Global technical regulation for wheeled vehicles. Agreement on the establishment of a global technical regulation for wheeled
Created on November 18, 2004 in accordance with Article 6
AGREEMENTS FOR THE ESTABLISHMENT OF GLOBAL TECHNICAL REGULATIONS FOR WHEELED VEHICLES, EQUIPMENT AND PARTS THAT CAN BE FITLED AND/OR USED ON WHEELED VEHICLES
(ECE/TRANS/132 and Corr.1)
Addendum
Global Technical Regulation No. 11
TESTING PROCEDURE FOR COMPRESSION IGNITION ENGINES TO BE MOUNTED ON AGRICULTURAL AND FORESTRY TRACTORS AND OFF-ROAD MOBILE EQUIPMENT WITH RESPECT TO THE EMISSIONS OF POLLUTANTS FROM THESE ENGINES
(Introduced into the Global Registry on November 12, 2009)
UNITED NATIONS
Page
I. STATEMENT OF TECHNICAL CONSIDERATIONS AND RATIONALE 5
A. TECHNICAL AND ECONOMIC FEASIBILITY 5
B. EXPECTED BENEFITS 7
C. POTENTIAL PROFITABILITY 8
II. REGULATION TEXT 9
1. GOAL 9
2. APPLICATION 9
3. DEFINITIONS, SYMBOLS AND ABBREVIATIONS 9
4. GENERAL REQUIREMENTS 26
5. PERFORMANCE REQUIREMENTS 26
6. TEST CONDITIONS 33
7. TEST PROCEDURES 45
8. MEASUREMENT PROCEDURES 81
9. MEASURING EQUIPMENT 173
APPS
Appendix A.1 TEST CYCLES 213
Annex A.2 STATISTICS 224
Annex A.3 INTERNATIONAL GRAVITY FORMULA
1980 230
Appendix A.4 CARBON CONSUMPTION CHECK 231
CONTENT ( continuation)
Page
Appendix A.5 INSTALLATION REQUIREMENTS
AND ACCESSORIES 234
Appendix A.6 REFERENCE DIESEL FUEL 236
Annex A.7. EMISSION CALCULATIONS BASED ON MOLARITY 238
Appendix A.7 Appendix 1 DILUTION FLOW CALIBRATION
EXHAUST GAS (CVS) 273
Appendix A.7 Appendix 2 DRIFT CORRECTION 285
Appendix A.8 EMISSION CALCULATIONS BASED ON MASS 288
Annex A.8 Appendix 1 DILUTION FLOW CALIBRATION
EXHAUST GAS (CVS) 321
Appendix A.8 Appendix 2 DRIFT CORRECTION 326
I. STATEMENT OF TECHNICAL CONSIDERATIONS AND RATIONALE
A. TECHNICAL AND ECONOMIC FEASIBILITY
1. The purpose of this proposal is to adopt a global technical regulation (gtr) on emissions from compression ignition (CI) engines installed in non-road mobile vehicles (NRMMs) in accordance with the 1998 Global Agreement based on a harmonized non-road test protocol, including test cycles developed by the GRPE informal group on NRMM using the Off-Road Transitional Test Cycle (NRTC) developed in 2000-2002 by an international task force.
2. Some countries have already introduced regulations governing exhaust emissions from non-road mobile machinery engines, but their test procedures vary. In the interest of maximizing environmental benefits and efficient use of energy, it is advisable to ensure that as many countries as possible use the same emission control test protocol. The benefit to society will be to harmonize requirements on the basis of an overall global reduction in emission levels. Manufacturers of off-highway vehicles have already entered the global market, and it is more economical for them to develop engine models that would comply with internationally agreed emission regulations. The harmonization achieved through this gtr allows manufacturers to develop new models in the most efficient way possible. Finally, the benefit to the consumer will be that they will be able to choose, at a lower cost, low-emission engines that are built to internationally recognized standards.
3. The new real-world studies of the NRMM have been directed towards the development of a transitional test cycle initiated by the United States Environmental Protection Agency (US EPA) and continued in collaboration with the European Commission's Collaborative Research Center (CRC) and an international task force. The data collected allowed the development of a transient test cycle along with cold start and hot start requirements. The basis for developing a steady state warm start test cycle was proposed by an expert committee. international organization for standardization (ISO). Test cycles have been published in the ISO 8178 series of standards. This procedure uses exhaust emission measurement technology to carefully determine the amount of pollutant emissions from future low emission engines. The NRTC test cycle has already been introduced into the emission legislation of the European Union (EU), Canada and the United States of America, and is the basis for the ongoing development of vehicle-specific legislation in Japan. The purpose of this gtr is to provide a high level of agreement on additional test conditions in the context of existing or emerging legislation.
4. The test procedure reflects, as far as possible, the operating conditions of NRMM engines around the world and is very close to actual test conditions in order to measure emissions from existing and future NRMM engines. In other words, the test procedure has been designed to:
a) be representative of the actual operating conditions of non-road mobile machinery engines;
b) be able to provide the highest possible level of efficiency in reducing emissions from non-road mobile machinery engines;
c) allow the use of the most modern testing, sampling and measurement techniques;
d) be applicable in practice to existing and possible future technologies for reducing exhaust emissions; and
(e) Is capable of providing a reliable ranking of exhaust emission levels from different types of engines.
5. At this stage, the gtr is being submitted without limit values and applicable power ranges for RPMS engines. In this way, the testing procedure can be given legal status, and therefore Contracting Parties are invited to start the process of incorporating the gtr into their national legislation. One option under the gtr is at the discretion of the Contracting Parties. It is related to the allowable dilution air temperature range.
6. When implementing the test procedure of this gtr, Contracting Parties are encouraged, within their national regulations or legislation, to use limits that at least correspond to the severity level specified in their current rules, pending the development of harmonized limit values by the Executive Committee (AC.3) of the 1998 Agreement administered by the World Forum for Harmonization of Vehicle Regulations (WP.29). Consequently, the performance levels (emission test results) to be provided for by the gtr will be negotiated in the light of the most recent agreed provisions in force in the Contracting Parties, as required by the 1998 Agreement.
7. To facilitate the regulatory activities of some countries, in particular those in which legislation in this area has not yet been adopted or is not as strict as indicated above, a corresponding methodological document has also been prepared. Its format is based on the format used in the EU for new and global approach directives. It is important to note that only the text of the gtr is legally binding. The guidance document, on the other hand, has no legal status and does not introduce any additional requirements, but is aimed at promoting the use of the gtr and facilitating its application. This guidance document has been posted on the WP.29 website and placed next to the text of the gtr in accordance with the decision taken by AC.3.
B. EXPECTED BENEFITS
8. VRDC and related motors are designed and manufactured for the global market. It is not economically advantageous for manufacturers to develop and produce significantly different models to comply with different emission regulations and emission measurement methods that in principle aim at the same goal. In order to enable manufacturers to develop new models more efficiently and expeditiously, it is useful to prepare a gtr. The savings resulting from the application of the gtr will not only benefit manufacturers but, more importantly, consumers.
9. However, developing a test procedure to address economic issues only does not fully comply with the mandate given at the outset of this gtr. The test procedure also contributes to the improvement of testing methods for NRMM engines and to more fully reflect the current operating capabilities of NRMM motors at the present time. As noted above, some Contracting Parties have already adopted legislation incorporating the test cycles provided for in this gtr. For Contracting Parties to the 1998 Agreement that have not yet introduced legislation at the same level, the test methods specified in this gtr are significantly more representative of the actual operating conditions of NRMS worldwide than the measurement methods specified in current legislation.
10. Therefore, the wide application of this gtr under the legislation of the Contracting Parties to the 1998 Agreement on Emissions can be expected to allow tighter control of emissions from currently in service engines due to improved correlation of test methods with actual operating conditions of the NRMM.
C. POTENTIAL PROFITABILITY
11. No specific values have been calculated to judge the cost-effectiveness of this gtr. The main reason why this analysis was not carried out is that AC.3 decided to proceed with the work on the gtr on emissions without regard to limit values. However, this information will be available once limit values are agreed at a later stage in the development of the gtr. Particular attention will be paid to the ongoing process of developing such performance requirements for inclusion in gtr No. 2 on the worldwide harmonized motorcycle emission test cycle (WMTC). In addition, NRMM engine manufacturers will gain experience attributing any costs and savings using this test procedure. In such a case, information on costs and emission levels could be analyzed in the next step in the development of this gtr in order to determine the cost-effectiveness of the test procedure in the context of this gtr. Although no cost per tonne of emissions has been calculated, experts believe that the benefits associated with the adoption of this gtr are clear.
II. TEXT RULES
1. PURPOSE
This Regulation aims to provide a globally harmonized method for the determination of pollutant emission levels from compression ignition (BC) engines used in category T vehicles and non-road mobile equipment that are representative of the world's actual vehicle operating conditions. The results obtained can serve as the basis for the regulation of pollutant emissions within the framework of regional type approval and certification procedures.
2. APPLICATION
This regulation applies to the measurement of pollutant emissions from compression ignition (CI) engines with a maximum output of not less than 19 kW and not more than 560 kW, which are used:
a) on vehicles of category T 1 ;
b) on non-road mobile machinery.
3. DEFINITIONS, SYMBOLS AND ABBREVIATIONS
3.1 Definitions
3.1.1 "Correction factors" means additive (upper correction factor and lower correction factor) or multiplicative factors to be taken into account in the process of periodic (rare) regeneration.
3.1.2 "Applied emission limits" means the emission limits for that engine.
3.1.3 "water condensate" means the precipitation of hydrous constituents from a gas to a liquid state. Condensation of water is caused by factors such as humidity, pressure, temperature and the concentration of other constituents such as sulfuric acid. The effect of these factors varies depending on the humidity of the air entering the engine, the humidity of the air, the ratio of air and fuel in the engine and the composition of the fuel, including the amount of hydrogen and sulfur in the fuel.
3.1.4 "Atmosphere pressure" means the absolute hydrostatic pressure of the atmosphere. Please note that when measuring atmospheric pressure in a tube, slight pressure losses are unavoidable, causing a pressure difference between the measurement site and outside, this is due to the change in static pressure in the tube due to the flow.
3.1.5 "Calibration" means the process of adjusting the mode of operation of the measurement system so that its response to excitatory influences corresponds to the range of reference signals. This concept is different from the concept of "check".
3.1.6 "Calibration gas" means the mixture of purified gases used to calibrate gas analyzers. Calibration gases must meet the specifications given in paragraph 9.5.1. It should be noted that calibration gases and span gases are qualitatively the same, but differ in their primary function. During various checks performance characteristics of gas analyzers and elements used for sample processing, either calibration gases or span gases may be used.
3.1.7 "Certification" means the activities related to the process of obtaining a certificate of conformity.
3.1.8 "Constant speed motor" means an engine whose certification is limited to constant speed operation. Engines that have the constant speed controller function removed or disabled are no longer constant speed engines.
