COMPANION D2.2 Current State of The EU Legislation

EUROPEAN COMMISSION
SEVENTH FRAMEWORK PROGRAMME

GA No. 610990
Cooperative dynamic formation of platoons for safe and

energy-optimized goods transportation
D2.2. Current state of EU legislation
Deliverable No. COMPANION D2.2

Deliverable Title Current state of EU legislation
Dissemination level Public
Written By Alba Fornells, Alvaro Arrue (IDIADA) 11/04/2014
Checked by David Gallegos (IDIADA) - WP leader 15/04/2014
Issue date 28/05/2014
D2.2 – Current state of the EU legislation
COMPANYON- 610990
1. Executive summary
The object of this task is to analyse the current state of the rules in European Union in general and its
countries in particular, in order to follow an adjustment proposal to allow the vehicle to be part of a
platoon and to be aware of any legal impediments and legal gaps to make the Companion project
possible.
Taking into account the mentioned scope, the vehicle platoons have been analysed in three main
aspects in order to consider all possible no safety situations or legal issues:
1. The technical requirements to allow trucks as part of a platoon to keep this activity safe, either for
them, either for other road users;
2. The use of the platoon, its behaviour in the road and its potential interaction with other road
users;
3. The use of road infrastructures.
At the same time all these three aspects are regulated by different levels of legal rules divided in
European Union Regulations, UNECE Regulations, local regulations and Standard guidelines.
Inside the development of this analysis, the legal frames have been defined firstly. Then, the vehicle
itself and the platoon analysis have been carried out, describing different regulatory acts. Finally
there is an analysis of the lack of standards in order to clarify what should be / what should not be
legal.
The bodies, organisms and working groups, which are currently discussing the autonomous driving,
are described at the end of this report. However, a suitable direction for future works in order to fill
legislation gaps with regard the Companion project will be exposed in the next task “D2.6 Future
legislation developments”.
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2. Contents
1. Executive summary 2
2. Contents 3
3. Introduction 5
4. Bodies stakeholders 6
4.1. Vehicles and components regulatory frame 6
4.1.1. Regulations from the United Nations Economical commission of Europe 6
4.1.2. Regulations and Directives of European Commission of the European Union 6
4.2. Standardization frame 7
4.2.1. ETSI ITS G5 8
4.2.2. CEN / CENELEC 9
4.2.3. ISO 10
4.2.4. IEEE 10
4.2.5. IETF 11
4.3. Local legislations of vehicles use and infrastructures 11
5. Regulations frame & COMPANION 13
5.1. Analysis matrix 13
5.2. Regulation and standard frames regarding vehicles: 14
5.2.1. UNECE Regulation Nº 10: Uniform provisions concerning the approval of vehicles with regard
to electromagnetic compatibility 14
5.2.2. UNECE Regulation Nº 46: Uniform provisions concerning the approval of devices for indirect
vision and of motor vehicles with regard to the installation of these devices 15
5.2.3. UNECE Regulation Nº48: Uniform provisions concerning the approval of vehicles with regard to
the installation of lighting and light-signalling devices 17
5.2.4. UNECE Regulation Nº:79 Uniform provisions concerning the approval of vehicles with regard to
steering equipment 18
5.2.5. UNECE Regulation Nº89 Uniform provisions concerning the approval of vehicles with regard to
the installation of Speed Limitation Devices or Adjustable Speed Limitation Device of an approved type 20
5.2.6. UNECE Regulation Nº 121: Uniform provisions concerning the approval of vehicles with regard
to the location and identification of hand controls, tell-tales and indicators 22
5.2.7. UNECE Regulation Nº130: Uniform provisions concerning the approval of vehicles with regard
to the Lane Departure Warning System LDWS. --Regulation (EU) Nº 351/2012 23
5.2.8. UNECE Regulation Nº131: Uniform provisions concerning the approval of vehicles with regard
to the Advanced Emergency Braking System AEBS. Regulation (EU) Nº 347/2012 24
5.2.9. Regulation (EU) 1230/2012: Type-approval requirements for masses and dimensions of motor
vehicles and their trailers 26
5.2.10. Regulation EU Nº 1266/2009 adapting the Regulation EEC Nº3821/85: Recording equipment in
road transport (digital tachograph) 27
5.2.11. HMI Standardization 28
5.2.12. Short range communication standardization: ETSI ITS G5 28
5.2.13. Long range communication standardization: ETSI IT G5 31
5.2.14. ISO 26262 Certification standard about functional safety 32
5.3. Regulation frames regarding vehicle’s use: 34
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5.3.1. UNECE Regulation Nº105 (UNECE) - ADR 34

