that they will be able to 
avoid  collisions  with  pedestrians  rather  than  merely  mitigating  the  effects  of  such 
collisions. 

(4) 

(5) 

(6) 

(7)  With  the  increasing  number  of  heavier  vehicles  being  used  on  urban  roads,  it  is 
appropriate  that  provisions  on  pedestrian  protection  apply  not  only  to  vehicles  of 
maximum mass not exceeding 2500kg , but also, after a certain transitional period, to 
vehicles of categories M1 and N1 exceeding that limit. 

(8) 

(9) 

(10) 

In  order  to  enhance  better  protection  of  pedestrians  at  the  earliest  possible  stage, 
manufacturers,  who  wish  to  apply  for  a  type-approval  in  compliance  with  new 
requirements  before  they  become  mandatory,  should  be  able  to  do  so  under  the 
condition that necessary implementing measures are already in force. 

The measures necessary for the implementation of this Regulation should be adopted 
in accordance with Council Decision 1999/468/EC of 28 June 1999 laying down the 
procedures for the exercise of implementing powers conferred to the Commission(7). 

In  particular,  power  should  be  conferred  on  the  Commission  to  adopt  technical 
provisions for the application of  the test requirements, performance requirements for 
collision  avoidance  systems,  and  implementing  measures  based  on  results  of 
monitoring. Since those measures are of general scope and are designed to amend non-
essential  elements  of  this  Regulation  by  the  addition  of  new  non-essential  elements, 
they  should  be  adopted  in  accordance  with  the  regulatory  procedure  with  scrutiny 
provided for in Article 5a of Decision 1999/468/EC. 

6 
7 

OJ L 309, 25.11.2005, p. 37. 
OJ  L  184,  17.7.1999,  p.  23.  Decision  as  amended  by  Decision  2006/512/EC  (OJ  L  200,  22.7.2006, 
p. 11). 

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(11) 

In order to ensure a smooth transition from the provisions of Directives 2003/102/EC 
and  2005/66/EC  to  this  Regulation,  the  application  of  this  Regulation  should  be 
deferred by a certain period after its entry into force. 

(12)  The  objectives  of  this  Regulation,  namely  the  realisation  of  the  internal  market 
through  the  introduction  of  common  technical  requirements  concerning  pedestrian 
protection, cannot be sufficiently achieved by the Member States. Due to the scale of 
the  action  required,  the  objectives  can  be  better  achieved  at  Community  level. 
Therefore,  the  Community  may  adopt  measures,  in  accordance  with  the  principle  of 
subsidiarity as  set out in  Article 5 of  the Treaty. In accordance with the principle of 
proportionality, as set out in that Article, this Regulation does not go beyond what is 
necessary in order to achieve those objectives, 

HAVE ADOPTED THIS REGULATION: 

CHAPTER I 

Subject matter, scope and definitions 

Article 1 

Subject matter 

This Regulation lays down requirements for the construction and functioning of vehicles and 
frontal protection systems in order to reduce the number and severity of injuries to pedestrians 
and  other  vulnerable  road users  who  are  hit  by  the  fronts  of  those  vehicles  and  in  order  to 
avoid such collisions. 

Article 2 

Scope 

1. 

This Regulation shall apply to the following: 

(a)  motor  vehicles  of  category  M1

  as  defined  in  Article  [3(11)]  of  Directive 

[…/…/EC] and in Section A of Annex II thereto; 

(b)  motor  vehicles  of  category  N1  as  defined  in  Article  [3(11)]  of  Directive 
[…/…/EC] and in Section A of Annex II thereto and subject to paragraph 2 of 
this Article. 

(c) 

frontal protection systems fitted as original equipment to the vehicles referred 
to in points (a) and (b) or sold as separate technical units intended for fitting to 
such vehicles. 

2. 

Sections  2  and  3  of  Annex  I  shall  not  apply  to  vehicles  of  category  N1  where  the 
driver  position  ‘R-point’  is  either  forward  of  the  front  axle  or  longitudinally 
rearwards of the front axle transverse centreline by less than 1000 mm. 

EN 

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For the purposes of this Regulation the following common definitions shall apply: 

Article 3 

Definitions 

(1) 

(2) 

(3) 

(4) 

(5) 

(6) 

'A-pillar' means the foremost and outermost roof support extending from the 
chassis to the roof of the vehicle; 

'brake assist system' means a system which assists the driver by ensuring the 
application  of  the  maximum  achievable  deceleration  in  emergency  braking 
situations; 

'bumper'  means  any  front,  lower,  outer  structures  of  a  vehicle,  including 
attachments thereto, which are intended to give protection to a vehicle when 
involved in a low speed frontal collision with another vehicle; 

'frontal protection system' means a separate structure or structures, such as a 
bull bar, or a supplementary bumper which is intended to protect the external 
surface  of  the  vehicle,  in  addition  to  the  original-equipment  bumper,  from 
damage  in  the  event  of  a  collision  with  an  object  with  the  exception  of 
structures  having  a  mass  of  less  than  0,5 kg,  intended  to  protect  only  the 
lights; 

'maximum  mass'  means  the  technically  permissible  maximum  laden  mass 
stated  by  the  manufacturer  pursuant  to  point  3.8  of  Annex  I  to  Directive 
[…/…/EC]; 

'vehicles  of  category  N1  derived  from  M1'  means  those  vehicles  of  N1 
category and of maximum mass not exceeding 2500 kg which, forward of the 
A-pillars,  have  the  same  general  structure  and  shape  as  a  pre-existing  M1 
category vehicle; 

Chapter II 

Obligations of the manufacturers 

Article 4 

Obligations of the Manufacturers 

1. 

2. 

3. 

In accordance with Article 9, manufacturers shall ensure that vehicles placed on the 
market  are  equipped  with  a  verified  Brake  Assist  system  in  accordance  with  the 
requirements of section 4 of Annex I and comply with the requirements of sections 2 
or 3 of Annex I. 

In  accordance  with  Article 10,  manufacturers  shall  ensure  that  frontal  protection 
systems  either  fitted  as  original  equipment  to  vehicles  placed  on  the  market  or 
supplied  as  separate  technical  units  comply  with  the  requirements  of  section  5  of 
Annex I. 

Manufacturers  shall  provide  to  the  approval  authorities  appropriate  data  on  the 
specifications  and  test  conditions  of  the  vehicle  and  frontal  protection  system.  The 
data shall include information required for the purposes of functional checking of the 
operation of any active safety devices installed in the vehicle. 

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4. 

5. 

In  the  case  of  frontal  protection  systems  sold  as  separate  technical  units, 
manufacturers  shall  provide  to  the  approval  authorities  appropriate  data  about  the 
systems specifications and test conditions. The data shall include information on the 
vehicles for which the system has been tested and full installation instructions. 

Frontal  protection  systems,  as  separate  technical  units,  may  not  be  distributed, 
offered for sale or sold unless accompanied by a list of vehicle types for which the 
frontal  protection  system  is  type-approved  and  clear  assembly  instructions.  The 
assembly  instructions  shall  contain  specific  installation  prescriptions,  including 
fixing  modes  for  the  vehicles  for  which  the  unit  has  been  approved,  to  enable  the 
approved components to be mounted on that vehicle in a manner that complies with 
the relevant provisions of Section 6 of Annex I. 

6. 

The  Commission  shall  adopt  implementing  measures  laying  down  technical 
provisions for the application of the requirements set out in Annex I. 