3.1.9 "Operation at constant speed" means operating an engine with a governor that automatically controls the operator's request to maintain the engine speed even when the load changes. Governors do not always fully ensure a constant speed. Typically, the speed can decrease (by 0.1-10)% over compared to the speed at zero load, so that the minimum speed corresponds to almost the maximum engine power.
3.1.10 "Continuous regeneration" means an exhaust gas aftertreatment system regeneration process that is either steady or occurs at least once per applicable transient or staggered test cycle; this is distinct from intermittent regeneration.
3.1.11 "The conversion efficiency of the non-methane fraction separator (NMC) E " means the conversion efficiency of NMC, which is used to remove hydrocarbons that do not contain methane from a gas sample by oxidizing all hydrocarbons except methane. Ideally, the conversion efficiency in the case of methane is 0% ( E CH 4 \u003d 0), and in the case of other hydrocarbons represented by ethane, - 100% ( E C 2 H 6 = 100%). For accurate measurement of NMHC, two performance metrics are defined and used to calculate the NMHC emission mass flow rate for methane and ethane; this concept is different from the concept of "penetration rate".
3.1.12 "Delay time" means the difference in time between the moment of change of the component to be measured at the starting point and the moment at which the triggered system reading is 10% of the final reading ( t 10), with the sampler defined as the starting point. In the case of gaseous components, this time is the transfer time of the measured component from the sampler to the detector (see Figure 3.1).
3.1.13 "SystemdeNOx" means an exhaust gas after-treatment system for the reduction of oxides of nitrogen (NO x) emissions (e.g. passive and active NO x catalytic converters, NO x absorbers and selective catalytic reduction (SCR) systems).
3.1.14 "Dew point" means the degree of humidity indicated as the temperature to which the air must be cooled in order for the water vapor contained in it to reach saturation and begin to condense into dew at a given pressure and a given absolute humidity. The dew point is indicated as a temperature in ° C or K and is only valid for the pressure at which it is measured.
3.1.15 "discrete mode" means the discrete steady state test mode as specified in paragraph 7.4.1.1. and in Annex A.1.
3.1.16 "Drifting" means the difference between a zero or calibration signal and the corresponding value read from a measuring device immediately after it has been used in an emission test, provided that the device was zeroed and calibrated immediately before the test.
3.1.17 "Electronic control unit" means an engine electronic device that uses data read from engine sensors to control engine parameters.
3.1.18 "Emission control system" means any device, system or design element that limits or reduces the emissions of regulated pollutants from an engine.
3.1.19 "Engine family" means a manufacturer-grouped category of engines which, by virtue of their design as defined in paragraph 5.2. of this Regulation, have similar exhaust emission characteristics; all members of the family must comply with the applicable emission limit values.
3.1.20 "Variable engine speed" means the operating speed of the engine, controlled by the installed governor.
3.1.21 "Engine system" means the engine, the emission control system and the communication interface (hardware and message system) between the electronic control unit(s) (ECUs) of the engine system and any other transmission or control device of the vehicle.
3.1.22 "Type engine" means a category of engines that do not differ from each other with respect to the essential characteristics of the engine.
3.1.23 "Exhaust aftertreatment system" means a catalytic converter, particulate filter, deNO x system, deNO x combined particulate filter, or any other pollutant emission control device installed downstream of the engine. This definition does not include exhaust gas recirculation (EGR) and turbochargers, which are considered integral part of the engine.
3.1.24 "Exhaust Gas Recirculation" means emission control technology by directing the exhaust gases emitted from the combustion chamber(s) back into the engine to be mixed with the incoming air before combustion or during combustion. For the purposes of these regulations, the use of valve timing to increase the amount of residual exhaust gas in the combustion chamber(s) that mixes with engine intake air before or during combustion is not considered EGR.
3.1.25 "Full flow dilution method" means the process of mixing the total exhaust gas stream with dilution air before separating the appropriate fraction of the diluted exhaust gas stream for analysis purposes.
3.1.26 "Gaseous contaminants" means carbon monoxide, hydrocarbons and/or hydrocarbons free of methane (assuming a CH ratio of 1.85 for diesel fuel), methane and oxides of nitrogen (expressed as equivalent nitrogen dioxide (NO 2)).
3.1.27 "Qualified Engineering Appraisal" means an opinion rendered in accordance with generally accepted scientific and technical principles and the relevant available information.
3.1.28 "HEPA filter" means a high efficiency particulate air filter that has an initial minimum trapping efficiency of 99.97% according to ASTM F 1471-93 or an equivalent standard.
3.1.29 "Hydrocarbon (HC)" means, when applicable, THC, NMHC. Hydrocarbon generally refers to the hydrocarbon group on which emission standards are based for each type of fuel and engine.
3.1.30 "High speed" (n hi)" indicates the highest engine speed at which 70% of maximum power is reached.
3.1.31 "Idle speed" means the lowest engine speed at minimum load (greater than zero load or equal to zero load) at which the engine governor function controls the engine speed. In the case of engines without an idle speed governor function, idle speed is value specified by the manufacturer for the lowest possible engine speed at minimum load Please note that warm idle speed refers to warm idle speed.
3.1.32 "Intermediate speed during test" means an engine speed that meets one of the following requirements:
a) for motors which are intended to operate within the speed range of the full load torque curve, the intermediate speed is the specified maximum torque if it is reached within 60% to 75% of the rated speed;
b) if the specified maximum torque is less than 60% of the rated speed, then the intermediate speed is 60% of the rated speed;
c) if the specified maximum torque exceeds 75% of the rated speed, then the intermediate speed is 75% of the rated speed.
3.1.33 "Linearity" denotes the degree to which measured values correspond to appropriate reference values. Linearity is quantitatively determined using linear regression of pairs of measured values and reference values over the range of values expected or recorded during the test.
3.1.34 "Low RPM (n lo)" means the lowest engine speed at which 50% of maximum power is reached.
3.1.35 "Max power (P max)" means the maximum output in kW specified by the manufacturer.
3.1.36 "Max Torque" means the engine speed at which the maximum engine torque specified by the manufacturer is reached.
3.1.37 "Average quantity", based on flow-weighted averages, means the average quantity level determined after it has been weighted in proportion to the corresponding flow rate.
3.1.38 "Methane Free Hydrocarbons (NMHC)", means the totality of all varieties of hydrocarbon, with the exception of methane.
3.1.39 "Crankcase emissions" means any flow from the engine crankcase discharged directly to the environment.
3.1.40 "Operator request" means any intervention on the part of the engine operator to regulate the power of the engine. An operator may refer to any person (manual intervention) or any controller (automatic intervention) who sends mechanical or electronic signals to the engine with a request to provide a certain This signal may be provided by actuation of the accelerator pedal, throttle lever, fuel delivery lever, rev control lever, or rev control set point, or electronically in lieu of all of the above.
3.1.41 "nitrogen oxides" means compositions containing only nitrogen and oxygen, measured using the procedures specified in this regulation. Nitrogen oxides are expressed quantitatively as if NO were NO 2 in order to effectively molar mass was used for all nitrogen oxides equivalent to NO 2 .
3.1.42 "base engine" means an engine selected from an engine family such that its emission performance is representative of that engine family (see paragraph 5.2.4.).
3.1.43 "Partial pressure" means pressure ( R) of the gas in the mixture that it would have if one occupied the entire volume of the mixture. In the case of an ideal gas, the result of dividing the partial pressure by the total pressure represents the molarity of the component ( X).
3.1.44 "Solids Aftertreatment Device" means an exhaust gas after-treatment system designed to control emissions of particulate matter (PM) by mechanical, aerodynamic, diffusive or inertial separation.
3.1.45 "Partial flow dilution method" means the process of separating a portion from the total exhaust stream and then mixing it with an appropriate volume of dilution air before the particulate filter.
3.1.46 "Particulate matter (PM)" means any substance trapped by any specified filter media after the exhaust gases have been diluted with clean filtered air at the temperature and at the point specified in paragraph 9.3.3.4. and include primarily carbon, condensed hydrocarbons and sulphates in combination with water.
3.1.47 "Penetrating fraction (PF )" indicates a deviation from the ideal operation of the non-methane cutter (see "Non-methane cutter conversion efficiency (NMC) E). Methane penetration coefficient ( PF CH4) for an ideal non-methane cutter is 1,000 (i.e. methane conversion efficiency ( E CH4) is zero) and the penetrating fraction for all other hydrocarbons is 0.000, as evidenced by PF C2H6 (i.e. ethane conversion efficiency ( E C2H6) equals 1). This ratio looks like this: PF CH4 = 1 - E CH4 and PF C2H6 = 1 - E E. " means the corresponding proportion of the maximum torque developed by the engine at a certain speed.
3.1.49 "Periodic (or rare) regeneration" means the process of regeneration of the exhaust gas aftertreatment system, which occurs periodically, usually after less than 100 hours of normal engine operation. During regeneration cycles, emissions standards may be exceeded.
3.1.50 "Probe" is the first part of the transition pipe through which the sample is transferred to the next element of the sampling system.
3.1.51 "PTFE" stands for polytetrafluoroethylene, commonly referred to as Teflon.
3.1.52 "Stepped Steady State Test Cycle" means a cycle that involves successive tests of the engine under steady state conditions under certain speed and torque criteria in each mode and at certain stages of speed and torque between these modes.
3.1.53 "Rated speed" means the maximum full load speed which is allowed by the regulator in accordance with the manufacturer's instructions, or, if there is no such regulator, the speed at which the maximum engine power specified by the manufacturer is reached.
3.1.54 "Regeneration" means the point at which the amount of emissions changes while the efficiency of the subsequent treatment is restored by the design. Two types of regeneration are possible: continuous regeneration (see paragraph 6.6.1) and infrequent (periodic) regeneration (see paragraph 6.6.2).
3.1.55 "Response time" means the difference in time between the moment of change of the component to be measured at the starting point and the moment at which the triggered system reading is 90% of the final reading ( t 90) (with the sampler defined as the reference point) when the change in the measured component is at least 60% of full scale (FS) and occurs in less than 0.1 second. The system response time consists of the system delay time and the system recovery time.
3.1.56 "Recovery time" means a time difference within 10-90% of the final trip time readings ( t 90 t 10).
3.1.57 "Joint Barometric Pressure Meter" means an atmospheric pressure meter whose reading is used as the atmospheric pressure value for the entire test facility where there is more than one dynamometer test bench.
3.1.58 "Joint measurement of humidity" means a measurement to determine the moisture content of the entire test facility where there is more than one dynamometer test stand.
3.1.59 "Taring" means adjusting the instrument so that it responds properly to a calibration standard that is 75-100% of the maximum value in the instrument's actual or intended operating range.
3.1.60 "span gas" means the mixture of purified gases used for calibrating gas analyzers. Span gases must comply with the specifications given in paragraph 9.5.1. It should be noted that calibration gases and span gases are qualitatively the same, but differ in their primary function. During various tests performance characteristics of gas analyzers and sample processing elements, either calibration gases or span gases can be used.
3.1.61 "Specific emissions" means the mass of emissions expressed in g/kWh.
