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The World Forum for Harmonization of Vehicle Regulations is a working party (WP.29)[1] of the Inland Transport Committee (ITC) of the United Nations Economic Commission for Europe (UNECE). Its responsibility is to manage the multilateral Agreements signed in 1958, 1997 and 1998 concerning the technical prescriptions for the construction, approval of wheeled vehicles as well as their Periodic Technical Inspection and, to operate within the framework of these three Agreements to develop and amend UN Regulations, UN Global Technical Regulations and UN Rules, kind of vehicle regulation.
The core of the Forum's work is based around the \"1958 Agreement\", formally titled \"Agreement concerning the adoption of uniform technical prescriptions for wheeled vehicles, equipment and parts which can be fitted and/or be used on wheeled vehicles and the conditions for reciprocal recognition of approvals granted on the basis of these prescriptions\" (E/ECE/TRANS/505/Rev.2, amended on 16 October 1995). This forms a legal framework wherein participating countries (contracting parties) agree on a common set of technical prescriptions and protocols for type approval of vehicles and components. These were formerly called \"UNECE Regulations\" or, less formally, \"ECE Regulations\" in reference to the Economic Commission for Europe. However, since many non-European countries are now contracting parties to the 1958 Agreement, the regulations are officially entitled \"UN Regulations\".[4][5] According to the mutual recognition principle set in the Agreement, each Contracting Party's Type Approvals are recognised by all other Contracting Parties.
The 1958 Agreement operates on the principles of type approval and reciprocal recognition. Any country that accedes to the 1958 Agreement has authority to test and approve any manufacturer's design of a regulated product, regardless of the country in which that component was produced. Each individual design from each individual manufacturer is counted as one individual type. Once any acceding country grants a type approval, every other acceding country is obliged to honor that type approval and regard that vehicle or item of motor vehicle equipment as legal for import, sale and use. Items type-approved according to a UN Regulation are marked with an E and a number, within a circle. The number indicates which country approved the item, and other surrounding letters and digits indicate the precise version of the regulation met and the type approval number, respectively.
Although all countries' type approvals are legally equivalent, there are real and perceived differences in the rigour with which the regulations and protocols are applied by different national type approval authorities. Some countries have their own national standards for granting type approvals, which may be more stringent than called for by the UN regulations themselves. Within the auto parts industry, a German (E1) type approval, for example, is regarded as a measure of insurance against suspicion of poor quality or an undeserved type approval.[9]
As of 2015[update], there are 135 UN Regulations appended to the 1958 Agreement; most regulations cover a single vehicle component or technology. A partial list of current regulations applying to passenger cars follows (different regulations may apply to heavy vehicles, motorcycles, etc.)
The most notable non-signatory to the 1958 Agreement is the United States, which has its own Federal Motor Vehicle Safety Standards and does not recognise UN type approvals. However, both the United States and Canada are parties to the 1998 Agreement. UN-specification vehicles and components which do not also comply with the US regulations therefore cannot be imported to the US without extensive modifications. Canada has its own Canada Motor Vehicle Safety Standards, broadly similar to the US FMVSS, but Canada does also accept UN-compliant headlamps and bumpers. The impending Comprehensive Economic and Trade Agreement between Canada and the European Union could see Canada recognise more UN Regulations as acceptable alternatives to the Canadian regulations.[12] Canada currently applies 14 of the 17 ECE main standards as allowable alternatives[citation needed] - the exceptions at this point relate to motorcycle controls and displays, motorcycle mirrors, and electronic stability control for passenger cars.[citation needed] These three remaining groups will be allowed in Canada by the time the ratification of the trade deal occurs.[citation needed]
Vehicles built in compliance with global safety and emissions regulations were still available to Americans in the period 1976-88, as individual imports. This was via the grey market.[2] Many of the finest, iconic automobiles of the Malaise era,[2] such as the Lamborghini Countach, Mercedes-Benz 500 SEL, Mercedes-Benz G-Class and Range Rover were officially forbidden to Americans, but this outlet proved viable for many years. The grey market reached 66,900 vehicles imported by individual consumers in 1985, and altered to meet U.S. design regulations.[13] It is no longer possible to import vehicle into the United States as a personal import, with four exceptions, none of which permits Americans to buy recent vehicles not officially available in the United States.[14] Even prominent billionaire Bill Gates and his Porsche 959 have proven unable.[15]
Historically, one of the most conspicuous differences between UN and US regulations was the design and performance of headlamps. The Citroën DS shown here illustrates the large differences in headlamps during the 1940-1983 era when US regulations required sealed beam headlamps, which were prohibited in many European countries. A similar approach was evident with the US mandatory side marker lights.[19][20]
The \"Agreement concerning the Establishing of Global Technical Regulations for Wheeled Vehicles, Equipment and Parts which can be fitted and/or be used on Wheeled Vehicles\", or 1998 Agreement, is a subsequent agreement. Following its mission to harmonize vehicle regulations, the UNECE solved the main issues (Administrative Provisions for Type approval opposed to self-certification and mutual recognition of Type Approvals) preventing non-signatory Countries to the 1958 Agreement to fully participate to its activities.
The 1998 Agreement is born to produce meta regulations called Global Technical Regulations without administrative procedures for type approval and so, without the principle of mutual recognition of Type Approvals. The 1998 Agreement stipulates that Contracting Parties will establish, by consensus vote, United Nations Global Technical Regulations (UN GTRs) in a UN Global Registry. The UN GTRs contain globally harmonized performance requirements and test procedures. Each UN GTR contains extensive notes on its development. The text includes a record of the technical rationale, the research sources used, cost and benefit considerations, and references to data consulted. The Contracting Parties use their nationally established rulemaking processes when transposing UN GTRs into their national legislation. The 1998 Agreement currently has 33 Contracting Parties and 14 UN GTRs that have been established into the UN Global Registry.[21] Manufacturers and suppliers cannot use directly the UN GTRs as these are intended to serve the Countries and require transposition in national or regional law.
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Many countries are requiring Electronic Stability Control (ESC) safety systems on new vehicles. In the USA, nearly all vehicles sold after September 2011 must be equipped with ESC and comply with the regulation FMVSS 126, published in 2007. The FMVSS 126 requirements were more or less duplicated into the United Nations ECE R13H, which applies to European Union countries and many countries in Asia. Both FMVSS 126 and ECE R13H define a test procedure that uses the Sine with Dwell maneuver. Most vehicles will fail the test if not equipped with ESC (Figure 1).
OEMs simulate the sine with dwell maneuver in order to comply with both regulations. In the case of FMVSS 126, the OEM must be confident that any vehicle sold in the USA would pass the specified procedure if tested. A combination of testing and simulation is done to gain this confidence. In the case of ECE R13H, the regulation specifically allows simulation to be used for some vehicles, if the simulation has been validated through comparison with physical test results.
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