Those measures, designed to amend non-essential elements of this Regulation, inter 
alia,  by  supplementing  it,  shall  be  adopted  in  accordance  with  the  regulatory 
procedure with scrutiny referred to in Article 40(2) of Directive […/…/EC]. 

1. 

2. 

3. 

Article 5 

Application for EC type-approval 

The  manufacturer  shall  submit  to  the  approval  authority  the information document, 
established  in  accordance  with  the  model  set  out  in  Part  1  of  Annex  II,  when 
applying  for  EC  type-approval  of  a  type  of  a  vehicle  with  regard  to  pedestrian 
protection. 

The manufacturer shall submit to the technical service responsible for conducting the 
type-approval  tests  a  vehicle  which  is  representative  of  the  vehicle  type  to  be 
approved. 

The  manufacturer  shall  submit  to  the  approval  authority  the information document, 
established  in  accordance  with  the  model  set  out  in  Part  2  of  Annex  II,  when 
applying  for  EC  type-approval  of  a  type  of  a  vehicle  with  regard  of  it  being  fitted 
with a frontal protection system. 

The manufacturer shall submit to the technical service responsible for conducting the 
type-approval  tests  a  vehicle  which  is  representative  of  the  vehicle  type  to  be 
approved  fitted  with  a  frontal  protection  system.  At  the  request  of  that  technical 
service,  the  manufacturer  shall  also  submit  specific  components  or  samples  of 
materials used. 

The  manufacturer  shall  submit  to  the  approval  authority  the information document, 
established  in  accordance  with  the  model  set  out  in  Part  3  of  Annex  II,  when 
applying for EC separate technical unit type-approval of a type of a frontal protection 
system. 

The manufacturer shall submit to the technical service responsible for conducting the 
type-approval  tests  one  sample  of  the  type  of  frontal  protection  system  to  be 
approved. Where that technical service considers it necessary, it may request further 
samples. The samples shall be clearly and indelibly marked with the applicant’s trade 
name or mark and the type designation. The manufacturer shall make provision for 
the subsequent compulsory display of the EC type-approval mark. 

EN 

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Chapter III 

Obligations of the Authorities of the Member States 

Article 6 

Granting of EC type-approval 

1. 

2. 

If  the  relevant  requirements  are  met,  the  approval  authority  shall  grant  EC  type-
approval and issue a type-approval number in accordance with the numbering system 
set out in Annex VII of Directive […/…/EC] 

An approval authority may not assign the same number to another type of a vehicle 
or of a frontal protection system. 

For  the  purposes  of  paragraph  1,  the  approval  authority  shall  deliver  the  EC  type-
approval certificate established in accordance with the following: 

(a) 

(b) 

(c) 

the model set out in Part 1 of Annex III for a type of a vehicle with regard to 
pedestrian protection; 

the model set out in Part 2 of Annex III for a type of a vehicle with regard of it 
being fitted with a frontal protection system; 

the model set out in Part 3 of Annex III for a type of a frontal protection system 
as a separate technical unit. 

Article 7 

EC separate technical unit type-approval mark 

Every frontal protection system conforming to the type approved in respect of which an EC 
separate technical unit type-approval has been granted shall bear an EC separate technical unit 
type-approval mark as set out in Annex IV. 

Article 8 

Modification of the type and amendments to approvals 

Any  modification  of  the  vehicle  forward of the A-pillars or of the frontal protection system 
which affects either the structure, the main dimensions, the materials of the outer surfaces of 
the vehicle, the fixing methods or the external or internal component arrangement, and which 
may have a significant influence on the results of the tests, shall be regarded as an amendment 
pursuant to Article [13] of Directive […/…/EC] and thus require a new application for type-
approval. 

Article 9 

Timetable for application to vehicles 

1. 

With effect from the date set out in the second paragraph of Article 15, the national 
authorities  shall  refuse,  on  grounds  relating  to  pedestrian  protection,  to  grant  EC 
type-approval  or  national  type-approval,  in  respect  of  any  of  the  following  new 
vehicle types: 

EN 

14 

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(a) 

(b) 

(c) 

category  M1  which  do  not  comply  with  the  technical  provisions  set  out  in 
Section 4 of Annex I; 

category  M1  of  maximum  mass  not  exceeding  2500  kg  which  do  not  comply 
with the technical provisions set out in Section 2 or Section 3 of Annex I; 

category  N1  derived  from  M1  and  of  maximum  mass  not  exceeding  2500kg 
which do not comply with the technical provisions set out in Sections 2 and 4 
or Sections 3 and 4 of Annex I. 

With  effect  from  [DATE  thirty-three  months  following  entry  into  force  of  this 
Regulation], in the case of new vehicles of category M1, or N1 derived from M1, and 
of maximum mass not exceeding 2500 kg, which do not comply with the technical 
provisions  set  out  in  Section  4  of  Annex  I,  national  authorities  shall,  on  grounds 
related  to  pedestrian  protection,  consider  the  certificates  of  conformity  to  be  no 
longer  valid  for  the  purposes  of  Article  [26]  of  Directive[…/…/EC],  and  shall 
prohibit the registration, sale and entry into service of such vehicles. 

With  effect  from  [DATE  fifty-six  months  following  entry  into  force  of  this 
Regulation],  national  authorities  shall  refuse,  on  grounds  relating  to  pedestrian 
protection, to grant EC type-approval or national type-approval, in respect of any of 
the following new vehicle types: 

(a) 

(b) 

(c) 

category  M1  which  do  not  comply  with  the  technical  provisions  set  out  in 
Section 4 of Annex I; 

category  M1  of  maximum  mass  not  exceeding  2500  kg  which  do  not  comply 
with the technical provisions set out in Section 3 of Annex I; 

category  N1  derived  from  M1  and  of  maximum  mass  not  exceeding  2500  kg 
which do not comply with the technical provisions set out in Sections 3 and 4 
of Annex I. 

With effect from [DATE sixty months following entry into force of this Regulation], 
in the case of new vehicles of category M1, or N1 derived from M1, and of maximum 
mass not exceeding 2500kg, which do not comply with the technical provisions set 
out in Sections 2 and 4 or Sections 3 and 4 of Annex I , national authorities shall, on 
grounds related to pedestrian protection, consider the certificates of conformity to be 
no  longer  valid  for  the  purposes  of  Article  [26]  of  Directive[…/…/EC],  and  shall 
prohibit the registration, sale and entry into service of such vehicles. 

With  effect  from  [DATE  seventy-eight  months  following  entry  into  force  of  this 
Regulation],  in  the  case  of  a  new  vehicle  type  which  does  not  comply  with  the 
technical provisions set out in Sections 3 and 4 of Annex I, national authorities shall 
refuse,  on  grounds  relating  to  pedestrian  protection,  to  grant  EC  type-approval  or 
national type-approval. 

With  effect  from  [DATE  seventy-eight  months  following  entry  into  force  of  this 
Regulation],  national  authorities  shall,  on  grounds  related  to  pedestrian  protection, 
consider  the  certificates  of  conformity  to  be  no  longer  valid  for  the  purposes  of 
Article [26] of Directive[…/…/EC], and shall prohibit the registration, sale and entry 
into service of either of the following new vehicles; 

(a) 

categories M1 or N1 which do not comply with the technical provisions set out 
in Section 4 of Annex I; 

2. 

3. 