3.1.62 "Autonomous" means something independent, able to function "autonomously".
3.1.63 "Steady state" means a condition related to emissions testing, during which the engine speed and load are maintained within a finite set of nominal constant values. Steady state tests are carried out either in discrete mode or in step mode.
3.1.64 "Stoichiometric" means pertaining to a special ratio of air and fuel, in which, in the event of complete oxidation of the fuel, no fuel and no oxygen remain.
3.1.65 "storage facility" means a particulate filter, sampling bag or any other storage device used for the purpose of taking samples from a lot.
3.1.66 "Test cycle (or duty cycle)" means a sequence of measurement points, each corresponding to a certain speed and a certain torque of the engine at steady state or under transient operating conditions. Duty cycles are specified in Annex A.1. A single duty cycle may consist of one or more test intervals.
3.1.67 "Test interval" means the length of time during which the specific emissions during the braking phase are determined. In the event that any duty cycle includes multiple test intervals, additional calculations may be provided in the regulations to weight and combine the results to obtain composite values, allowing comparisons with applicable emission limits.
3.1.68 "Tolerance" means an interval that includes 95% of the set of recorded values of a certain quantity, with the remaining 5% of the recorded values being outside the allowable range only due to variation in measurements. The specified recording frequencies and time intervals are used to determine whether a given quantity complies with the applicable tolerance. In the case of parameters that do not depend on the spread in the measurements, the tolerance means the absolute allowable range.
3.1.69 "Total amount of hydrocarbons (THC)" means the total mass of organic compounds determined by a specific procedure for measuring total hydrocarbons and expressed as a hydrocarbon with a mass ratio of hydrogen and carbon of 1.85:1.
3.1.70 "Transition time" means the difference in time between the moment of change of the component to be measured at the starting point and the moment at which the triggered system reading is 50% of the final reading ( t 50), with the sampler defined as the reference point. The transition time is used to synchronize the signals of various measuring instruments. See figure 3.1.
3.1.71 "Transient Test Cycle" means a test cycle with a sequence of reduced speed and torque values that change relatively rapidly over time (NRTC).
3.1.72 "Type approval" means the approval of an engine type with regard to its emissions, measured in accordance with the procedures specified in this regulation.
3.1.73 "Updating Logged Values" is the frequency at which the parser provides new, current values.
3.1.74 "Lifetime" means the relevant mileage and/or period of time within which compliance with the relevant emission standards for gaseous substances and particulate matter must be ensured.
3.1.75 "Variable speed motor" means a non-constant speed motor.
3.1.76 "Examination"means to determine whether the readings of a measurement system are in agreement or not with a range of applicable reference signals within the context of one or more specified acceptable limits. This is distinct from 'calibration'.
3.1.77 "Zero setting" means adjusting the instrument so that when the calibration standard is zero, for example in the case of purified nitrogen or purified air, it indicates the value corresponding to zero during the measurement of concentrations of emission components.
3.1.78 "zero gas" means a gas that passes through which the analyzer registers zero sensitivity. It can be either purified nitrogen, or purified air, or a combination of purified air and purified nitrogen.
initial moment
response time
transition time
time time time
recovery delays
Rice. 3.1: Determination of system response times: delay time (3.1.12), response time (3.1.55), release time (3.1.56) and transition time (3.1.70).
3.2 General notation
6.1. A register of global technical regulations developed and introduced on the basis of this article is being created and updated. This register is referred to as the Global Registry.
6.2. Introduction of global technical regulations into the Global Registry through harmonization of existing regulations
Any Contracting Party may submit a proposal for the development of a harmonized global technical regulation concerning performance or design elements that are affected either by the technical regulation in the Compendium of Candidates, or any UNECE Regulation, or both.
6.2.1. the proposal referred to in clause 6.2 must contain:
6.2.1.1. clarification of the purpose of the proposed global technical regulation;
6.2.1.2. a description or draft text of the proposed global technical regulation, if available;
6.2.1.3. available documentation that may assist in the analysis of the issues addressed in the report required in accordance with paragraph 6.2.4.2.1 of this article;
6.2.1.4. a list of all technical regulations contained in the Compendium of Candidates and any UNECE Regulations that refer to the same performance or design elements that are to be considered in the proposed global technical regulation; and
6.2.1.5. an indication of any known valid relevant international standards applied on a voluntary basis.
6.2.2. Each proposal referred to in paragraph 6.2.1 of this Article shall be submitted to the Executive Committee.
6.2.3. The Executive Committee shall not transmit to any of the Working Groups any proposals which have not been found to satisfy the requirements of Article 4 and paragraph 6.2.1 of this Article. It may forward all other proposals to the relevant working group.
6.2.4. When considering a proposal submitted to a working group to develop a global technical regulation based on harmonization, this working group uses transparent procedures to:
6.2.4.1. developing recommendations for global technical regulations through:
6.2.4.1.1. taking into account the purpose of the proposed global technical regulation and the need to establish alternative levels of compliance or performance,
6.2.4.1.2. examining all technical regulations included in the Compendium of Candidates and any UNECE Regulations related to the same performance elements,
6.2.4.1.3. study of any documentation attached to the rules referred to in paragraph 6.2.4.1.2 of this article,
6.2.4.1.4. examining any available functional equivalence assessments relevant to the review of the proposed global technical regulation, including assessments of relevant standards,
6.2.4.1.5. verifying that global technical regulations being developed meet the specified purpose of the regulations and the criteria set out in Article 4, and
6.2.4.1.6. due regard to the possibility of introducing technical regulations in accordance with the 1958 Agreement;
6.2.4.2. presents to the Executive Committee:
6.2.4.2.1. a written report containing its recommendation on a global technical regulation, including all the technical data and information that were considered in the development of its recommendation, reflecting the progress of its consideration of the information referred to in paragraph 6.2.4.1 of this article, and justifying the need for its recommendations, including an explanation of the reasons rejection of any considered alternative regulatory requirements and approaches, and
6.2.4.2.2. the text of any recommended global technical regulation.
6.2.5. The Executive Committee, through the use of transparent procedures:
6.2.5.1. establishes whether the recommendations concerning the global technical regulation and the report are based on sufficiently effective and thorough implementation of the activities referred to in paragraph 6.2.4.1 of this Article. If the Executive Committee determines that the recommendations, report and/or text of the recommended global technical regulation, if any, do not meet the established requirements, then it returns the rules and report to the working group for revision or improvement;
6.2.5.2. is considering the introduction of recommended global technical regulations in accordance with the procedures set out in paragraph 7.2 of Article 7 of Annex B. Regulations are entered into the Global Registry based on a decision of the Executive Board taken by consensus by voting "yes".
6.2.6. The Global Technical Regulations shall be deemed to have been entered into the Global Registry on the day the Executive Committee adopts this decision by consensus through a yes vote.
6.2.7. Upon the adoption by the Executive Committee of global technical regulations, the Secretariat shall attach to those regulations copies of all relevant documentation, including the proposal submitted in accordance with paragraph 6.2.1 of this Article, as well as the recommendations and report required under the provisions of paragraph 6.2.4.2.1 of this Article.
6.3. Introduction of new global technical regulations to the Global Registry
Any Contracting Party may submit a proposal for the development of new global technical regulations concerning performance or design elements not covered by the technical regulations included in the Compendium of Candidates or UNECE Regulations.
6.3.1. the proposal referred to in clause 6.3 must contain:
6.3.1.1. explaining the purpose of the proposed new global technical regulation, based as far as possible on objective evidence;
6.3.1.2. a description or draft text of the proposed new global technical regulation, if available;
6.3.1.3. any available documentation that may contribute to the analysis of the issues addressed in the report required in accordance with paragraph 6.3.4.2.1 of this article; and
6.3.1.4. an indication of any known valid relevant international standards applied on a voluntary basis.
6.3.2. Each proposal referred to in paragraph 6.3.1 of this Article shall be submitted to the Executive Committee.
6.3.3. The Executive Committee shall not transmit to any of the Working Groups any proposals which have not been found to satisfy the requirements of Article 4 and paragraph 6.3.1 of this Article. It may forward all other proposals to the relevant working group.
6.3.4. When considering a proposal submitted to a working group to develop new global technical regulations, this working group uses transparent procedures to:
6.3.4.1. developing recommendations for new global technical regulations through:
6.3.4.1.1. taking into account the purpose of the proposed new global technical regulation and the need to establish alternative mandatory or performance levels,
6.3.4.1.2. taking into account technical feasibility,
6.3.4.1.3. taking into account the economic justification,
6.3.4.1.4. examining the benefits, including the benefits of any alternative regulatory requirements and approaches considered,
6.3.4.1.5. comparing the cost-effectiveness potential of the recommended rules compared to alternative regulatory requirements and approaches considered,
6.3.4.1.6. verifying that new global technical regulations being developed meet the stated objective of the regulations and the criteria set out in Article 4, and
6.3.4.1.7. due regard to the possibility of introducing technical regulations in accordance with the 1958 Agreement;
6.3.4.2. presents to the Executive Committee:
6.3.4.2.1. a written report containing its recommendation for a new global technical regulation, including all the technical data and information that were considered in the development of its recommendation, reflecting the progress of the consideration of the information referred to in paragraph 6.3.4.1 of this Article, and justifying the need for its recommendations, including an explanation of the reasons rejection of any considered alternative regulatory requirements and approaches, and
6.3.4.2.2. the text of any recommended new global technical regulation.
6.3.5. The Executive Committee, through the use of transparent procedures:
6.3.5.1. establishes whether the recommendations concerning new global technical regulations and the report are based on sufficiently effective and thorough implementation of the activities referred to in paragraph 6.3.4.1 of this article. If the Executive Committee determines that the recommendations, report and/or text of the recommended new global technical regulation, if any, do not meet the established requirements, then it returns the regulation and report to the working group for revision or improvement;
6.3.5.2. is considering the adoption of recommended new global technical regulations in accordance with the procedures set out in paragraph 7.2 of Article 7 of Annex B. Regulations are entered into the Global Registry based on a decision of the Executive Committee taken by consensus by voting "yes".
6.3.6. The Global Technical Regulations shall be deemed to have been entered into the Global Registry on the day the Executive Committee adopts this decision by consensus through a yes vote.
6.3.7. When a new global technical regulation is introduced by the Executive Committee, the Secretariat shall attach to the regulation copies of all relevant documentation, including the proposal submitted in accordance with paragraph 6.3.1 of this Article, and the recommendations and report required in accordance with paragraph 6.3.4.2.1 of this Article. .
6.4. Amendment of the global technical regulation
The procedures for amending any global technical regulation introduced into the Global Registry pursuant to this Article are specified in paragraph 6.3 of this Article in connection with the introduction of new global technical regulations into the Global Registry.
6.5. Access to documents
All documents reviewed or collected by the working group in the process of submitting recommendations on global technical regulations in accordance with this Article shall be made publicly available.