5.3.2. UNECE Treaty: Agreement on the International Carriage of Perishable Foodstuffs and on the
Special Equipment to be used for such Carriage (ATP) 35
5.3.3. Regulation (EC) No 1071/2009 Road transport operators: conditions for the pursuit of the
occupation 37
5.3.4. Regulation (EC) No 561/2006: Driving time in the road transport sector 38
5.3.5. Directive 2011/82/EU: Facilitating the cross-border exchange of information on road safety
related traffic offences 40
5.3.6. Directive 2006/126 EC: Driving licenses 42
5.3.7. Directive 2002/15/EC Organisation of working time in respect of road transport activities 43
5.3.8. Directive 2000/30/EC: Technical roadside inspection of the roadworthiness of commercial
vehicles circulating in the Community. 43
5.4. Regulation frames regarding infrastructures: 44
5.4.1. Directive 2006/103/EC: Taxation of heavy goods vehicles: Eurovignette Directive 44
5.4.2. Local regulation regarding the road taxes: 45
5.4.3. Directive 96/53/EC amended in 2002/7/EC Road safety: dimensions and maximum weights
authorised for both national and international journeys 47
5.4.4. Local regulation regarding the diving maximum masses and dimensions: 50
6. Discussions groups and current work for regulations 53
6.1. Harmonization of Vehicle Regulations (WP.29) UNECE 53
6.2. GRRF 54
6.3. ITS (UNECE) 54
6.4. Vienna convention 55
6.5. iMOBILITY forum 56
6.6. Car 2 Car Communication consortium 57
6.7. Euro ENCAP 58
6.8. VRA 61
6.9. NHTSA – USA 61
6.10. MLIT –Japan 62
6.11. Tri-lateral meeting – Japan/USA/EU 63
7. Conclusions 64
8. References 68
9. Annexes 70
9.1. Annex A: Summary of the annex IV of the Directive 2007/46 70
9.2. Annex B: ETSI-ISO/CEN ITS STANDARDS 72
9.2.1. Drafts 72
9.2.2. Published 76
9.3. Annex C: ISO/CEN STANDARDS 86
9.4. Annex D: Candidate of LKAS requirements 89
9.5. Annex F: HMI guidelines and standards 94
9.5.1. Reference Guidelines (not exhaustive) 94
9.5.2. International Organization for Standardization (ISO) standards 94
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3. Introduction
In order to make the Companion system possible, it is not only necessary to analyse the legal issues
regarding each vehicle under the platoon as a single element, but also to analyse their behaviour as a
whole convoy in public roads where the interaction with other vehicles will take place. This is the aim
we followed when analysing the vehicles and the platoons which have been previously defined.
According to “D2.1 Envisioned scenarios” deliverable, the platoon vehicles should be made by N3
trucks (maximum mass exceeding 12 tonnes), including tilt and rigid trailers. For these trucks it is
mandatory to fulfil all N3 regulatory acts announced in the Directive 2007/46 and listed in Annex IV
of the mentioned Directive [9.1 Annex A]. These vehicles shall be driven in a semiautonomous way,
as the driver is responsible for any lateral control (E.g. steering) but the longitudinal one is
automated (E.g. brake). In order to guarantee the European type approval fulfilment, the Directive
2007/46 and all the related regulatory acts are analysed.
Furthermore, according to the D2.1 all trucks shall be equipped with a safe HMI (Human Machine
Interaction) and long / short range communication’s interfaces for in-vehicle information, control
and communication systems. The HMI and communication requirements are described in
deliverables “D2.3 User requirements” and “D2.4 Technical requirements”. All these systems have
been addressed by the development of safety guidelines, standards, and regulations that have
evolved as the complexity of the driver cockpit has increased. With increasing penetration of both,
integrated and nomadic telematics devices, government and industry have responded appropriately
with the generation of applicable guidelines covering the visual-manual driver vehicle interface.
In addition to that and according to D2.1, the Companion platoons shall include a number of vehicles
ranging between 2 and 10 trucks driven on highway, one behind the other and keeping between
them a narrow safety distance. European Union and local legislations establish the traffic rules and,
in consequence, the way in those special vehicles should be driven in public roads. Besides, public
roads and infrastructures have some use limitations established in local regulations that must be
taken into account.
There are three different legislation levels:
- The EU regulations concerning vehicle homologation, the platoons and the autonomous
driving legalization.
- The Standardization of communication systems regarding to non-national bodies
- The local legislation regarding road traffic rules and infrastructures.
In order to properly analyse the Companion, the use of the platoons and the vehicles that will be part
of them, the analysis is divided in three different subjects:
- Vehicles as individual elements regarding the semiautonomous driving.

- The use of vehicles and platoons as a system, also regarding the semiautonomous driving.
- The use of the infrastructures such as highways or bridges, as the place where Companion will
run.
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4. Bodies stakeholders
The analysis of the current legislation has been divided in three different levels: the EU regulations,
the Standardization and the local regulations. The principal bodies stakeholders are defined in the
following lines.
4.1. Vehicles and components regulatory frame
4.1.1. Regulations from the United Nations Economical commission of Europe
The United Nations Economic Commission of Europe (UNECE or ECE) was established in 1947 to
encourage economic cooperation among its member states. It is one of five regional commissions
under the administrative direction of United Nations headquarters.
One of the main areas of work is among transports in order to facilitate the international
movement of persons and goods by inland transport modes and improve competitiveness, safety,
energy efficiency and security.
UN Regulations (UNECE)
In 1958 the United Nations Economic Commission from Europe, in Genève, established an
integrated global system for the mutual recognition of vehicle-related product and subsystem
approvals. These regulations are accepted by all signatories to the 1958 Agreement (all the
countries from the European Union and some others not taking part in the EU) that have adopted
each particular regulation within their respective regulatory systems.
Figure 1: Logo of the United Nations Economical Commission of Europe