4. 

5. 

6. 

EN 

15 

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(b) 

category  M1,  or  N1  derived  from  M1,  and  of  maximum  mass  not  exceeding 
2500kg, which do not comply with the technical provisions set out in Sections 
2 or 3 of Annex I. 

With effect from [DATE one hundred and sixteen months following entry into force 
of  this  Regulation],  national  authorities  shall,  on  grounds  related  to  pedestrian 
protection,  consider  the  certificates  of  conformity  to  be  no  longer  valid  for  the 
purposes  of  Article  [26]  of  Directive[…/…/EC],  and  shall  prohibit  the  registration, 
sale and entry into service of either of the following new vehicles: 

(a) 

(b) 

categories M1 or N1 which do not comply with the technical provisions set out 
in Section 4 of Annex I; 

category  M1,  or  N1  derived  from  M1,  and  of  maximum  mass  not  exceeding 
2500kg, which does not comply with the technical provisions set out in Section 
3 of Annex I 

With  effect  from  [DATE  one  hundred  and  thirty-eight  months  following  entry  into 
force of this Regulation], in the case of new vehicles which do not comply with the 
technical provisions set out in Sections 3 and 4 of Annex I, national authorities shall, 
on grounds related to pedestrian protection, consider the certificates of conformity to 
be no longer valid for the purposes of Article [26] of Directive […/…/EC], and shall 
prohibit the registration, sale and entry into service of such vehicles. 

Without  prejudice  to  paragraphs  1  to  8  of  this  Article  and  subject  to  the  entry  into 
force of the measures adopted pursuant to Article 4(6), if a manufacturer so requests, 
the national authorities may not, on grounds relating to pedestrian protection, refuse 
to  grant  EC  type-approval  or  national  type-approval  for  a  new  type  of  vehicle  or 
prohibit the registration, sale or entry into service of a new vehicle, where the vehicle 
concerned  complies  with  the  technical  provisions  set  out  in  Sections  3  or  4  of 
Annex I. 

Article 10 

Application to frontal protection systems 

National authorities shall refuse to grant EC type-approval or national type-approval 
of a new type of vehicle fitted with a frontal protection system, or of a new type of 
frontal  protection  system  supplied  as  a  separate  technical  unit,  which  does  not 
comply with the requirements laid down in Sections 5 and 6 of Annex I. 

National authorities shall, on grounds relating to frontal protection systems, consider 
certificates of conformity to be not valid for the purposes of Article [26] of Directive 
[…/…/EC]  and  shall  prohibit  the  registration,  sale  and  entry  into  service  of  new 
vehicles which do not comply with the requirements laid down in Sections 5 and 6 of 
Annex I to this Regulation. 

The  requirements  set  out  in  Sections  5  and  6  of  Annex  I  to  this  Regulation,  shall 
apply to frontal protection systems made available as separate technical units for the 
purposes of Article [28] of Directive […/…/EC]. 

7. 

8. 

9. 

1. 

2. 

3. 

EN 

16 

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1. 

2. 

1. 

2. 

3. 

1. 

Article 11 

Collision Avoidance Systems 

Vehicles  equipped with collision  avoidance  systems  shall  not have  to fulfil the test 
requirements laid down in Sections 2 and 3 of Annex I in order to be granted an EC 
type-approval  or  a  national  type-approval  for  a  type  of  a  vehicle  with  regard  to 
pedestrian protection, or to be sold, registered or to enter into service. 

The  Commission  may  adopt  implementing  measures  laying  down  performance 
requirements necessary for the application of paragraph 1. 

Those measures, designed to amend non-essential elements of this Regulation, inter 
alia, by supplementing it shall be adopted in accordance with the procedure referred 
to in Article 40(2) of Directive […/…/EC]. 

The  requirements  shall  ensure  levels  of  protection  which  are  at  least  equivalent,  in 
terms of actual effectiveness, to those provided by Sections 2 and 3 of Annex I to this 
Regulation. 

Article 12 

Monitoring 

The  national  authorities  shall  provide  the  Commission  with  the  results  of  the 
monitoring referred to in points 2.2, 2.4 and 3.2 of Annex I on a yearly basis and at 
the latest by 28 February of the year following that of their acquisition. 

The requirement to provide those results shall cease to apply from [date, five years 
following entry into force of this Regulation]. 

The Commission may, on the basis of the results of the monitoring completed under 
points 2.2, 2.4 and 3.2 of Annex I adopt implementing measures as appropriate. 

Those  measures  designed  to  amend  non-essential elements  of this Regulation,  inter 
alia, by supplementing it shall be adopted in accordance with the procedure referred 
to in Article 40(2) of Directive […/…/EC]. 

The Commission will monitor the use of Brake Assist and other technologies which 
may provide improved protection to vulnerable road users and, by [date, five years 
following  entry  into  force  of  this  Regulation],  at  the  latest,  will  review  the 
functioning  of  this  Regulation  regarding  the  effective  penetration  and  use  of  the 
technology  and  its  further  development  and  submit  a  report  to  the  European 
Parliament and Council, accompanied by proposals on the subject as appropriate. 

Article 13 

Penalties 

Member States shall lay down the provisions on penalties applicable for infringement 
by  manufacturers  of  the  provisions  of  the  present  Regulation  and  shall  take  all 
measures necessary to ensure that they are implemented. The penalties provided for 
must  be  effective,  proportionate  and  dissuasive.  Member  States  shall  notify  those 
provisions to the Commission no later than [date, 18 months after entry into force of 
this  Regulation]  and  shall  notify  it  without  delay  of  any  subsequent  amendment 
affecting them. 

EN 

17 

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2. 

The  types  of  infringements  which  are  subject  to  a  penalty  shall  include  at  least  the 
following: 

(a)  making false declarations during the approval procedures or procedures leading 

to a recall; 

(b) 

falsifying test results for type-approval; 

(c)  withholding  data  or  technical  specifications  which  could  lead  to  recall  or 

withdrawal of type-approval; 

(d) 

refusal to provide access to information. 

Chapter IV 

Transitional and final provisions 

Article 14 

Repeal 

With  effect  from  the  date  set  out  in  the  second  paragraph  of  Article  15,  Directives 
2003/102/EC and 2005/66/EC are repealed. 

References to the repealed Directives shall be construed as references to this Regulation. 

Article 15 

Entry into force 

This Regulation shall enter into force on the twentieth day following that of its publication in 
the Official Journal of the European Union. 

It shall apply from [DATE 9 months after entry into force] with the exception of Article 9(9) 
which shall apply from the day of entry into force. 

This Regulation shall be binding in its entirety and directly applicable in all Member States. 

Done at Brussels, 

For the European Parliament 
The President 

For the Council 
The President 

EN 

18 

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ANNEX  

ANNEX I 

TECHNICAL PROVISIONS FOR THE TESTING OF VEHICLES AND FRONTAL 
PROTECTION SYSTEMS 

1. 

1.1. 

1.2. 

1.3. 

1.4. 

1.5. 

1.6. 

1.7. 