ECE/TRANS/180/Add.1/Appendix 1
GLOBAL REGISTER
AGREEMENTS FOR THE INTRODUCTION OF GLOBAL TECHNICAL REGULATIONS
FOR WHEELED VEHICLES, EQUIPMENT
AND PARTS THAT CAN BE INSTALLED AND/OR USED ON WHEELED VEHICLES
(ECE/TRANS/132 and Corr.1)
Addendum
Global Technical Regulation No. 1
DOOR LOCKS AND DOOR FIXINGS
Appendix
Proposal and report in accordance with paragraph 6.3.7 of Article 6 of the Agreement
Proposal for the Development of a Global Technical Regulation for Door Locks and Door Fixings (TRANS/ WP.29/ AC.3/5)
Report on the Development of a Global Technical Regulation on Door Locks and Door Fixings (TRANS/ WP.29/2004/70), adopted by AC.3 at its twelfth session (paragraph 88 of documentTRANS/ WP.29/1037)
UNITED NATIONS
GE.05-20954 (R) 200605 290605
PROPOSAL FOR THE DEVELOPMENT OF A GLOBAL TECHNICAL REGULATION FOR DOOR LOCKS AND DOOR FIXINGS
Purpose of the offer
In the United States of America (USA), during the period 1994-1999, total and partial ejection from vehicles resulted in approximately 9,864 deaths and 9,767 serious injuries each year. Door ejections accounted for 1,668 deaths (19%) and 1,976 serious injuries (22%). Fallouts due to opening of side hinged doors accounted for approximately 90% of all door fallout deaths and 93% of all serious injuries due to the same cause. This situation appears to be a problem in other countries as well.
The purpose of this proposal is to develop a global technical regulation on door locks and door fasteners to reduce the rate of failure of door locking systems. Based on the 1998 Global Agreement, we are now in a position to develop improved and harmonized rules on door locks and door fasteners. In addition, work on global rules allows them to take into account, if not all, then most of the security concerns of the international community, as well as the latest technical innovations.
The United States is currently exploring the possibility of improving national regulations on door locks and door fasteners in order to develop more stringent requirements. The current rules were designed to test the opening of the doors of vehicles that were produced in the 60s. Widespread latch design changes on vehicles in the 60s and 70s made the current regulations generally obsolete. As for the EEC rules, they are now over 30 years old. Neither one nor the other changed significantly after they were adopted. As a result, the existing regulations have become less effective and do not seem to enforce many safety measures at present.
In light of the ongoing regulatory update activity in the US, we believe this provides an excellent opportunity for the international community to develop a global technical regulation (gtr) at the same time as the US. Harmonizing regulations on door locks and door fasteners and improving them based on new technologies can benefit everyone. The benefits for governments will be improved door locks and door retention, adoption of best security practices, efficient use of resources and harmonization of requirements. The benefits for manufacturers will be expressed in the reduction of costs associated with the process of development, testing and production of new models. Finally, the benefit to consumers will be that they will have a better choice of vehicles built to higher, globally recognized standards, providing more safety at a lower cost.
Description of proposed rules
In these requirements, only individual latch elements are tested, without regard to how these elements interact with each other, other door components, or with the directions of force flow in real collisions. The opening of doors often occurs as a result of the combined action of longitudinal and lateral forces during collision, which can expose the latch system to compressive longitudinal and tensile lateral forces. These forces often result in structural failures of the latch system, as well as non-latch systems such as striker hinges, door frame, and door sheet metal. Therefore, it would be worthwhile to consider developing requirements for the entire system. In addition, the current requirements do not provide for any procedure for testing and evaluating the safety of sliding doors. It would be useful to consider such requirements.
The global technical regulation (gtr) will cover passenger and utility vehicles, as well as trucks. The stringency of operational and control requirements for door latches, strikers and hinges will depend on the need to provide reasonable security measures in a cost-effective manner. The gtr will be developed in part on the basis of existing national regulations, directives from Contracting Parties, and the international standards and regulations listed below. The USA has prepared a table to facilitate comparison of the current US and ECE regulations, which are now widely used by many Contracting Parties. This table is attached as an annex to this proposal.
The results of additional studies and tests carried out by all Contracting Parties since the adoption of the current regulation will also be taken into account in the requirements contained in the draft gtr and may result in new requirements.
Elements of the gtr that raise problems that cannot be resolved within the Working Party will be identified and dealt with in accordance with the protocol adopted by AC.3 and WP.29. The proposed gtr will be developed in the format adopted by WP.29 (TRANS/WP.29/882).
Current rules and directives
Although the Compendium of Candidates does not currently contain any regulations, the following regulations and standards will be taken into account when developing a new global technical regulation for door locks and door restraint components.
UNECE Regulation No. 11 - Uniform provisions concerning the approval of motor vehicles with regard to locks and door retention devices
United States Code of Federal Regulations (CFR) - Title 49: Transportation; part 571.206: door locks and door fixings
EU Directive 70/387/EEC concerning the doors of power-driven vehicles and their trailers
Canadian Motor Vehicle Safety Regulation No. 206 - Door Locks and Door Fasteners
Article 25 of the Japanese Road Vehicle Safety Regulations - Doors
Australian Design Rule 2/00 - Side Door Latches and Hinges
International standards observed on a voluntary basis
OIAT J839, September 1998 - Locking systems for the side doors of passenger cars
SIA J934, September 1998 - Passenger vehicle door hinge systems.
Appendix
COMPARISON OF FMVSS No. 206 WITH ECE REGULATION No. 11
| DOOR STRUCTURAL ELEMENT | USA -FMVSS 206 | UnlikeR11.02 EEC | Comments |
| A. Application |
|||
| 1. Vehicles |
|||
| a. passenger cars | | - Side doors, latches and hinges on passenger cars M1 and N1 ( 9 places and. | |
| - Rear doors, door locks, latches and hinges on passenger cars manufactured after September 1, 1997, the gross weight of which is 4 536 kg. (10,000 pounds). | Not specified. |
||
| b. MTS | - Side doors, door locks, latches and hinges. | - Side doors, latches and hinges on MTS M1 and N1 ( 9 seats and 3.5 tons (~7000 pounds)). | |
| Rear doors, door locks, latches and hinges on MTS manufactured after September 1, 1997, the total laden weight of which is 4,536 kg (10,000 lb). | Not specified. |
||
| with. Trucks | - Side doors, door locks, latches and hinges. | - Side doors, latches and hinges on M1 and N1 trucks ( 9 places and. | |
| Rear doors, door locks and hinges on trucks manufactured after September 1, 1997 with a gross gross weight of 4,536 kg (10,000 lb). | Not specified. |
||
| 2. Exceptions | Folding, lifting and removable doors and door structures on doors modified for use with a wheelchair lift system. | See above. |
|
| B. Requirements |
|||
| 1.Hinged side doors (excluding cargo doors) |
|||
| a. door system | Not specified. | Not specified. | Studies show that at the moment of collision, the elements of the door structure act on each other, which leads to the opening of the doors. Therefore, these failures can be detected when testing the entire door system. |
| b. Locking system (latch and cylinder) | Hinged side door latches are intended to have a final closing position and a secondary/intermediate closing position. | Same. | |
| Hinged side door latches are expected to withstand a longitudinal load of 11,000 N 4,450 N | It is assumed that the latches of the side hinged doors must withstand a longitudinal load in 11 110 N 4 440 H in the intermediate closing position. | The difference in loads is negligible and may be due to different methods of converting FMVSS 206 from the original English units of measurement to the metric system. |
|
| The hinged side door latches are expected to withstand a lateral load of 8,900 N in the final closing position and 4,450 N in the intermediate closing position. | It is assumed that the latches of the side hinged doors must withstand a lateral load of 8 890 N in final closing position and 4 440 H in the intermediate closing position. |
||
| It is assumed that the door locking assembly should not move out of the final closing position when a longitudinal or transverse load on the door locking system of 30g (including the latch and its drive mechanism, when the locking mechanism is disengaged). Verified by calculation (OIAT J839) or as part of an organizationally approved test procedure. | It is assumed that the door latch should not move from the fully closed position under a load of 30 g in both directions - longitudinally and transversely - on the latch, including its drive mechanism, when the locking mechanism is released. Checked by calculation (OIAT J839) or . | Only ECE Regulation No. 11 contains provisions for the inertial dynamic test procedure. However, it is not known if European manufacturers and testing services have ever tested using this procedure. |
|
| with. loops | 11,000 N and a transverse load of 8,900 N. | It is intended that each side door hinge system should support the door and separately support the longitudinal load in 11 110 H and transverse load 8 890 N . | Minor differences in the control loads are due to the transfer from one measurement system to another. |
| Not specified. | It is intended that hinged side door fasteners, if other than folding doors, be mounted at the front edge in the direction of travel. | ECE Regulation No. 11 requires hinged side doors, if other than cargo compartment doors, to have hinges on the outside of the door. |
|
| Door locks | Each door is expected to be equipped with a locking mechanism, the controls for which must be located inside the vehicle. | Not specified. | |
| The front side door locks are expected to block the outside door handle or other external locking mechanism controls when closed. | Not specified. | ||
| The rear side door locks are expected to block both the outside and inside door handles or other locking mechanism controls when closed. | Not specified. | ||
| 2. Hinged cargo-type side doors |
|||
| a. door system | Not specified. | Not specified. | Better testing is needed to determine the number and arrangement of cargo compartment door latches and to better simulate the actual loading conditions that open the doors. |
| | It is intended that the latches of each hinged cargo compartment side door should only have a primary closing position. | 1. It is intended that the latches of each hinged cargo compartment side door should only have a primary close position. and the position of the secondary / intermediate closure
.