Although voluntary, the UNECE regulatory process has been integrated directly into EU
rulemaking such that the use of UNECE Regulations, where applicable, is often mandatory under
EU law.
4.1.2. Regulations and Directives of European Commission of the European Union
The European Commission (EC) is the executive body of the European Union responsible for
proposing legislation, implementing decisions, upholding the Union's treaties and day-to-day
running of the EU. The European Commission represents the interests of the EU as a whole.
Figure 2: Logo of the European commission of the European Union

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The term 'Commission' refers to both the 28 Commissioners and the wider institution itself.
Regulations (EU)
Regulations (EU) from the European Union, in Brussels, (previously known as Regulations (EC)
from European Commission), are the most direct form of EU law - as soon as they are passed,
they have binding legal force throughout every Member State, on a par with national laws.
National governments do not have to take action themselves to implement EU regulations.
Regulations are passed either jointly by the EU Council and European Parliament, or by the
Commission alone.
Directives (EU)
Directives (EU) and Directives (EC) from the European Union and the European Commission in
Brussels are addressed to national authorities, who must then take action to make them part of
national law, and decisions, which apply in specific cases only, involving particular authorities or
individuals.
The Directive 2007/46EC regulates the vehicle type-approval in the European Union. It is the
procedure whereby a Member State certifies that a type of vehicle, system, component or
separate technical unit, satisfies the relevant administrative provisions and technical
requirements. All the motor vehicles are classified in different categories according to its function
and weigh. The technical requirements of all them are laid down in different regulatory act
announced in an exhaustive list set out in Annex IV of the mentioned Directive [9.1 Annex A]. The
regulatory acts come from different regulation bodies such as (UNECE) Regulations, Regulations
(EU) and Directives (EU), all of them equally mandatory.
4.2. Standardization frame
Areas that are considered important from a policy viewpoint will often need Directives to handle
the legal aspects of pan-European introduction and operation. Directives should usually not
contain any direct technical requirements, but should primarily point to European Standards (ENs)
for the detailed specifications.
One of the primary tools for the European Commission is called Mandates and is used to get
technical standards. The expectation from the EC will be described in a document together with
requirements to develop technical standards, and offered to the three European standards
developing organization (SDOs), which are CEN (European Committee for Standardization),
CENELEC (European Committee for Electrotechnical Standardization) and ETSI (European
Telecommunication Standards Institute). These will develop standards in the Mandate domain.
Mandate 453 is considered to be the main ITS mandate and is intended to support part of the ITS
Action Plan and ITS Directive. M/453 is cooperation between DG INFSO (from a technical/research
perspective), DG MOVE (responsible for the legal perspective), and DG ENTEPRISE (will finance
the actual work). It describes 69 areas of work for a complete Cooperative System, and requests a
“minimum set of standards” to deploy C-ITS. This task has been taken up by ETSI and CEN, and
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there is a split of responsibility between the two bodies where ETSI TC ITS mainly deals with
communications and active safety applications, while CEN TC278 takes responsibility for the rest.
The release 1 of the European level standard framework related to M/453 for the deployment of
ITS, was presented by ETSI and CEN in February 2014. They have just started to work in release 2
to be finished by 2017.
A legal framework (Directive 2010/40/EU) was adopted on 7 July 2010 to accelerate the
deployment of these innovative transport technologies across Europe. This Directive is an
important instrument for the coordinated implementation of ITS in Europe. It aims to establish
interoperable and seamless ITS services while leaving Member States the freedom to decide
which systems to invest in. Under this Directive the European Commission has to adopt within the
next seven years specifications (i.e. functional, technical, organisational or services provisions) to
address the compatibility, interoperability and continuity of ITS solutions across the EU. The first
priorities will be:
- Traffic and travel information

- The eCall emergency system
- Intelligent truck parking.
The Action Plan adopted by the commission in order to develop and use ITS in road transport on
16 December 2008, suggested a number of targeted measures and included the proposal for this
Directive. The goal is to create the momentum necessary to speed up market penetration of
rather mature ITS applications and services in Europe.
The EU ITS Action Plan has 6 main action points:
- Action area 1: Optimal use of road, traffic and travel data

- Action area 2: Continuity of traffic and freight management ITS services on European
transport corridors and in conurbations
- Action area 3: Road safety and security
- Action area 4: Integration of the vehicle into the transport infrastructure
- Action area 5: Data security and protection, and liability issues
- Action area 6: European ITS cooperation and coordination
The initiative is supported by five co-operating Directorates-General: DG Mobility and Transport