For the purposes of this Annex, the following definitions shall apply: 

'bonnet leading edge' means the front upper outer structure including the bonnet and 
wings,  the  upper  and  side  members  of  the  headlight  surround  and  any  other 
attachments; 

‘bonnet  leading  edge  reference  line’  means  the  geometric  trace  of  the  points  of 
contact between a straight edge 1 000 mm long and the front surface of the bonnet, 
when the straight edge, held parallel to the vertical longitudinal plane of the car and 
inclined  rearwards  by  50°  and  with  the  lower  end  600  mm  above  the  ground,  is 
traversed across and in contact with the bonnet leading edge. For vehicles having the 
bonnet  top  surface  inclined  at  essentially  50°,  so  that  the  straight  edge  makes  a 
continuous contact or multiple contacts rather than a point contact, the reference line 
is  determined  with  the  straight  edge  inclined  rearwards  at  an  angle  of  40°.  For 
vehicles of such shape that the bottom end of the straight edge makes first contact, 
then that contact is taken to be the bonnet leading edge reference line, at that lateral 
position. For vehicles of such shape that the top end of the straight edge makes first 
contact, then the geometric trace of 1 000 mm wrap around distance will be used as 
the  bonnet  leading  edge  reference  line  at  that  lateral  position.  The  top  edge  of  the 
bumper  shall  also  be  regarded  as  the  bonnet  leading  edge  for  the  purposes  of  this 
Regulation, if it is touched by the straight edge during this procedure; 

‘1 000 mm wrap around distance’ means the geometric trace described on the frontal 
upper  surface  by  one  end  of  a  1  000  mm  long  flexible  tape,  when  it  is  held  in  a 
vertical  fore  and  aft  plane  of  the  car  and  traversed  across  the  front  of  the  bonnet 
bumper and frontal protection system. The tape is held taut throughout the operation 
with  one  end  held  in  contact  with  the  ground  reference  level,  vertically  below  the 
front  face  of  the  bumper  and  the  other  end  held  in  contact  with  the  frontal  upper 
surface. The vehicle is positioned in the normal ride attitude; 

'bonnet top' means the outer structure which includes the upper surface of all outer 
structures  except  the  windscreen,  the  A-pillars  and  structures  rearwards  of  them;  It 
therefore includes, but is not limited to, the bonnet, wings, scuttle, wiper spindle and 
lower windscreen frame; 

'frontal upper surface' means the outer structure that includes the upper surface of all 
outer structures except the windscreen, the A-pillars and structure rearwards of them; 

'ground  reference  level'  means  the  horizontal  plane  parallel  to  the  ground  level, 
representing  the  ground  level  for  a  vehicle  placed  at  rest  on  a  flat  surface  with  the 
hand brake on, with the vehicle positioned in its normal ride attitude; 

'normal  ride  attitude'  means  the  vehicle  attitude  in  running  order  positioned  on  the 
ground, with the tyres inflated to the recommended pressures, the front wheels in the 
straight-ahead position, with maximum capacity of all fluids necessary for operation 
of the vehicle, with all standard equipment as provided by the vehicle manufacturer, 
with a mass of 75 kg placed on the driver's seat and with a mass of 75 kg placed on 
the front passenger's seat, and with the suspension set for a driving speed of 40 km/h 

EN 

19 

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1.8. 

1.9. 

or  35  km/h  in  normal  running  conditions  specified  by  the  manufacturer  (especially 
for vehicles with an active suspension or a device for automatic levelling); 

'windscreen'  means  the  frontal  glazing  of  the  vehicle  which  meets  all  the  relevant 
requirements of Annex I to Council Directive 77/649/EEC(12). 

'Head  Performance  Criterion'  (HPC)  means  a  calculation,  over  a  specified  time 
period, of the maximum resultant acceleration experienced during the impact. It shall 
be  calculated  from  the  resultant  of  accelerometer  time  histories  as  the  maximum 
(depending on t1 and t2) of the equation: 

HPC

=

⎡
⎢
⎢
⎣

t

2

1
−

t

1

t

2

∫

t
1

a dt

2 5
.

⎤
⎥
⎥
⎦

(

t

2

−

t

1

) 

In that formula, 'a' is the resultant acceleration as a multiple of 'g' and t1 and t2 are the 
two  time  instants  (expressed  in  seconds)  during  the  impact,  defining  the  beginning 
and the end of the recording for which the value of HPC is a maximum. Values of 
HPC  for  which  the  time  interval  (t1  -  t2)  is  greater  than  15  ms  are  ignored  for  the 
purposes of calculating the maximum value; 

1.10. 

'radius of curvature' means the radius of the arc of a circle which comes closest to the 
rounded form of the component under consideration; 

2. 

The following tests are required to be carried out on vehicles: 

2.1. 

Legform to Bumper: 

One of the following tests is required to be performed: 

(a)  Lower  legform  to  bumper:  The  test  is  performed  at  an  impact  speed  of 
40 km/h.  The  maximum  dynamic  knee  bending  angle  shall  not  exceed  21,0°, 
the  maximum  dynamic knee  shearing  displacement  shall  not  exceed  6,0 mm, 
and  the  acceleration  measured  at  the  upper  end  of  the  tibia  shall  not  exceed 
200 g; 

(b)  Upper legform to bumper: The test is performed at an impact speed of 40 km/h. 
The  instantaneous  sum  of  the  impact  forces  with  respect  to  time  shall  not 
exceed 7,5 kN and the bending moment on the test impactor shall not exceed 
510 Nm. 

2.2. 

Upper legform to bonnet leading edge: 

The test is performed at an impact speed up to 40 km/h. The instantaneous sum of the 
impact forces with respect to time should not exceed a possible target of 5,0 kN and 
the  bending  moment  on  the  test  impactor  shall  be  recorded  and  compared  with  the 
possible target of 300 Nm. 

This  test  shall  be  completed  for  monitoring  purposes  only  and  the  results  shall  be 
fully recorded. 

2.3. 

Child/Small Adult headform to bonnet top: 

The test is performed at an impact speed of 35 km/h using a 3,5 kg test impactor. The 
Head Performance Criterion (HPC) shall not exceed 1000 over 2/3 of the bonnet test 
area and 2000 for the remaining 1/3 of the bonnet test area. 

12 

OJ L 267, 19.10.1977, p. 1. 

EN 

20 

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2.4. 

Adult headform to windscreen: 

The test is performed at an impact speed of 35 km/h using a 4,8 kg test impactor. The 
HPC shall be recorded and compared with the possible target of 1000. 

This  test  shall  be  completed  for  monitoring  purposes  only  and  the  results  shall  be 
fully recorded. 

3. 

The following tests are required to be carried out on vehicles: 

3.1. 

Legform to Bumper: 

One of the following tests is required to be performed: 

(a)  Lower  legform  to  bumper:  The  test  is  performed  at  an  impact  speed  of 
40 km/h.  The  maximum  dynamic  knee  bending  angle  shall  not  exceed  19,0°, 
the  maximum  dynamic  knee  shearing  displacement  shall  not  exceed  6,0  mm, 
and  the  acceleration  measured  at  the  upper  end  of  the  tibia  shall  not  exceed 
170 g. 

In  addition,  the  manufacturer  may  nominate  bumper  test  widths  of  up  to 
264 mm in total where the acceleration measured at the upper end of the tibia 
shall not exceed 250 g. 

(b)  Upper legform to bumper: The test is performed at an impact speed of 40 km/h. 
The  instantaneous  sum  of  the  impact  forces  with  respect  to  time  shall  not 
exceed 7,5 kN and the bending moment on the test impactor shall not exceed 
510 Nm. 

3.2. 