| FMVSS 206 does not contain load bearing requirements and provisions for the intermediate closing position. |
| The hinged side door latches are expected to withstand a longitudinal load of 11,000 N in the fully closed position. | It is assumed that the latches of the hinged side door must withstand a longitudinal load in 11 110 N in the fully closed position and 4440 N in the intermediate closing position. | Differences in control loads are explained by the transfer from one measurement system to another; ECE Regulation No. 11 contains provisions for loads in relation to the intermediate closing position. |
|
| The hinged side door latches are expected to withstand a lateral load of 8,900 N in the fully closed position. | It is assumed that the latches of the hinged side door must withstand a lateral load in 8 890 H in the fully closed position and 4440 N in the intermediate closing position. |
||
| b. Locking systems (latch and cylinder) (continuation) | Not specified. | It is assumed that the door latch should not be displaced from the fully closed position with a load applied by an acceleration of 30 g in both directions - longitudinally and transversely - on the latch, including its drive mechanism, when the locking mechanism is released. Checked by calculation (OIAT J 839) or dynamic inertial testing . | ECE Regulation No. 11 contains provisions regarding the inertial resistance of sliding door latches, while FMVSS 206 does not. |
| loops | | It is intended that each side door hinge system should support the door and separately support the longitudinal load in 11 110 N and transverse load 8 890 H . | The difference in control loads is due to the transfer from one measurement system to another. |
| Not specified. | Hinged side door fasteners, if other than sliding doors, are expected to be mounted at the front edge in the direction of travel. In the case of double-leaf doors, this requirement must be observed in relation to the half of the door that opens first; the other half must be closed with a latch. | ECE Regulation No. 11 strictly defines the location of the loops. |
|
| Door locks | It is assumed that each door should be equipped with a locking mechanism, and the controls for it should be located inside the vehicle. | Not specified. | ECE Regulation No. 11 does not contain requirements for locks. |
| It is intended that when the locks of the front side doors are closed, the outer door handles or other means to open the latch should be blocked. | Not specified. | ||
| Locking the rear side doors is intended to block both the outside and inside door handles or other means to open the door latches. | Not specified. | ||
| 3. Rear hinged doors |
|||
| a. door system | Not specified. | Not specified. | Due to the number and location of rear door latches, testing the door system will better simulate real loading conditions that cause doors to open. |
| b. Locking systems (latch and cylinder) | Each tailgate must be equipped with at least one main knot having a latch and a larva, which can be brought to the position of final and intermediate closure. | Not specified. | ECE Regulation No. 11 does not require rear doors, locks, latches or hinges. |
| The tailgate main latches are expected to meet category 1, 2, and 3 control load requirements as well as inertial resistance requirements. | Not specified. | ||
| Additional tailgate latches, if any, are expected to meet category 1 and 2 control load requirements and inertial resistance requirements. | Not specified. | ||
| : | Not specified. | ||
Agreement establishing a global technical regulation for wheeled vehicles, equipment and parts that can be fitted and/or used on wheeled vehicles
AGREEMENT
on the introduction of a global technical regulation for wheeled vehicles, items of equipment and parts that can be installed and/or used on wheeled vehicles*
Preamble
Contracting parties,
Deciding to adopt an Agreement with a view to initiating a process to stimulate the development of a global technical regulation that ensures high levels of performance for wheeled vehicles, items of equipment and parts that can be installed and/or used on wheeled vehicles, in the fields of safety, environmental protection, efficiency of use energy and anti-theft protection;
Deciding that such a process should also contribute to the harmonization of existing technical regulations, recognizing the right of supranational, national and regional authorities to adopt and update technical regulations in the areas of health, safety, environment, energy efficiency and anti-theft, which are of a more stringent nature than the rules introduced at the global level;
authorized to enter into such an Agreement in accordance with paragraph 1(a) of the Terms of Reference of the UNECE and Rule 50 contained in Chapter XIII of the UNECE Rules of Procedure;
Recognizing that this Agreement is without prejudice to the rights and obligations of a Contracting Party under existing international agreements in the field of health, safety and the environment;
Recognizing that this Agreement is without prejudice to the rights and obligations of a Contracting Party under agreements within the World Trade Organization (WTO), including the Agreement on Technical Barriers to Trade (TBT), and seeking to establish global technical regulations under this Agreement as the basis its technical regulations in such a way that they are consistent with these agreements;
Considering it desirable that the Contracting Parties to this Agreement use the global technical regulations established under this Agreement as the basis for their technical regulations;
Recognizing the importance of continuous improvement efforts and the pursuit of high levels of performance of wheeled vehicles, items of equipment and parts that can be installed and/or used on wheeled vehicles, in the areas of safety, environmental protection, energy efficiency and protection against theft for public health, safety and welfare and the potential significance of the growing convergence of existing and future technical regulations and related standards for international trade, consumer choice and product availability;
Recognizing that governments have the right to strive for and actually achieve improvements in health, environment and safety, and to determine whether the global technical regulations established under this Agreement are appropriate to their needs;
Recognizing the important harmonization work already undertaken under the 1958 Agreement;
Recognizing the interest and experience in various geographic regions in relation to safety, environment, energy and anti-theft issues and how these issues are addressed, and the value of this interest and experience in the development of global technical regulations to help achieve the goals of such improvement, and minimizing discrepancies;
Desiring to promote the adoption of the introduced global technical regulations in developing countries, taking into account the special problems and conditions in these countries, in particular in the least developed among them;
Desiring that technical regulations applied by Contracting Parties be subject to due consideration through transparent procedures in the development of global technical regulations, and that benefits and cost-benefit comparisons be taken into account;
Recognizing that the introduction of global technical regulations with high levels of protection will encourage individual countries to realize that these regulations will provide the necessary protection and performance within their jurisdiction;
Recognizing the impact of automotive fuel quality on vehicle environmental performance, human health and fuel economy; and
Recognizing that the use of transparent procedures is of particular importance for the development of global technical regulations in accordance with this Agreement and that this development process should be combined with the regulation development processes carried out by the Contracting Parties to this Agreement;
agreed on the following:
Article 1 Purpose
1.1. The purpose of this Agreement is:
1.1.1. providing a global process whereby Contracting Parties from all regions of the world could jointly develop a global technical regulation concerning the performance of wheeled vehicles, items of equipment and parts that can be installed and/or used on wheeled vehicles, in the field of safety, environmental protection, energy efficiency and anti-theft;
1.1.2. ensure that, in the development of global technical regulations, proper and objective consideration is given to existing technical regulations applied by Contracting Parties, as well as to UNECE Regulations;
1.1.3. ensuring that, where appropriate, the development of global technical regulations takes into account objectively the assessment of best available technology, relative benefits and cost-effectiveness;
1.1.4. ensuring transparency of the procedures used in the development of global technical regulations;
1.1.5. achieve high levels of performance in the areas of safety, environmental protection, energy efficiency and anti-theft protection within the global community and ensure that measures taken under this Agreement do not encourage or reduce these levels within the framework of the jurisdiction of the Contracting Parties, including at the supranational level;
1.1.6. reducing technical barriers to international trade by harmonizing existing technical regulations applied by Contracting Parties and UNECE Regulations and developing new global technical regulations governing the performance of wheeled vehicles, equipment and parts that can be fitted and/or used on wheeled vehicles means, in the field of safety, environmental protection, efficient use of energy and protection against theft and meeting the goals of achieving high levels of safety and environmental protection, as well as other goals listed above; and
1.1.7. ensuring that, where alternative levels of mandatory requirements are needed to facilitate the regulatory activities of some countries, such needs are taken into account in the development and implementation of global technical regulations.
1.2. This Agreement shall operate in parallel with the 1958 Agreement without prejudice to the institutional autonomy of either of them.
Article 2 Contracting Parties and Consultative Status
Contracting Parties and consultative status
2.1. Contracting Parties to this Agreement may be countries that are members of the Economic Commission for Europe (UNECE), regional economic integration organizations established by member countries of the ECE, and countries admitted to participate in the work of the ECE with consultative status in accordance with paragraph 8 of the Terms of Reference EEC.
2.2. Countries that are members of the United Nations and participate in certain types of ECE activities in accordance with paragraph 11 of the Regulations on the terms of reference of the ECE, and regional economic integration organizations established by such countries, may become Contracting Parties to this Agreement.
2.3. Any specialized agency and any organization, including intergovernmental organizations and non-governmental organizations, that has been granted consultative status by the Economic and Social Council of the United Nations may participate in that capacity in the meetings of any working group on any matter of special interest to that agency or organization.
Article 3 Executive Committee
Executive committee
3.1. The Executive Committee of this Agreement shall be composed of representatives of the Contracting Parties, who shall meet in this capacity at least once a year.
3.2. The Rules of Procedure of the Executive Committee are set out in Annex B to this Agreement.
3.3. Executive committee:
3.3.1. is responsible for the implementation of this Agreement, including the determination of priority areas of activity in accordance with this Agreement;
3.3.3. performs any other functions that may be necessary in accordance with this Agreement.
3.4. The Executive Committee shall have the right to make the final decision on the inclusion of regulations in the Compendium of Candidates for Global Technical Regulations and to establish global technical regulations in accordance with this Agreement.
3.5. The Executive Committee, in the exercise of its function, when it considers it necessary, shall use information from all relevant sources.
Article 4. Criteria for technical regulations
Criteria for technical rules
4.1. Technical regulations included under Article 5 or introduced under Article 6 must meet the following criteria:
4.1.2.1. provide a high level of performance in the field of safety, environmental protection, energy efficiency or protection against theft; and
4.1.2.2. where appropriate, expressed in terms of operating characteristics rather than descriptive characteristics;
4.1.3. include:
4.1.3.1. the test method by which compliance with the rules is to be determined;
4.1.3.2. where applicable, for regulations incorporated under Article 5, a clear description of the approval or certification markings and/or marks required for type approval and conformity of production, or the requirements for self-certification by the manufacturer; and,
4.1.3.3. where applicable, the recommended minimum period of introduction of new products, taking into account considerations of reasonableness and feasibility, which the Contracting Party should establish before the entry into force of the compliance requirement.
4.2. Global technical regulations may specify alternative non-global mandatory or performance levels and associated test procedures when necessary to assist the regulatory activities of certain countries, in particular developing countries.
Article 5 Compendium of potential global technical regulations
Compendium of potential global technical regulations
5.1. A compendium of non-UNECE Contracting Party technical regulations that may be considered for harmonization or adoption as global technical regulations (hereinafter referred to as the Compendium of Candidates) is being created and maintained.
5.2. Inclusion of technical regulations in the Compendium of Potential Regulations
Any Contracting Party may submit a request to the Executive Committee for the inclusion in the Compendium of Candidates of Regulations of any technical regulations that that Contracting Party has introduced, applies or has adopted for future application.
5.2.1.1. a copy of such rules;
5.2.1.2. any available technical documentation on such rules, including documentation relating to best available technology, relative advantages and cost-effectiveness; and
5.2.1.3. an indication of any known current or expected relevant international standards applied on a voluntary basis.
5.2.2. The Executive Committee shall consider all requests that meet the requirements of Article 4 and paragraph 5.2.1 of this Article. Technical regulations are included in the Compendium of Candidates subject to a yes vote in accordance with paragraph 7.1 of Article 7 of Annex B. The included technical regulations are accompanied by the documentation submitted with the request for inclusion of these regulations.
5.2.3. The rules specified in the request shall be deemed included by the Secretary General in the Compendium on the day the decision is taken by voting "for" in accordance with paragraph 5.2.2 of this article.
5.3. Exclusion of technical rules from the Compendium of Candidates
Included technical regulations are excluded from the Compendium of Candidate Regulations:
5.3.1. or after the introduction in the Global Registry of global technical regulations containing product requirements relating to the same performance or design elements as the technical regulations included in the Compendium;
5.3.2. or at the end of a period of five years following the inclusion of regulations under this Article, and at the end of each subsequent five-year period, unless the Executive Secretary confirms by a vote in favor in accordance with paragraph 7.1 of Article 7 of Annex B, the inclusion of technical regulations in the Compendium of Candidates; or
5.3.3. in response to a written request from the Contracting Party at whose request the technical regulation was originally included. Such a request serves as the basis for rule exceptions.
5.4. Document Availability
All documents considered by the Executive Committee in accordance with this Article shall be publicly available.