(lead), DG Information Society and Media, DG Research, DG Enterprise and Industry and DG
Climate Action.
The standardization bodies involved in C-ITS are:
4.2.1. ETSI ITS G5
ETSI is the European Telecom Standardisation Institute, and is a major contributor to global
telecom standards such as GSM (Global System for Mobile Communications, originally Groupe
Spécial Mobile) and DVB (Digital Video Broadcasting). ETSI does also have a formal and legal role
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in Europe since it produces Harmonised European Norms, which is an operative part of the R&TTE
directive that allows sale and operation of radio equipment without type approval.
ETSI is different from ISO (International Organisation for Standardization) and CEN since it is a
private institution with paying members and where voting is done according to weighted votes
according to membership size. Since the members pay for the secretariat, the resulting standards
and finished documents can be downloaded for free. The main link to ETSI gives a good overview
and has further links to search for freely downloadable standards.
Long range communications in COMPANION shall be based in consolidated cellular access

technologies following the current standards for data transmission: GPRS; 3G and LTE. Cellular
communications follow GSM Association (GSMA) standards and protocols that include not just the
mobile devices but the whole trunk network that provides coverage and connectivity. Older
technologies like 2G (GPRS) and 3G have different standards in different geographic areas (not in
Europe where it was harmonized) while 4G (LTE) can be considered the first worldwide standard.
Short range communications is based in ETSI G5, the European protocol stack for 5.9GHz
communications between vehicles (V2V) and between vehicles and the infrastructure (V2I). The
responsible SDOs have published a first iteration, called release 1 of standards, creating a
framework for researchers and vendors to develop compliant C-ITS systems.
In conclusion, the on-board system should comply with ETSI ITS G5 protocol stack. This protocol
stack has recently been released by ETSI with some standards still under draft and waiting to be
finalized and approved, especially in topics related to device testing and interoperability. Annex B
of this document [9.2 Annex B] shows an overview of the published and draft standards from ETSI
and ISO/CEN and its release, expected release dates. ETSI ITS G5 is used for short range
communications between the vehicles on the platoon, allowing a low latency, robust and royalty
free interaction.
4.2.2. CEN / CENELEC
CEN TC278 is the European ITS committee with the name of Road Transport and Traffic
Telematics (RTTT). This was the first ITS standardization body, and TC278 has laid the ground
works for global ITS standards. The initial ideas came from the European framework programme
called DRIVE, where it became clear that standardization had to be started.
In general, CEN has a good representation and participation from industry, service providers,
public bodies and road operators/authorities, but less from car makers.
CEN TC278 home page shows a thorough overview of ITS standardization and search facilities for
TC278 items
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4.2.3. ISO
ISO TC204 is the international ITS committee. Originally called Transport Information Control
Systems (TICS), but changed its name to Intelligent Transport Systems some years ago. This was
the second ITS standardisation body to start after CEN TC278.
Under study at ISO/TC 204 are standardization proposals for

1) system architecture 3) framework (data dictionary and message template)
2) interface (message set, etc.), 4) performance requirements of a system
5) test methods
TC204 was patterned on TC278, and the cooperation is regulated by the Vienna Agreement (VA)
between ISO and CEN, which means that they occasionally have joint meetings to ensure
alignment. The following Figure 3 show the working groups and the overlap between CEN TC278
and ISO TC204. [9.3 Annex C]
Figure 3: Equivalences between standardization rules from CEN/TC and ISO bodies.
ISO 26262 is a functional safety standard that is intended to be applied to all the
electric/electronic (E/E) systems that will be installed in a series production passenger vehicle
with a maximum gross weight of up to 3.5 tons. The standard provides guidelines and regulations
throughout the vehicle development cycle from the conceptual phase to the decommissioning
towards the functional safety analysis, development and validation of the different functionalities.
4.2.4. IEEE
The Institute of Electrical and Electronics Engineers (IEEE, read I-Triple-E) is a professional
association headquartered in New York City that is dedicated to advancing technological
innovation and excellence. It has about 425,000 members in about 160 countries, slightly less
than half of whom reside in the United States.
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IEEE is mainly a USA based organisation, but it has some work relevant for global ITS
standardisation. Two groups in IEEE needs to be mentioned is particular:
IEEE 802.11p has defined the basic medium-range V2V/V2I (vehicle-to-vehicle and vehicle-to-
roadside) communication link dedicated to ITS. This operates on 5.9 GHz and is currently accepted
in all of Europe, Northern America, Australia and New Zeeland, some central and South American
countries, and some countries in Asia and Africa are considering the use at the moment. 802.11p
will be “rolled up” in the main 802.11 wireless standard and become an operational mode of
normal 802.11. The 802.11p Task Group has completed their work and the approved 802.11p
amendment was published July 15, 2010. This standard is available for free download. It consists
of several thousand pages that include the full 802.11 standard and the needed modifications to
have 802.11p version.
IEEE P1609 adds the higher layers including some applications of the US C-ITS protocol stack
under the generic name of WAVE. P1609 has approved five preliminary test standards (P1609.1 –
1609.4), and is in the process of updating and adding two more related to architecture and EFC
application for 5.9GHz. P1609 is the preferred standardisation body for 5.9GHz operation in the
US. Standards can also be accessed or bought from this site
4.2.5. IETF
The Internet Engineering Task Force (IETF) supplies all the basic Internet standards. “Normal”
Internet access is of course already the basis for almost all communications except short range
vehicle access. C-ITS is depending on a new level of mobility that current Internet Protocol (IPv4)
cannot supply out of the box. Therefore IETF has had a task force working on a better solution for
the new IPv6 that we all are being moved into these days as the addressable range of IPv4 is
getting depleted.
The task force relevant for ITS used to be called NEMO for Network Mobility, but is now merged
with other (intermodal) use cases to the group MEXT, Mobility EXTensions. NEMO is a protocol
developed to provide IPv6 addressing with the capability to provide easy mobility management
for IP communications. This means that an Internet connected device making use of NEMO can
move across different networks, domains and access technologies, without losing the logical
connection of their active internet services.
4.3. Local legislations of vehicles use and infrastructures
The use of the vehicles such as traffic rules, driving licences or the general interaction between
vehicles are regulated at for both the EU directives and the national regulations. We will focus the
analysis of the use of vehicles on the platoons (defined in the Deliverable 2.1) and their
interaction with the other road users.
The local bodies can be the Ministry directorate a public service, national company’s regional
administrations, and others.
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Taking into consideration the large number of local regulations, in this document we will not
analyse in depth all of them, but we will inform about the different limits on the basis of the
national legislations and the compatibility between them and the EU member’s regulations.
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5. Regulations frame & COMPANION
5.1. Analysis matrix
The analysis of the current legislation has been divided in three different aspects: the vehicle and
their components, the use of vehicles and the platoons and finally the use of the infrastructures.
Vehicle Use Infra.
Traffic regulations and driving licences