Upper legform to bonnet leading edge: 

The test is performed at an impact speed up to 40 km/h. The instantaneous sum of the 
impact  forces  with  respect  to  time  shall  be  compared  with  a  possible  maximum  of 
5,0 kN  and  the  bending  moment  on  the  test  impactor  shall  be  compared  with  a 
possible maximum of 300 Nm. 

This  test  shall  be  completed  for  monitoring  purposes  only  and  the  results  shall  be 
fully recorded. 

3.3. 

Child/Small Adult headform to bonnet top: 

The test is performed at an impact speed of 35 km/h using a 3,5 kg test impactor. The 
HPC shall comply with the requirements of point 3.5. 

3.4. 

Adult headform to bonnet top: 

The test performed at an impact speed of 35 km/h using a 4,5 kg test impactor. The 
HPC shall comply with the requirements of point 3.5. 

The  HPC  recorded  shall  not  exceed  1000  over  one  half  of  the  Child  headform  test 
area  and,  in  addition,  shall  not  exceed  1000  over  2/3  of  the  combined  Child  and 
Adult Headform test areas. The HPC for the remaining areas shall not exceed 1700 
for both headforms. 

The following tests are required to be carried out on vehicles: 

A reference test to identify the system operation point at which the Anti-lock Braking 
System (ABS) activates. 

A test to verify that the operation of the Brake Assist system is correctly triggered so 
as to apply the maximum achievable deceleration characteristics of the vehicle. 

3.5. 

4. 

4.1. 

4.2. 

EN 

21 

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5. 

The  following  tests  are  required  to  be  carried  out  on  frontal  protection  systems 
(FPS): 

5.1. 

Lower legform to FPS: 

The test is performed at an impact speed of 40 km/h. The maximum dynamic knee 
bending  angle  shall  not  exceed  21,0°,  the  maximum  dynamic  knee  shearing 
displacement  shall  not  exceed  6,0  mm,  and  the  acceleration  measured  at  the  upper 
end of the tibia shall not exceed 200 g. 

5.1.1.  However, with respect to FPS approved as Separate Technical Units for use only on 
specified vehicles of maximum mass not exceeding 2,5 tonnes which have been type 
approved  before  1  October  2005,  or  vehicles  of  maximum  mass  exceeding  2,5 
tonnes, the test set out in point 5.1 may be replaced by the test set out in either point 
5.1.1.1 or point 5.1.1.2. 

5.1.1.1.  The test is performed at an impact speed of 40 km/h. The maximum dynamic knee 
bending  angle  shall  not  exceed  26,0°,  the  maximum  dynamic  knee  shearing 
displacement  shall  not  exceed  7,5  mm,  and  the  acceleration  measured  at  the  upper 
end of the tibia shall not exceed 250 g. 

5.1.1.2.  A  pair  of  tests  shall  be  performed  on  the  vehicle,  one  with  the  FPS  fitted,  and  a 
second without the FPS fitted, at an impact speed of 40 km/h. Each pair of tests shall 
be performed in equivalent locations as agreed with the relevant test authority. The 
values for the maximum dynamic knee bending angle, the maximum dynamic knee 
shearing  displacement  and  the  acceleration  measured  at  the  upper  end  of  the  tibia 
shall be recorded. In each case the value recorded for the vehicle fitted with the FPS 
shall not exceed 90% of the value recorded for the vehicle without the FPS fitted. 

5.1.2. 

If the lower FPS height is greater than 500 mm the lower legform to FPS test shall be 
replaced by the upper legform to FPS test, as specified in point 5.2. 

5.2. 

Upper legform to FPS: 

The test is performed at an impact speed of 40 km/h. The instantaneous sum of the 
impact forces with respect to time shall not exceed 7,5 kN and the bending moment 
on the test impactor shall not exceed 510 Nm. 

5.2.1.  However, with respect to FPS approved as Separate Technical Units for use only on 
specified vehicles of maximum mass not exceeding 2,5 tonnes which have been type 
approved  before  1  October  2005,  or  vehicles  of  maximum  mass  exceeding  2,5 
tonnes, the test set out in point 5.2 may be replaced by the test set out in either point 
5.2.1.1 or point 5.2.1.2; 

5.2.1.1.  The test is performed at an impact speed of 40 km/h. The instantaneous sum of the 
impact forces with respect to time shall not exceed 9,4 kN and the bending moment 
on the test impactor shall not exceed 640 Nm; 

5.2.1.2.  A  pair  of  tests  shall  be  performed  on  the  vehicle,  one  with  the  FPS  fitted,  and  a 
second without the FPS fitted, at an impact speed of 40 km/h. Each pair of tests shall 
be performed in equivalent locations as agreed with the relevant test authority. The 
values for the instantaneous sum of the impact forces and the bending moment on the 
test impactor shall be recorded. In each case the value recorded for the vehicle fitted 
with the FPS shall not exceed 90% of the value recorded for the vehicle without the 
FPS fitted 

EN 

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5.2.2. 

If the lower FPS height is less than, or equal to 500 mm the upper legform to FPS 
test shall be replaced by the lower legform to FPS test, as specified in point 5.1. 

5.3. 

5.4. 

6. 

6.1. 

Upper  legform  to  FPS  leading  edge.  The  test  is  performed  at  an  impact  speed  40 
km/h. The instantaneous sum of the impact forces with respect to time, to the top and 
the  bottom  of  the  impactor,  should  not  exceed  a  possible  target  of  5,0  kN  and  the 
bending moment on the test impactor should not exceed a possible target of 300 Nm. 
Both results shall be recorded for monitoring purposes. 

Child/Small Adult headform to FPS. The test is performed at an impact speed of 35 
km/h using a 3,5 kg headform test impactor for the child/small adult. The Headform 
Performance Criterion (HPC), calculated from the resultant of the accelerometer time 
histories shall not exceed 1000 in all cases. 

Construction and Installation Provisions for FPS: 

The following requirements apply equally to FPS as supplied fitted to new vehicles 
and to FPS supplied as separate technical units for fitting to specified vehicles. 

6.1.1.  The components of the FPS shall be so designed that all rigid surfaces which can be 
contacted by a 100mm sphere, have a minimum radius of curvature of 5 mm. 

6.1.2.  The total mass of the FPS, including all brackets and fixings, shall not exceed 1,2% 
of the maximum mass of the vehicle for which it is designed, subject to a maximum 
of 18 kg. 

6.1.3.  The height of the FPS, when fitted to a vehicle, shall be no more than 50 mm above 

the height of the bonnet leading edge reference line. 

6.1.4.  The FPS shall not increase the width of the vehicle to which it is fitted. If the overall 
width of the frontal protection system is more than 75% of the width of the vehicle, 
the  ends  of  the  system  shall  be  turned  in  towards  the  external  surface  in  order  to 
minimise the risk of fouling. This requirement is considered to be satisfied if either 
the frontal protection system is recessed or integrated within the bodywork or the end 
of the system is turned so that it is not contactable by a 100 mm sphere and the gap 
between  the  end  of  the  system  and  the  surrounding  bodywork  does  not  exceed 
20 mm. 

6.1.5.  Subject  to  point  6.1.4,  the  gap  between  the  components  of  the  FPS  and  the 
underlying  external  surface  shall  not  exceed  80 mm.  Local  discontinuities  in  the 
general contour of the underlying body (such as apertures in grilles, air intakes, etc.) 
shall be ignored. 