Article 6 Register of global technical regulations
Register of global technical regulations
6.1. A register of global technical regulations developed and introduced on the basis of this article is being created and updated. This register is referred to as the Global Registry.
6.2. Introduction of global technical regulations into the Global Registry through harmonization of existing regulations
Any Contracting Party may submit a proposal for the development of a harmonized global technical regulation concerning performance or design elements that are affected either by the technical regulation in the Compendium of Candidates, or any UNECE Regulation, or both.
6.2.1. the proposal referred to in clause 6.2 must contain:
6.2.1.1. clarification of the purpose of the proposed global technical regulation;
6.2.1.2. a description or draft text of the proposed global technical regulation, if available;
6.2.1.3. available documentation that may assist in the analysis of the issues addressed in the report required in accordance with paragraph 6.2.4.2.1 of this article;
6.2.1.4. a list of all technical regulations contained in the Compendium of Candidates and any UNECE Regulations that refer to the same performance or design elements that are to be considered in the proposed global technical regulation; and
6.2.1.5. an indication of any known valid relevant international standards applied on a voluntary basis.
6.2.2. Each proposal referred to in paragraph 6.2.1 of this Article shall be submitted to the Executive Committee.
6.2.3. The Executive Committee shall not transmit to any of the Working Groups any proposals which have not been found to satisfy the requirements of Article 4 and paragraph 6.2.1 of this Article. It may forward all other proposals to the relevant working group.
6.2.4. When considering a proposal submitted to a working group to develop a global technical regulation based on harmonization, this working group uses transparent procedures to:
6.2.4.1.1. taking into account the purpose of the proposed global technical regulation and the need to establish alternative levels of compliance or performance,
6.2.4.1.2. examining all technical regulations included in the Compendium of Candidates and any UNECE Regulations related to the same performance elements,
6.2.4.1.3. study of any documentation attached to the rules referred to in paragraph 6.2.4.1.2 of this article,
6.2.4.1.4. examining any available functional equivalence assessments relevant to the review of the proposed global technical regulation, including assessments of relevant standards,
6.2.4.1.5. verifying that global technical regulations being developed meet the specified purpose of the regulations and the criteria set out in Article 4, and
6.2.4.1.6. giving due consideration to the possibility of introducing technical regulations under the 1958 Agreement;
6.2.4.2. presents to the Executive Committee:
6.2.4.2.1. a written report containing its recommendation on a global technical regulation, including all the technical data and information that were considered in the development of its recommendation, reflecting the progress of its consideration of the information referred to in paragraph 6.2.4.1 of this article, and justifying the need for its recommendations, including an explanation of the reasons rejection of any considered alternative regulatory requirements and approaches, and
6.2.5. The Executive Committee, through the use of transparent procedures:
6.2.5.1. establishes whether the recommendations concerning the global technical regulation and the report are based on sufficiently effective and thorough implementation of the activities referred to in paragraph 6.2.4.1 of this Article. If the Executive Committee determines that the recommendations, report and/or text of the recommended global technical regulation, if any, do not meet the established requirements, then it returns the rules and report to the working group for revision or improvement;
6.2.5.2. is considering the introduction of recommended global technical regulations in accordance with the procedures set out in paragraph 7.2 of Article 7 of Annex B. Regulations are entered into the Global Registry based on a decision of the Executive Board taken by consensus by voting "yes".
6.2.6. The Global Technical Regulations shall be deemed to have been entered into the Global Registry on the day the Executive Committee adopts this decision by consensus through a yes vote.
6.2.7. When the Executive Committee establishes a global technical regulation, the secretariat shall attach to the regulation copies of all relevant documentation, including the proposal submitted in accordance with paragraph 6.2.1 of this Article, and the recommendations and report required under the provisions of paragraph 6.2.4.2.1 of this Article.
6.3. Introduction of new global technical regulations in the Global register
Any Contracting Party may submit a proposal for the development of new global technical regulations concerning performance or design elements not covered by the technical regulations included in the Compendium of Candidates or UNECE Regulations.
6.3.1. the proposal referred to in clause 6.3 must contain:
6.3.1.1. explaining the purpose of the proposed new global technical regulation, based as far as possible on objective evidence;
6.3.1.2. a description or draft text of the proposed new global technical regulation, if available;
6.3.1.3. any available documentation that may contribute to the analysis of the issues addressed in the report required in accordance with paragraph 6.3.4.2.1 of this article; and
6.3.1.4. an indication of any known valid relevant international standards applied on a voluntary basis.
6.3.2. Each proposal referred to in paragraph 6.3.1 of this Article shall be submitted to the Executive Committee.
6.3.3. The Executive Committee shall not transmit to any of the Working Groups any proposals which have not been found to satisfy the requirements of Article 4 and paragraph 6.3.1 of this Article. It may forward all other proposals to the relevant working group.
6.3.4. When considering a proposal submitted to a working group to develop new global technical regulations, this working group uses transparent procedures to:
6.3.4.1.1. taking into account the purpose of the proposed new global technical regulation and the need to establish alternative mandatory or performance levels,
6.3.4.1.2. taking into account technical feasibility,
6.3.4.1.3. taking into account the economic justification,
6.3.4.1.4. examining the benefits, including the benefits of any alternative regulatory requirements and approaches considered,
6.3.4.1.5. comparing the cost-effectiveness potential of the recommended rules compared to alternative regulatory requirements and approaches considered,
6.3.4.1.6. verifying that new global technical regulations being developed meet the stated objective of the regulations and the criteria set out in Article 4, and
6.3.4.1.7. giving due consideration to the possibility of introducing technical regulations under the 1958 Agreement;
6.3.4.2. presents to the Executive Committee:
6.3.4.2.1. a written report containing its recommendation for a new global technical regulation, including all the technical data and information that were considered in the development of its recommendation, reflecting the progress of the consideration of the information referred to in paragraph 6.3.4.1 of this Article, and justifying the need for its recommendations, including an explanation of the reasons rejection of any considered alternative regulatory requirements and approaches, and
6.3.5. The Executive Committee, through the use of transparent procedures:
6.3.5.1. establishes whether the recommendations concerning new global technical regulations and the report are based on sufficiently effective and thorough implementation of the activities referred to in paragraph 6.3.4.1 of this article. If the Executive Committee determines that the recommendations, report and/or text of the recommended new global technical regulation, if any, do not meet the established requirements, then it returns the regulation and report to the working group for revision or improvement;
6.3.5.2. is considering the adoption of recommended new global technical regulations in accordance with the procedures set out in paragraph 7.2 of Article 7 of Annex B. Regulations are entered into the Global Registry based on a decision of the Executive Board taken by consensus by voting in favor.
6.3.6. The Global Technical Regulations shall be deemed to have been entered into the Global Registry on the day the Executive Committee adopts this decision by consensus through a yes vote.
6.3.7. When a new global technical regulation is introduced by the Executive Committee, the secretariat shall attach to the regulation copies of all relevant documentation, including the proposal submitted in accordance with paragraph 6.3.1 of this Article, and the recommendations and report required in accordance with paragraph 6.3.4.2.1 of this Article. .
6.4. Amendment of the global technical regulation
The procedures for amending any global technical regulation introduced into the Global Registry pursuant to this Article are specified in paragraph 6.3 of this Article in connection with the introduction of new global technical regulations into the Global Registry.
6.5. Access to documents
All documents reviewed or collected by the working group in the process of submitting recommendations on global technical regulations in accordance with this Article shall be made publicly available.
Article 7 Adoption and notification of the application of the introduced global technical regulation
Adoption and notification of the application of the introduced global technical regulation
7.1. Any Contracting Party voting in favor of establishing global technical regulations in accordance with Article 6 of this Agreement shall be required to submit technical regulations under the procedure used by that Contracting Party to incorporate such technical regulations into its laws or regulations, and seek a final decision without delay.
7.2. Any Contracting Party that incorporates an established global technical regulation into its legislation or regulation shall notify the Secretary General in writing of the date on which it will apply those regulations. This notice shall be sent within 60 days of its decision to include these rules. If an established global technical regulation contains more than one level of requirement or performance, the notification shall indicate which of those levels of requirement or performance has been chosen by that Contracting Party.
7.3. The Contracting Party referred to in paragraph 7.1 of this article, which decides not to incorporate the introduced global technical regulations into its legislation or regulations, shall notify the Secretary General in writing of its decision and the grounds for its adoption. This notice shall be sent within sixty (60) days of the date of the decision.
7.4. Any Contracting Party referred to in paragraph 7.1 of this Article which, by the end of the one-year period following the date of introduction of the rules in the Global Registry, has either not adopted those technical rules or has elected not to incorporate the rules into its legislation or regulations, shall report on the status of those rules in its internal procedures. A status report is submitted for each subsequent annual period if no such action has been taken by the end of that period. Each report required under this paragraph:
7.4.1. includes a description of the steps taken during the past year to submit the rules, contains a final decision and indicates the expected date of such a decision; and
7.4.2. submitted to the Secretary-General no later than 60 days after the end of the one-year period for which the report is submitted.
7.5. Any Contracting Party that allows the use of products that comply with the provisions of the global technical regulations that have been put in place without incorporating those rules into its laws or regulations, shall notify the Secretary-General in writing of the date on which it began to accept such products for use. That Contracting Party shall provide notification within sixty (60) days of their release for use. If an established global technical regulation contains more than one level of requirement or performance, the notification shall indicate which of these levels of requirement or performance is chosen by that Contracting Party.
7.6. Any Contracting Party that has incorporated into its legislation or regulations the enacted global technical regulations may decide to withdraw or amend the adopted regulations. Before such a decision is taken, that Contracting Party shall notify the Secretary-General in writing of its intention and the reason for such action. This notification provision also applies to a Contracting Party that has approved an item for use in accordance with paragraph 7.5, but intends to terminate the approval of such items for use. A Contracting Party shall notify the Secretary General of its decision to adopt any such rules within 60 days of such decision. Where appropriate, that Contracting Party shall promptly provide to the other Contracting Parties, at their request, copies of the amended regulations or new regulations.
Article 8. Settlement of disputes
Dispute Resolution
8.1. Questions concerning the provisions of the introduced global technical regulations are referred to the Executive Committee for resolution.
8.2. Disputes between two or more Contracting Parties regarding the interpretation or application of this Agreement shall be resolved, if possible, through consultations or negotiations between them. .
If disputes cannot be resolved in this way, the Contracting Parties concerned may decide to request the Executive Committee to resolve the dispute in accordance with the procedure set out in paragraph 7.3 of Article 7 of Annex B.
Article 9 Acquisition of the status of a Contracting Party
Acquiring the status of a Contracting Party
9.1. Countries and regional economic integration organizations referred to in Article 2 may become Contracting Parties to this Agreement by:
9.1.1. signature without reservation of ratification, acceptance or approval;
9.1.2. signature subject to ratification, acceptance or approval after ratification, acceptance or approval;
9.1.3. acceptance; or
9.1.4. accessions.