Technical conditions of motor vehicles
Road use: Dimension and Weights

International transport of goods
Distance between the vehicles
Driving hours and rest periods

Automatic steering direction
Devices for indirect vision

On-board system device
Masses and dimensions
Road user charges

Special vehicles
Indicator lights
Tachograpgh
R-10 Electromagnetic compatibility EMC X
R-46 Indirect vision devices X
R-48 Installation of lighting and light-signalling devices s X
R-79 Steering equipment X
R-89 speed limitation device X
UNECE regulations
R-105 Vehicle for the carriage of dangerous goods ADR X X

R-121 Hand controls tell-tales and indicators X
R-130 Lane departure warning system LDWS, LKS X
R-131 Advanced Emergency Braking System AEBS X
Treaty: Carriage of Perishable Foodstuffs ATP X X
Regulation (EU) 1230/2012 masses & dimensions X
Regulation (EU) 351/2012 LDWS X
Regulation (EU) 347/2012 AEBS X
Regulation (EC) 1266/2009 & R(EEC)3821/85 Tachograph X
Regulation (EC) 1071/2009 Road operators X
EU directives & regulations
Regulation (EC) 561/2006 Driving time X

Directive 2011/82/EU Information on road safety X
Directive 2006/126 EC Driving licenses X
Directive 2006/103/EC Road taxes X
Directive 2002/15/EC Driving time X
Directive 2002/7/EC dimensions & weights X
Directive 2000/30/EC Trailers roadworthiness test X
HMI standards and guidelines X
Short range communications: ETSI ITS G5 protocol stack X
Standard.
Long Range communications: ETSI ITS G5 X

ISO 26262 X
Local regulations X X X X X X X
Table 1: Matrix about the legislations regulations and the companion transport system
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This table summarizes the previous defined analysis in a matricidal system, regarding the
Companion on one sense and the legislation on the other.
Firstly all the regulation have been analysed taking into account the Companion vehicles
operation and their technical requirements. Secondly they have been classified according to
weather these would comply or there is a reasonable doubt about its fulfilment. Thirdly, in the
following points, the regulations acts that will doubtful fulfil have been explained.
Regarding the communication interface, their required activities have been divided in three main
aspects which are related with three general standards. Then, each communication activity have
been analysed.
5.2. Regulation and standard frames regarding vehicles:
5.2.1. UNECE Regulation Nº 10: Uniform provisions concerning the approval of

vehicles with regard to electromagnetic compatibility
Scope of the regulation:
This Regulation applies to vehicles of categories L, M, N, and O, with regard to its electromagnetic
compatibility
Description of the regulation:
It covers:
- Requirements regarding the immunity to radiated and conducted disturbances for

functions related to direct control of the vehicle
- Requirements regarding the control of unwanted radiated and conducted emissions
- Additional requirements for vehicles providing coupling systems for charging the RESS
Definitions:
- Electromagnetic compatibility: means the ability of a vehicle or component(s) or separate