6.1.6.  At  any  lateral  position  across  the  vehicle,  in  order  to  preserve  the  benefits  of  the 
vehicle  bumper,  the  longitudinal  distance  between  the  most  forward  part  of  the 
bumper and the most forward part of the FPS shall not exceed 50 mm. 

6.1.7.  The  FPS  shall  not  reduce  significantly  the  effectiveness  of  the  bumper.  This 
requirement shall be considered to be satisfied if there are no more than two vertical 
components and no horizontal components of the FPS overlapping the bumper. 

6.1.8.  The FPS shall not be inclined forward of the vertical. The top parts of the FPS shall 
not  extend  upwards  or  rearwards  (towards  the  windscreen)  more  than 50  mm  from 
the bonnet leading edge reference line of the vehicle with the FPS removed. 

6.1.9.  Conformity  with  the  requirements  of  the  vehicle  type-approval  shall  not  be 

compromised by the fitting of a FPS. 

EN 

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7. 

By  derogation  to  sections  2,  3  and  5,  the  relevant  approval  authority  may  consider 
the  requirements  for  any  of  the  tests  laid  down  therein  to  be  fulfilled  by  any 
equivalent testing carried out under the requirements of another test pursuant to this 
Annex. 

EN 

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   EN 

 
Model Information documents to be supplied by the manufacturer. 

ANNEX II 

Part 1: 

Information document relating to the type-approval of a vehicle with regard to pedestrian 
protection. 

Part 2 

Information document relating to the type-approval of a vehicle with regard of it being fitted 
with a frontal protection system. 

Part 3 

Information  document  relating  to  the  type-approval  of  a  frontal  protection  system  as  a 
separate technical unit. 

EN 

25 

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Part 1 

(MODEL) 

Information document No ............ 

relating to the EC type-approval of a vehicle with regard to 

pedestrian protection. 

The following information, if applicable,  must be supplied in triplicate and include a list of 
contents.  Any  drawings  must  be  supplied  in  appropriate  scale  and  in  sufficient  detail  on 
size A4 or on a folder of A4 format. Photographs, if any, must show sufficient detail. 

If  the  systems,  components  or  separate  technical  units  have  electronic  controls,  information 
concerning their performance must be supplied. 

0 

0.1. 

0.2. 

GENERAL 

Make (trade name of manufacturer): 

Type: 

0.2.1.  Commercial name(s) (if available): 

0.3. 

Means of identification of type, if marked on the vehicle(b) (1): 

0.3.1.  Location of that marking: 

0.4. 

0.5 

0.8. 

0.9. 

1. 

1.1. 

1.6. 

9. 

9.1. 

9.2. 

Category of vehicle(c): 

Name and address of manufacturer: 

Name(s) and address(es) of assembly plant(s): 

Name and address of the manufacturer’s representative (if any)…........................... 

GENERAL CONSTRUCTION CHARACTERISTICS OF THE VEHICLE 

Photographs and/or drawings of a representative vehicle: 

Position and arrangement of the engine: 

BODYWORK 

Type of bodywork: 

Materials used and methods of construction: 

9.23 

Pedestrian protection 

9.23.1  A  detailed  description,  including  photographs  and/or  drawings,  of  the  vehicle  with 
respect  to  the  structure,  the  dimensions,  the  relevant  reference  lines  and  the 
constituent materials of the frontal part of the vehicle (interior and exterior) shall be 
provided.  This  description  should  include  detail  of  any  active  protection  system 
installed. 

(b) 

(1) 

(c) 

If the means of identification of type contains characters not relevant to describe the vehicle, component 
or  separate  technical  unit  types  covered  by  this  information  document,  such  characters  shall  be 
represented in the documentation by the symbol .?. (e.g. ABC??123??). 
Delete  where  not  applicable  (there  are  cases  where  nothing  needs  to  be  deleted  when  more  than  one 
entry is applicable.) 
Classified according to the definitions listed in Section A of Annex II to Directive […/…/EC]. 

EN 

26 

   EN 

 
                                                 
Part 2 

(MODEL) 

Information document No ............ 

relating to the EC type-approval of a vehicle with regard of it being fitted with a frontal 
protection system 

The following  information,  if  applicable, must be supplied in triplicate and include a list of 
contents. Any drawings must be supplied in appropriate scale and in sufficient detail on size 
A4 or on a folder of A4 format. Photographs, if any, must show sufficient detail. 

If  the  systems,  components  or  separate  technical  units  make  use  of  specialist  materials, 
information concerning their performance must be supplied. 

0. 

0.1 

0.2 

GENERAL 

Make (trade name of manufacturer): 

Type: 

0.2.1.  Commercial name(s) (if available): 

0.3 

0.3.1 

0.4 

0.5 

0.8 

Means of identification of type, if marked on the vehicle (b) (1): 

Location of that marking: 
Category of vehicle(c): 

Name and address of manufacturer: 

Name(s) and address(es) of assembly plant(s): 

0.9. 

Name and address of the manufacturer’s representative (if any)…........................... 

1. 

1.1 

2. 

2.8 

GENERAL CONSTRUCTION CHARACTERISTICS OF THE VEHICLE 

Photographs and/or drawings of a representative vehicle: 

MASSES AND DIMENSIONS: (in kg and mm) (Refer to drawing where applicable) 

Technically permissible maximum laden mass stated by the manufacturer: 

2.8.1.  Distribution of this mass among the axles (max. and min.): 

9. 

BODYWORK 

9.1. 

Type of bodywork: 

9.24. 

Frontal Protection System 

9.24.1.  General  arrangement  (drawings  or  photographs)  indicating  the  position  and 

attachment of the frontal protection systems: 

(b) 

(1) 

(c) 

If the means of identification of type contains characters not relevant to describe the vehicle, component 
or  separate  technical  unit  types  covered  by  this  information  document,  such  characters  shall  be 
represented in the documentation by the symbol .?. (e.g. ABC??123??). 
Delete  where  not  applicable  (there  are  cases  where  nothing  needs  to  be  deleted  when  more  than  one 
entry is applicable.) 
Classified according to the definitions listed in Section A of Annex II to Directive […/…/EC]. 

EN 

27 

   EN 

 
                                                 
9.24.2.  Drawings  and/or  photographs,  where  relevant,  of  air  intake  grilles,  radiator  grille, 
decorative trim, badges, emblems and recesses and any other external projections and 
parts  of  the  exterior  surface  which  can  be  regarded  as  critical  (e.g.  lighting 
equipment,).  If  the  parts  listed  in  the  previous  sentence  are  not  critical,  for 
documentation  purposes  they  may  be  replaced  by  photographs,  accompanied  if 
necessary by dimensional details and/or text: 

9.24.3.  Complete  details  of  fittings  required  and  full  instructions,  including  torque 

requirements, for fitting: 

9.24.4.  Drawing of bumpers: 

9.24.5  Drawing of the floor line at the vehicle front end: 

EN 

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Part 3 

(MODEL) 

Information document No ............ 

relating to the EC type-approval of a frontal protection system 

as a separate technical unit. 

The following information, if applicable, must be supplied in triplicate and include a list of 
contents. Any drawings must be supplied in appropriate scale and in sufficient detail on size 
A4 or on a folder of A4 format. Photographs, if any, must show sufficient detail. 

If  the  systems,  components  or  separate  technical  units  make  use  of  specialist  materials, 
information concerning their performance must be supplied. 

0. 