9.2. An instrument of ratification, acceptance, approval or accession shall be deposited with the Secretary General.
9.3. Upon acquiring the status of a Contracting Party:
9.3.1. after the entry into force of this Agreement, each country or regional economic integration organization shall submit a notification pursuant to Article 7 as to which of the global technical regulations established pursuant to Article 6 it will adopt, if it intends to adopt, and any decision to accept for use products that comply with any of these global technical regulations without incorporating those regulations into its laws or regulations. If an established global technical regulation contains more than one level of requirement or performance, the notification shall indicate which of these levels of requirement or performance is accepted or approved by the Contracting Party;
9.3.2. each regional economic integration organization declares, in matters of its competence, that its member states have delegated powers in the areas covered by this Agreement, including the power to make decisions binding on its member states.
9.4. Regional economic integration organizations that are Contracting Parties shall lose the status of a Contracting Party after the withdrawal of powers declared in accordance with paragraph 9.3.2 of this Article and shall inform the Secretary General thereof.
Article 10 Signature
Signing
10.2. This Agreement remains open for signature until it enters into force.
Article 11 Entry into force
Entry into force
11.1. This Agreement and its annexes, which are integral parts of the Agreement, shall enter into force on the thirtieth (30th) day after the date on which at least five (5) countries and/or regional economic integration organizations have become Contracting Parties in accordance with Article 9. This is the minimum the number - five (5) Contracting Parties - shall include the European Community, the United States of America and Japan.
11.2. However, if the provisions of paragraph 11.1 of this article are not complied with within fifteen (15) months after the date specified in paragraph 10.1, then this Agreement and its annexes, which are integral parts of the Agreement, shall enter into force on the thirtieth (30) day after that date when at least eight (8) countries and/or regional economic integration organizations have become Contracting Parties in accordance with Article 9. This shall not be earlier than sixteen (16) months after the date referred to in paragraph 10.1. At least one (1) of these eight (8) Contracting Parties must be either the European Community or the United States of America or Japan.
11.3. For any country or regional economic integration organization that becomes a Contracting Party to the Agreement after its entry into force, this Agreement shall enter into force sixty (60) days after the date on which such country or regional economic integration organization deposits its instrument of ratification, acceptance, approval or accession.
Article 12. Withdrawal from the Agreement
Withdrawal from the Agreement
12.1. Any Contracting Party may withdraw from this Agreement by written notification to the Secretary General.
12.2. The decision to withdraw any Contracting Party from this Agreement shall enter into force one year after the date of receipt by the Secretary General of the notification in accordance with paragraph 12.1 of this Article.
Article 13. Amendment of the Agreement
Article 13
Amending the Agreement
13.1. Any Contracting Party may propose amendments to this Agreement and the annexes to this Agreement. Proposed amendments shall be communicated to the Secretary General, who shall communicate them to all Contracting Parties.
13.2. A proposed amendment communicated in accordance with paragraph 13.1 of this Article shall be considered by the Executive Committee at its next scheduled meeting.
13.3. If the Contracting Parties present and voting decide by consensus to introduce the amendment, it shall be communicated by the Executive Committee to the Secretary-General, who shall then circulate the amendment to all Contracting Parties.
13.4. An amendment circulated in accordance with paragraph 13.3 of this Article shall be deemed accepted by all Contracting Parties if no objection is raised by any of the Contracting Parties within six (6) months after the date of its circulation. If no such objection is made, then this amendment shall enter into force for all Contracting Parties three (3) months after the expiration of the six (6) month period referred to in this paragraph.
13.5. The Secretary General shall promptly notify all Contracting Parties of each objection to a proposed amendment. If a proposed amendment is objected to, it shall be deemed rejected and shall have no effect.
Article 14. Depositary
Depository
The Secretary-General of the United Nations shall be the depositary of this Agreement. In addition to other functions of the depositary, the Secretary-General shall notify the Contracting Parties as soon as possible of:
14.1. the inclusion or exclusion of technical rules in accordance with Article 5;
14.2. establishing or amending global technical regulations in accordance with Article 6;
14.3. notifications received in accordance with Article 7;
14.4. signatures, acceptances and accessions in accordance with Articles 9 and 10;
14.5. notifications received in accordance with Article 9;
14.6. the dates of entry into force of this Agreement for the Contracting Parties in accordance with Article 11;
14.7. notices of withdrawal from this Agreement received in accordance with Article 12;
14.8. the effective date of any amendment to this Agreement in accordance with Article 13;
14.9. notifications received under Article 15 in respect of territories.
Article 15
Article 15
Extension of the Agreement in the territory
15.1. This Agreement shall apply to the territory or territories of any Contracting Party for whose external relations such Contracting Party is responsible, unless the Contracting Party declares otherwise prior to the entry into force of the Agreement for that Contracting Party.
15.2. Any Contracting Party may denounce this Agreement separately for any such territory or territories in accordance with Article 12.
Article 16 Secretariat
Secretariat
The secretariat of this Agreement is the Executive Secretary of the UNECE. The Executive Secretary performs the following secretariat functions:
16.1. prepares meetings of the Executive Committee and working groups;
16.2. forward to the Contracting Parties reports and other information received in accordance with the provisions of this Agreement; and
16.3. performs the functions determined by the Executive Committee.
Appendix A. Definitions
APPENDIX A
For the purposes of this Agreement, the following definitions apply:
1. In relation to global technical regulations developed pursuant to this Agreement, the term "accept" means a decision by a Contracting Party to allow products that comply with the provisions of the global technical regulation into its market without incorporating those global technical regulations into its laws and regulations.
2. In relation to global technical regulations developed under this Agreement, the term "incorporate" means the introduction of global technical regulations into the laws and regulations of a Contracting Party.
3. In relation to the global technical regulation developed in accordance with this Agreement, the term "apply" means the decision to comply with the global technical regulation by a Contracting Party from a certain date; in other words, the date of application of the rules within the jurisdiction of the Contracting Party.
4. The term "article" means an article of this Agreement.
5. The term "vote by consensus" means a vote on a matter in which no Contracting Party present and voting objects to the matter under consideration in accordance with paragraph 7.2 of Article 7 of Annex B.
6. The term "Contracting Party" means any country or regional economic integration organization that is a Contracting Party to this Agreement.
7. The term "equipment and parts that can be installed and/or used on wheeled vehicles" means equipment or parts whose characteristics are related to performance, safety, environmental protection, energy efficiency or protection against theft. Such items of equipment and parts include, but are not limited to, exhaust systems, tires, engines, acoustic guards, anti-theft alarms, warning devices and child restraint systems.
8. The term "imposed global technical regulation" means the global technical regulation entered into the Global Registry in accordance with this Agreement.
9. The term "included technical regulations" means national or regional technical regulations that have been included in the Compendium of Candidates Regulations pursuant to this Agreement.
10. The term "manufacturer self-certification" means the legal requirement under the laws of a Contracting Party that the manufacturer of wheeled vehicles, items of equipment and/or parts that can be installed and/or used on wheeled vehicles must certify that each vehicle the product, piece of equipment, or part that the manufacturer puts on the market meets specific specifications.
11. The term "regional economic integration organization" means an organization established by and composed of sovereign countries, which has competence in respect of matters covered by this Agreement, including the power to make decisions binding on all its member countries in respect of these matters.
12. The term "Secretary-General" means the Secretary-General of the United Nations.
13. The term "transparent procedures" means procedures designed to promote public awareness of and participation in the rule-making process under this Agreement. They include:
1) notices of meetings of the working groups and the Executive Committee; and
2) working and final documents.
They also include the opportunity to express your views and arguments on:
1) meetings of working groups through organizations that have been granted consultative status; and
2) meetings of the working groups and the Executive Committee through prior consultations with representatives of the Contracting Parties before the start of the meetings.
14. The term "type approval" means a written confirmation by a Contracting Party (or the competent authority designated by a Contracting Party) that a vehicle and/or any item of equipment and/or part which may be fitted and/or used on a vehicle, meet specific technical requirements and are used as a prerequisite for the release of a given vehicle, piece of equipment or part for sale.
15. The term "UNECE Regulation" means the Regulations of the United Nations Economic Commission for Europe adopted pursuant to the 1958 Agreement.
16. The term “working group” means the ECE specialized technical subsidiary body whose function is to develop recommendations for the introduction of harmonized or new global technical regulations for inclusion in the Global Registry and to consider amendments to global technical regulations introduced into the Global Registry.
17. The term "1958 Agreement" means the Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled Vehicles, Equipment and Parts Which May Be Fitted and/or Used on Wheeled Vehicles and on the Conditions for the Mutual Recognition of Approvals Granted on the Basis of Those prescriptions.
Annex B Composition and Rules of Procedure of the Executive Committee
Annex B
Article 1
Only Contracting Parties may be members of the Executive Committee.
All Contracting Parties are members of the Executive Committee.
3.1. Except as provided in paragraph 3.2 of this Article, each Contracting Party shall have one vote.
3.2. If the Contracting Parties to this Agreement are one regional economic integration organization and one or more of its member States, then the regional economic integration organization, in matters within its competence, shall exercise its right to vote by a number of votes equal to the number of its member States that are Contracting Parties to this Agreement. Such an organization shall not exercise its right to vote if any of its member states exercises its right, and vice versa.
Any Contracting Party must be represented in order to vote. The Contracting Party for which its regional economic integration organization votes does not need to be represented in the vote.
5.2. For the purposes of determining a quorum under this Article and determining the number of Contracting Parties necessary to provide one third of the Contracting Parties present and voting, in accordance with paragraph 7.1 of Article 7 of this Annex, a regional economic integration organization shall be considered to be one Contracting Party.
6.1. The Executive Board, at its first session each calendar year, elects a Chairman and a Vice-Chairman from among its members. The Chairman and Vice-Chairman shall be elected by a two-thirds vote in favor of all Contracting Parties present and voting.
6.2. Both the Chairman and Vice-Chairman shall not be representatives of the same Contracting Party for more than two consecutive years. In any given year, both the Chairman and Vice-Chairman must not represent the same Contracting Party.
7.1. National or regional regulations shall be included in the Compendium of Candidates either by a vote in favor of at least one third of all Contracting Parties present and voting (as defined in Article 5.2 of this annex) or by one third of the total votes, depending on which of these indicators is more conducive to voting "yes". In any case, the one-third vote shall include either the European Community, or the United States of America, or Japan, if either of them is a Contracting Party.
7.2. Introduction of global technical regulations into the Global Registry, amendments to established global technical regulations and amendments to this Agreement shall be effected by voting by consensus of the Contracting Parties present and voting. Any Contracting Party present and voting which objects to a matter requiring a vote by consensus shall provide a written explanation of the reason for its objection to the Secretary-General within sixty (60) days of the date of the vote. If such Contracting Party fails to provide such an explanation within this period, it shall be deemed to have voted "yes" on the issue on which the vote was taken. If all the Contracting Parties that have objected to the matter fail to submit such written explanations, then all persons present and voting shall be deemed to have voted in favour, by consensus, on the matter. In this case, the voting date is considered the first day after the expiration of this 60-day period.