technical unit(s) to function satisfactorily in its electromagnetic environment without
introducing intolerable electromagnetic disturbances to anything in that environment.
- Electromagnetic disturbance: means any electromagnetic phenomenon which may
degrade the performance of a vehicle or component(s) or separate technical unit(s), or of
any other device, unit of equipment or system operated in vicinity of a vehicle. An
electromagnetic disturbance may be electromagnetic noise, an unwanted signal or a
change in the propagation medium itself.
- Electromagnetic immunity: means the ability of a vehicle or component(s) or separate
technical unit(s) to operate without degradation of performance in the presence of
(specified) electromagnetic disturbances which includes wanted radio frequency signals
from radio transmitters or radiated in-band emissions of industrial-scientific-medical
(ISM) apparatus, internal or external to the vehicle.
- RESS: means the rechargeable energy storage system that provides electric energy for
electric propulsion of the vehicle.
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Description of the use in the Companion vehicles:
Regarding the vehicles that will take part in the platoons of the Companion-system we are
focusing only in new electronic devices installed in them. There will be a continuous
communication between vehicles on-board system and the off-board system and all these devices
must be approved according to R10.04
Possible directions to work on:
- It should be desirable to get the homologation according to R10.04 for every new device
installed in companion vehicles
Fulfilment analyses
It should not be any difficult issue to get the approval for every device involved in the
COMPANION systems which are installed in the vehicles.
Current work in this regulation
There is no current work on this matter in this moment.

devices for indirect vision and of motor vehicles with regard to the
installation of these devices
This Regulation applies:
- To compulsory and optional devices for indirect vision for vehicles of category M and N and
to compulsory and optional devices for indirect vision for vehicles of category L with
bodywork at least partly enclosing the driver;
- To the installation of devices for indirect visions on vehicles of categories M and N and on
vehicles of category L with bodywork at least partly enclosing the driver.
This regulation describes the fields of view that the indirect vision devices have to provide to the
driver.
Description of the use in the Companion vehicles:
When a platoon is driven, it would be necessary (in safety term) for all the drivers to have a food
front and rear vision. If the vehicles in the platoon are driving really close it is considered that
these fields of vision have to be provided by cameras as it is not possible to have direct vision with
mirrors.
In Regulation No. 46, the only fields of view considered to be shown by cameras are the close
lateral proximity view (see figures 8a, 8b, 8c, 8d) and a close front proximity view (see figure 9).
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Figure 4: Figures 8a and 8b from the UNECE R46. Field of version of Class V close-proximity mirror
Figure 5: Figure 8c and 8d from the UNECE R46. Larger field of vision on the passenger side
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Figure 6: Figure 9 of the UNECE R46. Field of vision Class VI front mirror
Fulfilment analyses
This Regulation does not consider the use of cameras for an application such as those required for
the implementation of Companion. That is why it is considered that it has to be modified or a new
regulation has to be created.
5.2.3. UNECE Regulation Nº48: Uniform provisions concerning the approval of

vehicles with regard to the installation of lighting and light-signalling
devices
This Regulation applies to vehicles of categories M, N, and to their trailers (category O) with
regard to the installation of lighting and light-signalling devices.
Its main scope is to regulate, mainly, the number and position of lighting and light-signalling
devices in the vehicles.
Description of the regulation
Definitions:
- Lighting devices: They have two functions, the main one to provide enough vision to vehicle
users when needed and, secondary, to provide information to other road users, when
needed.
- Light-signaling devices: In this case it provides information to other road users about our
position, characteristics of our vehicle or intentions. Included in this category we find also
conspicuity markings to the rear, front and side of the vehicle.
The approval certificate on lights or light-signalling devices installation can be provided ONLY if all
the devices installed have been previously homologated as an Independent Technical Unit (ITU).
UNECE Regulation No. 48.06 and the approval of the UTI will inform us about the final installation
position of any device installed.
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Description the use in the Companion vehicles
Obviously, for Companion we are focusing only in light-signalling devices in order to inform other
users that they are interacting with a platoon in the road.
Possible directions to work on:
- Light-signalling at the end of the platoon informing about dimensions: long cue of vehicles
moving at the same time. Visible also during light time.
- Possibility of annulation or simultaneous use of some devices in the platoon vehicles:
direction indicators, anti-fog devices, etc. That mainly depends on the distance among
vehicles.
- New colours, characteristics, position and homologation of any new devices.
Fulfilment analyses
In this moment there is no homologated lighting device in this sense but, apparently, it should not
be difficult to agree about it and its working protocol in the working group for lighting devices
(GRE).
5.2.4. UNECE Regulation Nº:79 Uniform provisions concerning the approval of