0.1 

0.2 

GENERAL 

Make (trade name of manufacturer): 

Type: 

0.2.1.  Commercial name(s) (if available): 

0.5 

0.7. 

1. 

1.1 

1.2. 

1.3. 

1.4 

Name and address of manufacturer: 

Location and method of affixing of the EC type-approval mark: 

DESCRIPTION OF THE DEVICE 

Detailed technical description (including photographs or drawings): 

Assembly and mounting instructions, including required torques: 

Listing of vehicle types to which it may be fitted: 

Any restrictions of use and conditions for fitting: 

EN 

29 

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ANNEX III 

EC Type-Approval Model Certificates. 

Part 1: 

EC type-approval certificate relating to the type-approval of a vehicle with regard to 
pedestrian protection. 

Part 2: 

EC type-approval certificate relating to the type-approval of a vehicle with regard of it being 
fitted with a frontal protection system 

Part 3: 

EC  type-approval  certificate  relating  to  the  type-approval  of  frontal  protection  systems  as 
separate technical unit 

EN 

30 

   EN 

 
Part 1 

(MODEL) 

(maximum format: A4 (210 x 297 mm) 

EC TYPE-APPROVAL CERTIFICATE 

STAMP OF EC 

Type-Approval Authority

Communication concerning the 
–  EC type-approval (1) 
–  extension of EC type-approval (1) 
–  refusal of EC type-approval (1) 
–  withdrawal of EC type-approval (1) 

of a type of vehicle with regard to pedestrian protection 

with regard to Regulation (EC) No .........../.......... as implemented by……… 

last amended by Regulation (EC) No.........../........... 

EC type-approval Number: 
Reason for extension 

SECTION I 

______________ 

0.1. 

0.2. 

Make (trade name of manufacturer): 

Type: 

0.2.1.  Commercial name(s) (if available) 

0.3. 

Means of identification of type, if marked on the vehicle (2): 

0.3.1.  Location of that marking: 

0.4. 

0.5. 

0.8. 

0.9. 

Category of vehicle(3): 

Name and address of manufacturer: 

Names and address(es) of assembly plant(s): 

Representative of the manufacturer: 

SECTION II 

1. 

2. 

3. 

(1) 
(2) 

(3) 

Additional information (where applicable) (see Addendum) 

Technical service responsible for carrying out the tests: 

Date of test report: 

Delete where not applicable. 
If the means of identification of type contains characters not relevant to describe the vehicle, component 
or separate technical unit types covered by this information, such characters shall be represented in the 
documentation by the symbol '?' (e.g. ABC??123??). 
As defined in Section A of Annex II to Directive […/…/EC]. 

EN 

31 

   EN 

 
                                                 
4. 

5. 

6. 

7. 

8. 

Number of test report: 

Remarks (if any) (see Addendum) 

Place: 

Date: 

Signature: 

Attachments: 

Information package. 

Test report. 

EN 

32 

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Addendum 

to EC type-approval certificate No. ............ 

concerning the type-approval of a vehicle with regard to pedestrian protection 

with regard to Regulation (EC) No...............…/.............. 

Additional information 

Brief  description  of  the  vehicle  type  as  regards  its  structure,  dimensions,  lines  and 
constituent materials: 
Site of engine : forward/rear/central (1) 
Drive : front-wheel : rear-wheel (1) 

Mass of vehicle submitted for testing: 

1. 

1.1. 

1.2. 

1.3. 

1.4. 

– 

– 

– 

Front axle : 

Rear axle : 

Total : 

1 

Delete where not applicable. 

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33 

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1.5. 

Test results according to the requirements of Annex I to Regulation (EC) No …/….: 

1.5.1.  Section 2 test results: 

Test 

Value recorded 

Pass/Fail(1) 

Bending angle 

degrees 

Lower legform to 
Bumper 
(where performed) 

Upper legform to 
bumper. 
(where performed) 

Upper legform to 
bonnet leading edge 

Shear displacement 

Acceleration at tibia 

Sum of impact 
forces 

Bending moment 

Sum of impact 
forces 

Bending moment 

Child/Small Adult 
headform (3,5 kg) to 
bonnet top 

Adult headform  
(4,5 kg) to windscreen  

HPC values  
in Zone A  
(12 results(3))  
HPC values  
in Zone B  
(6 results(3)) 
HPC values 
(5 results(4)) 

mm 

g 

kN 

Nm 

kN 

Nm 

(2) 

(2) 

(2) 

1 
2 
3 
4 

According to the values specified in Section 2 of Annex I to Regulation (EC) No[…../….]. 
For monitoring purposes only 
According to Commission [implementing legislation]. 
According to Commission [implementing legislation]. 

EN 

34 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                                                 
1.5.2.  Section 3 test results: 

Test 

Value recorded 

Pass/Fail(5) 

Bending angle 

degrees 

Lower legform to 
Bumper 
(where performed) 

Upper legform to 
bumper. 
(where performed) 

Upper legform to 
bonnet leading edge 

Shear displacement 

Acceleration at tibia 

Sum of impact 
forces 

Bending moment 

Sum of impact 
forces 

Bending moment 

Child/Small Adult 
headform (3,5 kg) to 
bonnet top 
Adult headform 
(4,5 kg) to bonnet top 

HPC values  
(9 results(7)) 

HPC values  
(9 results(7)) 

mm 

g 

kN 

Nm 

kN 

Nm 

(6) 

(6) 

Remarks: (e.g., valid for left-hand drive and right-hand drive vehicles) 

5 
6 
7 

According to the values specified in Section 3 of Annex I to Regulation (EC) No […./….]. 
For monitoring purposes only 
According to Commission [implementing legislation]. 

EN 

35 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                                                 
1.5.3.  Section 4 requirements: 

Details of Brake 
Assist system 
supplied.(1) 

Remarks: (2) 

1 
2 

Provide details of system operation method. 
Provide details of testing completed to verify system. 

EN 

36 

   EN 

 
 
 
 
 
 
 
 
                                                 
Part 2 

(MODEL) 

(maximum format: A4 (210 x 297 mm)) 

EC TYPE-APPROVAL CERTIFICATE 

STAMP OF EC 

Type-Approval Authority

Communication concerning the 
–  EC type-approval (1) 
–  extension of EC type-approval (1) 
–  refusal of EC type-approval (1) 
–  withdrawal of EC type-approval (1) 

of a type of a vehicle with regard of it being fitted with a frontal protection system 

with regard to Regulation (EC) No …/…. as implemented by….. 

last amended by Regulation (EC) No.........../............ 

EC type-approval number: 

Reason for extension: 

SECTION I 

0.1 

0.2 

Make (trade name of manufacturer): 

Type 

0.2.1  Commercial name(s) (if available): 

0.3 

0.3.1 

0.4 

0.5 

0.8 

Means of identification of type if marked on the vehicle(2): 

Location of that marking: 
Category of vehicle(3): 

Name and address of manufacturer: 

Address(es) of assembly plant(s): 

0.9. 

Representative of the manufacturer: 

SECTION II 

1. 

2. 

3. 

(1) 
(2) 

(3) 

Additional information (where applicable): See Addendum 

Technical service responsible for carrying out the tests: 

Date of test report: 

Delete where not applicable 
If the means of identification of type contains characters not relevant to describe the vehicle, component 
or separate technical unit types covered by this information, such characters shall be represented in the 
documentation by the symbol '?' (e.g. ABC??123??). 
As defined in Section A of Annex II to Directive […/…/EC]. 