7.3. All other matters requiring settlement may, at the discretion of the Executive Committee, be resolved through the voting procedure set out in paragraph 7.2 of this article.
Contracting Parties abstaining from voting shall be considered as not voting.
The Executive Secretary shall convene the Executive Committee whenever a vote is required under Article 5, 6 or 12 of this Agreement, or whenever action is required under this Agreement.
Agreement establishing a global technical regulation for wheeled vehicles, equipment and parts that can be fitted and/or used on wheeled vehicles
| Document's name: | |
| Document type: | international agreement |
| Host body: | States |
| Status: | current |
| Published: | No. 6, June 2001 Bulletin of International Treaties |
| Acceptance date: | June 25, 1998 |
| Effective start date: | August 25, 2000 |
In all economically developed countries of the world, national technical regulation in the field of motor vehicle safety has long been carried out. But with the growth of the global car fleet and the formation of regional and global automotive markets, there is a need to harmonize technical requirements not only nationally or regionally, but globally. Which is quite difficult, since each country has its own approaches to assessing the safety of the design of the automatic telephone exchange.
For example, in the United States, mandatory motor vehicle safety regulations and procedures for verifying compliance with these requirements are set out in federal standards, included in the "Code of Federal Regulations" and have the status of federal laws. Standards are developed and enforced by the federal government's Environmental Protection Agency (EPA) and the National Highway Traffic Safety Administration (NHTSA). As a result, the manufacture of any motor vehicle or a piece of its equipment, their import into the country and sale, if they do not meet all applicable safety standards, is impossible in the United States.
The procedures for confirming the compliance of vehicles with mechanical safety standards are somewhat different from the procedure for assessing their environmental properties.
Thus, in the case of certification of a vehicle or its engine according to environmental requirements, the manufacturer or importer must carry out the tests prescribed by law and submit to the EPA their results, confirming the compliance of the product with mandatory environmental standards. EPA may accept them or, if necessary, verify the information provided by conducting tests at its test center. In both cases, if the product is found to be in full compliance with the established requirements for its environmental performance, the manufacturer or importer receives an EPA certificate with a validity of one model year.
To confirm that the product meets the requirements of active and passive safety, the manufacturer himself performs the declaration of conformity procedure (the so-called self-certification), i.e. NHTSA does not participate in this. Its role is reduced to monitoring the compliance of manufactured vehicles with federal safety standards on the market: if a discrepancy is found, it has the right, including through the courts, to demand that all vehicles of this model be withdrawn from service and that the identified defect be eliminated free of charge for the buyer.
In Japan, there is a law called the "Road Vehicle Act", which contains a list of the design characteristics of motor vehicles for which regulatory requirements must be established by by-laws. It also instructs the Ministry of Land, Infrastructure and Transport to determine, by its regulations, the items of equipment for wheeled vehicles and the procedure for checking their safety. One of these regulations is the "System of attribution to the type of motor vehicles". In accordance with it, the declared models of automatic telephone exchanges are checked for compliance with safety rules. In addition, according to the documents, the uniformity of quality and their operational characteristics is checked.
Vehicles that pass the inspection receive a "Certificate of Inspection", on the basis of which all vehicles assigned to this type are exempted from inspections in the district transport inspectorates, which are subject to every new car.
The European countries that have united in the EU also have their own specific regulation, which is characterized by a high level of harmonization of technical regulations. This is due to their many years of participation in the Geneva Agreement of 1958 "On the adoption of uniform technical requirements for wheeled vehicles, items of equipment and parts that can be installed and (or) used on wheeled vehicles, and on the conditions for mutual recognition of approvals, issued on the basis of these instructions. Currently, 122 such prescriptions are already in force - the UNECE Regulations developed at the World Forum on Harmonization of Requirements for Automobiles (WP29).
In addition, in the EU countries, technical requirements for automotive products are established by EU Directives, binding on Member States, the provisions of which are incorporated into national legislation either directly or through the adoption of national laws. These Directives define safety standards, methods for their control, as well as a list and content of possible procedures for assessing the conformity of products to established requirements. According to them, the vehicle type must be "approved" or "approved" by the competent public authority in respect of each of the Directives in force, based on the results of certification tests carried out by an accredited technical service (testing laboratory) and an assessment of the manufacturer's production conditions. (The purpose of the latter is to confirm that the manufacturer has in production all necessary conditions to ensure mass production or series production in strict accordance with the type that was tested during certification.) A vehicle that has received a "Type Approval" under Directive 92/53, which provides for the "Whole Vehicle Type Approval" (WVTA) procedure, is considered to be the corresponding national laws of all EU member states.
The successful activity of European countries in the practical implementation of the Geneva Agreement of 1958 did not go unnoticed by the world community. An increasing number of non-European countries have begun to show interest in the activities of UNECE WP29. In addition to the USA and Canada, which have participated in the work of WP29 since its inception, over the past 20 years, representatives from Australia and Japan have always been present at its sessions, and for several years - South Africa and the Republic of Korea. Participating in its work, although less actively, are Argentina, Brazil, China and Thailand. But it should be noted that due to the peculiarities of national legislation and approaches to safety assessment, not all countries, including the United States and Canada, are ready or able to take responsibility for the adoption and implementation of obligations under the 1958 Geneva Agreement, including obligations under mutual recognition of design type approvals. Therefore, within the framework of WP29, since 1995, consultations have begun on the adoption of a new, "global" agreement. The representatives of the EU, Russia, the USA and Japan led them most intensively and with interest. As a result, in 1998, the "Agreement on the introduction of global technical regulations for wheeled vehicles, equipment and parts that can be installed and / or used on wheeled vehicles" was concluded, which entered into force on 25.08.2000.
This document specifies the technical rules for the performance on which the security of vehicles and their protection against theft, as well as the state of the environment and energy efficiency, depend.
The participants and founders of the adopted "Agreement" immediately became the EU, Great Britain, Germany, Canada, Russia, the USA, France and Japan. Somewhat later, Azerbaijan, Hungary, Spain, Italy, the Republic of Korea, China, the Netherlands, New Zealand, Romania, Slovakia, Turkey, Finland and Sweden joined it. All participating countries committed themselves to improve global safety, reduce environmental pollution and energy consumption, improve the performance of vehicles and their components by introducing globally uniform technical regulations based on existing national technical regulations, as well as UNECE Regulations. And thus - to reduce technical barriers in international trade.
Each of the new global technical rules is introduced through a consensus vote. That is, if any party votes against the draft global technical rules, no such rules are introduced. There are 10 priority themes in WP29 activities. This is the location of lighting devices on the PBX; brake systems; tires; glazing; attachment points and safety elements of child safety seats and head restraints; door stiffeners; test cycles for different vehicle emission categories; on-board systems for diagnosing heavy vehicles; vehicles powered by hydrogen fuel and fuel cells.
This list includes already agreed solutions. However, there are also issues on which there is no consensus yet. Among them: visibility, side impact, compatibility of vehicle designs in case of accidents and intelligent transport systems. Nevertheless, it must be said that the participants in the "Agreement" managed to adopt the first global technical rules. They concern door locks and elements of fastening of doors of automatic telephone exchange.
These rules reduce to a minimum the likelihood of the driver or passengers of the vehicle being thrown out of it as a result of an impact. Therefore, the detailing is not accidental: they are applied to door locks and fasteners for ATS doors or rear doors that provide direct access to a compartment containing one or more (up to eight) seats or intended for the installation of special equipment. That is, the global rules replace UNECE Regulation No. 11, several EU directives and national standards that stipulate these requirements.
All of the above indicates that there are no contradictions between the developed global technical rules and other international rules or standards. In other words, the global rules on door locks and vehicle door fasteners are the result of a generalization of national rules. But not only: they include certain provisions that are the sum of all regulations in force in different countries and regions. However, since the door fastening designs covered by these provisions generally differ little, additional global technical regulation requirements will not result in costly changes to existing door fastening system designs. (It should be noted that the new rules do not provide protection for the drivers and passengers of the vehicle if they are not wearing seat belts. And this is quite understandable. For example, according to US statistics, cases of driver or passenger ejection out of the vehicle through the doors in an accident are less than 1% total number of people who were seriously or fatally injured in vehicle collisions and overturns, but 94% of these were among those who were not wearing seat belts.) Therefore, the provisions of the global technical regulations apply to all side and rear doors and their components, beyond except for folding doors; lifting from slats; retractable on the drum; removable; intended for emergency evacuation.
Thus, in the fully locked position, each door latch system must withstand a load of 11 kN (1121 kgf) applied in a direction perpendicular to the face of the latch (so that the latch and latch fastener do not press against each other), as well as a load of 9 kN ( 917 kgf) applied in the release direction of the ratchet and parallel to the face of the latch. In addition, in the fully locked position, each door latch system on the rear doors must withstand the same 9 kN applied perpendicular to the two directions listed above. Finally, the door latch system must comply with the requirements for resistance to a dynamic inertial load of 30 g applied to it in directions parallel to the longitudinal and transverse axes of the vehicle, and in the case of a rear door, also in a direction parallel to the vertical axis of the vehicle.
As for door hinge systems, they must support the door, withstand the impact of a longitudinal load of 11 kN (1121 kgf), and a transverse load of 9 kN (917 kgf) and a vertical load of 9 kN (on rear doors only).
The 1998 "Agreement" provides that the party that voted for the introduction of global technical regulations is obliged to incorporate them into its legislation, seek "an immediate final decision" about it and notify in writing the depositary of the "Agreement", the Secretary-General of the United Nations, of the date from which it will begin to apply these rules in its own country. Moreover, if the rules contain more than one level of mandatory requirements or performance, then their selected levels are indicated in the notification.
Thus, despite the possibility provided by the 1998 "Agreement" to delay the introduction of global technical regulations into national legislation, allowing the domestic industry to modernize the design of motor vehicles and their parts, ultimately these rules should be included in national legislation on technical regulation.
As noted above, the adopted global technical rules for door locks and fasteners are in many ways similar to UNECE Regulation No. 11, which have been implemented by domestic manufacturers of vehicles for many years. But not in everything. This means that now the Russian Federation is obliged to be guided not by the Rules No. 11 of the UNECE, but by the adopted rules. And Russian car factories should be ready for this event. Including car factories that produce trucks of categories 2 and 3.
The incorporation of global technical regulations regarding door locks and their fasteners into our legislation will happen as follows.
In accordance with the Law "On Technical Regulation", as you know, the requirements for objects that are mandatory for adoption and implementation technical regulation can only be established by technical regulations. The program of work on them was approved by the government in 2004 and for 2004-2006. provides for the development of a special technical regulation "On the requirements for the structural safety of motor vehicles." It will contain a provision on the mandatory application of these technical rules on the territory of Russia.
The adoption of the first global technical prescription is the beginning of the practical implementation of the policy of unification of technical requirements for the safety of vehicles. Such a process will undoubtedly contribute to the development of the Russian automotive industry, stimulate the production of products that meet the current level of safety requirements.