vehicles with regard to steering equipment
Regulation UNECE 79 applies to the steering equipment of categories M, N and O
The intention of this regulation is to uniform the prescriptions and performance of the steering
systems of vehicles
Advancing technology, coupled with the wish to improve occupant safety by elimination of the
mechanical steering column, and the production advantages associated with easier transfer of the
steering control between left and right hand drive vehicles, has led to a review of the traditional
approach and the Regulation is now amended to take account of the new technologies.
Accordingly it will now be possible to have steering systems in which there is not any positive
mechanical connection between the steering control and the road wheels
Systems whereby the driver remains in primary control of the vehicle but may be helped by the
steering system being influenced by signals initiated on-board the vehicle are defined as
"Advanced Driver Assistance Steering Systems". Such Systems can incorporate an "Automatically
Commanded Steering Function", for example, using passive infrastructure features to assist the
driver in keeping the vehicle on an ideal path (Lane Guidance, Lane Keeping or Heading Control),
to assist the driver in coming to rest at a pre-defined point (Bus Stop Guidance) or to assist the
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driver in manoeuvring the vehicle at low speed in confined spaces. Advanced Driver Assistance
Steering Systems can also incorporate a "Corrective Steering Function" that, for example, warns
the driver of any deviation from the chosen lane (Lane Departure Warning), corrects the steering
angle to prevent departure from the chosen lane (Lane Departure Avoidance) or corrects the
steering angle of one or more wheels to improve the vehicle’s dynamic behaviour or stability.
In the case of any Advanced Driver Assistance Steering System, the driver can, at all times, choose
to override the assistance function by deliberate action, for example, to avoid an unforeseen
object in the road
2.3.4. "Advanced Driver Assistance Steering System" means a system, additional to the main
steering system, that provides assistance to the driver in steering the vehicle but in which the
driver remains at all times in primary control of the vehicle
2.3.4.1. "Automatically commanded steering function" means the function within a complex
electronic control system where actuation of the steering system can result from automatic
evaluation of signals initiated on-board the vehicle, possibly in conjunction with passive
infrastructure features, to generate continuous control action in order to assist the driver in
following a particular path, in low speed manoeuvring or parking operations.
2.3.4.2. "Corrective steering function" means the discontinuous control function within a complex
electronic control system whereby, for a limited duration, changes to the steering angle of one or
more wheels may result from the automatic evaluation of signals initiated on-board the vehicle, in
order to maintain the basic desired path of the vehicle or to influence the vehicle’s dynamic
behaviour
Systems that do not themselves positively actuate the steering system but that, possibly in
conjunction with passive infrastructure features, simply warns the driver of a deviation from the
ideal path of the vehicle, or of an unseen hazard, by means of a tactile warning transmitted
through the steering control, are also considered to be corrective steering.
5.1.6. Advanced driver assistance steering systems shall only be approved in accordance with this
Regulation where the function does not cause any deterioration in the performance of the basic
steering system. In addition they shall be designed such that the driver may, at any time and by
deliberate action, override the function.
5.1.6.1. Whenever the Automatically Commanded Steering function becomes operational, this
shall be indicated to the driver and the control action shall be automatically disabled if the
vehicle speed exceeds the set limit of 10 km/h by more than 20 per cent or the signals to be
evaluated are no longer being received. Any termination of control shall produce a short but
distinctive driver warning by a visual signal and either an acoustic signal or by imposing a tactile
warning signal on the steering control.
Even though the control of the longitudinal movement will be autonomous for the following
vehicles in the platoon, the driver will be responsible for lateral control, steering the vehicle and
all other functions in the truck.
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The longitudinal autonomous control will allow keep a lower distance between the vehicles of the
platoon due to the fact that the reaction time of the driver in the case of an emergency
manoeuvre should be non-existent. Nevertheless this distance couldn’t be so close because of the
necessity for the drivers to see the road ground in order to keep the lateral control.
Fulfilment analyses:
Provided that the COMPANION vehicles will not have any kind of steering control will not be any
trouble with this regulation. However in order to provide assistance in steering the vehicle and
make easier to drive it in a close distance with the front vehicle, it would be recommendable to
install any kind of Advanced Driver Assistance Steering System which are defined in this
regulation.
Current work in this regulation:
The current work in this regulation is focused on new modifications of those paragraphs that
don’t allow systems for autonomous driving.
It is also being discussed a new Regulation in Lane Keeping Assist Systems which are defined by
the current GRRF informal group as a comfortable system and not being necessary its
homologation.
Related with this system (LKAS) there are some “guidelines” and ISO standards for its testing.
5.2.5. UNECE Regulation Nº89 Uniform provisions concerning the approval of

vehicles with regard to the installation of Speed Limitation Devices or
Adjustable Speed Limitation Device of an approved type
This regulation applies to the vehicles of categories M2, M3, N2 and N3 which are equipped or
where have been installed an SLD (speed limitation device), and to all vehicles of categories M
and N equipped or where have been installed an adjustable speed limitation device (ASLD). This
regulation also applies to the SLD s and the ASLD which are intended to be fitted to vehicles of
Categories M2, M3, N2 and N3 or categories M and N respectively
The purpose of this Regulation is to limit the road speed of vehicles by means of a vehicle system
which has the primary function of controlling the fuel feed to the engine or via the engine
management. This control can be carried up by a speed limitation device (SLD) or an adjustable
speed limitation device (ASLD), where:
- Speed limitation device: means a device able to perform a function to control the fuel
feed of the vehicle or engine management in order to limit the vehicle speed to a fixed
maximum value
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- Adjustable speed limitation device: means a device able to perform a function which
allows the driver to set a vehicle speed Vadj, and when activated limits the vehicle
automatically to that speed
This regulation sets both the general requirements and the performance requirements.
- General requirements: requirements affecting the construction of the device, such as the
electromagnetic compatibility, resistance to corrosion or vibration or information shown
to the driver, among others.
- Performance requirements: Requirements on how accurate the device shall be. These
requirements define the characteristics of the speed of the vehicle with the system
activated both in the transition phase and in the stabilized phase.
As platoons in Companion will be formed by many different vehicles with an autonomous