EN 

37 

   EN 

 
                                                 
4. 

5. 

6. 

7. 

8. 

Number of test report: 

Remarks (if any): See Addendum 

Place: 

Date: 

Signature: 

Attachments: 

Information package. 

Test report. 

EN 

38 

   EN 

 
 
 
Addendum 

to EC type-approval certificate No ……. 

concerning the type-approval of a vehicle with regard of it being fitted with a frontal 
protection system 

with regard to Regulation (EC) No...............…/.............. 

Additional information, if any: 

1. 

2. 

3. 

Remarks: 

Test  results  according 
Regulation (EC) No …/… 

to 

the  requirements  of  Section  5  of  Annex  I 

to 

Values recorded 

Pass/Fail 

Test 

Lower legform to 
Frontal Protection 
System 
- 3 test positions 
(where performed) 

Upper legform to 
Frontal Protection 
System 
- 3 test positions 
(where performed) 

Upper legform to 
Frontal Protection 
System leading edge 
- 3 test positions 
(monitoring only) 

Child/Small Adult 
headform (3.5 kg) to 
Frontal Protection 
System 

Bending angle 

Shear displacement 

Acceleration at tibia 

Sum of impact forces 

Bending moment 

Sum of impact forces 

Bending moment 

HPC values  

(at least 3 values) 

  …… 
  ……  Degrees 
  …… 
  …… 
  ……  mm 
  …… 
  …… 
  ……  g 
  …… 
  …… 
  ……  kN 
  …… 
  …… 
  ……  Nm 
  …… 

  …… 
  ……  kN 
  …… 
  …… 
  ……  Nm 
  …… 
  …… 
  …… 
  …… 

EN 

39 

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Part 3 

(MODEL) 

(maximum format: A4 (210 x 297 mm)) 

EC TYPE-APPROVAL CERTIFICATE 

STAMP OF EC 

Type-Approval Authority

Communication concerning the 

– 
– 

– 

– 

EC type-approval (1) 
extension of EC type-approval (1) 
refusal of EC type-approval (1) 
withdrawal of EC type-approval (1) 

of a type of frontal protection system as a separate technical unit  

with regard to Regulation (EC) No …/…. as implemented by……… 

last amended by Regulation (EC) No.........../........... 

EC type-approval number: 

Reason for extension: 

SECTION I 

0.1 

0.2 

0.3 

Make (trade name of manufacturer): 

Type: 
Means of identification of type if marked on the frontal protection system(2): 

0.3.1 

Location of that marking: 

0.5 

0.7. 

0.8. 

0.9. 

Name and address of manufacturer: 

Location and method of the affixing of the EC approval mark: 

Name(s) and address(es) of assembly plant(s): 

Name and address of the manufacturer’s representative (if any): 

SECTION II 

1. 

2. 

3. 

4. 

5. 

(1) 
(2) 

Additional information: See Addendum 

Technical service responsible for carrying out the tests: 

Date of test report: 

Number of test report: 

Remarks (if any): See Addendum 

Delete where not applicable 
If the means of identification of type contains characters not relevant to describe the vehicle, component 
or separate technical unit types covered by this information, such characters shall be represented in the 
documentation by the symbol '?' (e.g. ABC??123??). 

EN 

40 

   EN 

 
                                                 
6. 

7. 

8. 

Place: 

Date: 

Signature: 

Attachments: 

Information package. 

Test report. 

EN 

41 

   EN 

 
 
 
Addendum 

to EC type-approval certificate No …… 

concerning the type approval of a type of frontal protection system as a separate technical unit  

with regard to Regulation (EC) No...............…/.............. 

Additional information, 

Method of attachment: 

Assembly and mounting instructions: 

List  of  vehicles  on  which  the  frontal  protection  system  may  be  fitted,  any  usage 
restrictions and necessary conditions for fitting: 

……………………………………………….. 

Remarks: 

Test  results  according 
Regulation (EC) No …/… 

to 

the  requirements  of  Section  5  of  Annex  I 

to 

Values recorded 

Pass/Fail 

1. 

1.1. 

1.2. 

1.3 

2. 

3. 

Test 

Lower legform to 
Frontal Protection 
System 
- 3 test positions 
(where performed) 

Upper legform to 
Frontal Protection 
System 
- 3 test positions 
(where performed) 

Upper legform to 
Frontal Protection 
System leading edge 
- 3 test positions 
(monitoring only) 

Child/Small Adult 
headform (3.5 kg) to 
Frontal Protection 
System 

Bending angle 

Shear displacement 

Acceleration at tibia 

Sum of impact forces 

Bending moment 

Sum of impact forces 

Bending moment 

HPC values  

(at least 3 values) 

  …… 
  ……  Degrees 
  …… 
  …… 
  ……  mm 
  …… 
  …… 
  ……  g 
  …… 
  …… 
  ……  kN 
  …… 
  …… 
  ……  Nm 
  …… 
  …… 
  ……  kN 
  …… 
  …… 
  ……  Nm 
  …… 
  …… 
  …… 
  …… 

EN 

42 

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ANNEX IV 

1. 

1.1. 

EC TYPE-APPROVAL MARKING 

This mark shall consist of: 

A  rectangle  surrounding  the  lower-case  letter  “e”  followed  by  the  distinguishing 
number or letter(s) of the Member State which has granted the EC separate technical 
unit type-approval 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

1 

2 

3 

4 

5 

6 

7 

8 

9 

11 

12 

13 

17 

18 

19 

20 

21 

23 

24 

26 

27 

29 

32 

34 

36 

49 

50 

for Germany 

for France 

for Italy 

for the Netherlands 

for Sweden 

for Belgium 

for Hungary 

for Czech Republic 

for Spain 

for United Kingdom 

for Austria 

for Luxembourg 

for Finland 

for Denmark 

for Romania 

for Poland 

for Portugal 

for Greece 

for Ireland 

for Slovenia 

for Slovak Republic 

for Estonia 

for Latvia 

for Bulgaria 

for Lithuania 

for Cyprus 

for Malta 

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1.2. 

1.3. 

In the vicinity of the rectangle the “base approval number” contained in section 4 of 
the  type-approval  number  referred  to  in  [Annex  VII  of  Directive …/…/EC], 
preceded  by  the  two  figures  indicating  the  sequence  number  assigned  to  the  latest 
major technical amendment to this Regulation on the date the EC type-approval was 
granted. In this Regulation, the sequence number is 01. 

An  asterisk  inserted  after  the  sequence  number  will  indicate  that  the  frontal 
protection  system  was  approved  under  the  consideration,  for  the  legform  impactor 
test, allowed by points 5.1.1 or 5.2.1 of Annex I. If this consideration is not granted 
by the approval authority the asterisk is replaced by a space. 

1.4. 

The EC type-approval mark must be clearly legible and indelible. 

EN 

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Appendix 

Example of the EC Type-Approval Mark 

(a ≥ 12 mm) 

The device bearing the EC type-approval mark shown above is for a frontal protection system 
type-approved in Germany (e1) pursuant to this Regulation (01) under the base approval 
number 1471. 

The asterisk indicates that the frontal protection system was approved under the consideration, 
for  the  legform  impactor  test,  allowed  by  point  5.1  of  Annex  I.  If  this  consideration  is  not 
granted by the approval authority the asterisk is replaced by a space. 

EN 

45 

   EN