longitudinal control, it is necessary to standardize the speed of all of them.
Moreover, the speed of the platoons will be calculated taking into account several factors in order
to achieve the optimal economical result, so it may not always be the maximum speed of the
vehicles. In these conditions, an adjustable speed limitation device makes sense.
According to the vehicles that are taking part in a platoon of the companion system will be
equipped with SLD and ASLD that set the maximum speed to which the vehicle will be limited,
however, the speed of the vehicles on a platoon will be continuously calculated and modified
thus, in a platoon it will not be enough. In order to make it possible to control the whole platoon,
it is necessary to control not only the maximum permitted speed, but also the instant speed of
each vehicle. A cruise control device is necessary.
Fulfilment analyses
The SLD system shall limit the maximum speed of N3 vehicles as it is described in this regulation.
The installation of ASLD in N3 vehicles is not applicable by the UNECE Regulation Nº89, although it
is covered for other vehicles categories. If the ASLD installation were necessary, the regulation
should be extended to cover truck vehicles.
Regarding the ACC is considered to be a comfort element and is not necessary to fulfil a
homologation.
There is no current work in this regulation specifically at the present moment. However, a
function which is closely related to SLD but which is not included in Regulation 89 ECE because it
is considered to be a comfort element, not a safety one(adaptive cruise control) has been recently
under discussion in GRSG due to some safety problems occurred with vehicles equipped with this
function in Qatar.
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vehicles with regard to the location and identification of hand controls, tell-
tales and indicators
Scope of the regulation
This Regulation applies to vehicles of categories M and N
This Regulation applies to vehicles of categories M and N. It specifies requirements for the
location, identification, colour, and illumination of motor vehicle hand controls, tell-tales and
indicators. It is designed to ensure the accessibility and visibility of vehicle controls, tell-tales and
indicators, and to facilitate their selection under daylight and night-time conditions, in order to
reduce the safety hazards caused by the diversion of the driver's attention from the driving task
and by mistakes in selecting controls.
Main definitions:
- Control: Hand-operated part of a device that enables the driver to bring about a change in
the state or functioning of a vehicle or vehicle’s subsystem.
- Device: Element or an assembly of elements used to perform one or more functions.
- Indicator: Device that shows the magnitude of the physical characteristics that the
instrument is designed to sense.
- Tell-tale: Optical signal that, when alight, indicates the actuation of a device, a correct or
defective functioning or condition, or a failure to function.
As a preliminary and simple needs analysis we could say that probably a control and a tell-tale
would be needed as a safety device. The main objective would be: firstly to let the driver control
its introduction in the platoon (hand control) and switch on or switch off the autonomous control
of the longitudinal distance; and secondly to inform the driver if he is in the platoon (tell-tale).
Control: It should be activated by the driver in order to “include” itself in the platoon. It could
activate the Electronic Control Unit that links with the frontal vehicle. It should include an
understandable symbol
Tell-tale: It indicates that the vehicle is linked with the platoon. It could be included in the control
or fitted apart with a pertinent symbol.
Screen: It indicates the number of vehicles included in the platoon. At least the first vehicle
should be always aware of the exact numbers of vehicles included.
Fulfilment analyses
In this moment there is no control or tell-tale for platooning in the UNECE Regulation No.121.
However give to the drivers some platooning information or give the capacity to connect or
deactivate the platoon control should be necessary.
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Any change to this Regulation shall be discussed in the General Safety Working Group (GRSG) in
the United Nations economic Commission for Europe (UNECE).
There is no current work on this matter in this moment, although this regulation is in constant
change as it must adapt itself to any vehicle new technology.

vehicles with regard to the Lane Departure Warning System LDWS. --
Regulation (EU) Nº 351/2012
Scope of the regulation of the regulation:
UN ECE Regulation No. 130 defines the provisions concerning the approval of motor vehicles with
regard to the Lane Departure Warning System (LDWS) of vehicles of categories M2, N2, M3 and N3.
Description of the regulation of the regulation:
The purpose of the LDWS is to warn the driver of an unintentional drift of the vehicle out of its
travel lane by means of haptic, acoustic and/or optic signals.
5.2.1. & 5.4. Whenever the system is active, the LDWS shall warn the driver (by means of at least
two warning means out of optical, acoustic and haptic, or one warning means out of haptic and
acoustic, with spatial indication about the direction of unintended drift of the vehicle if the
vehicle crosses over a visible lane marking for the lane in which it is running, on a road with a
directional form that varies between straight and a curve having an inner lane marking with a
minimum radius of 250 m, when there has been no purposeful demand to do so.
5.2.1.1 & 6.5. The LDWS shall provide the lane departure warning indication at the latest when
the outside of the tyre of the vehicle’s front wheel closest to the lane markings crosses a line 0.3
m beyond the outside edge of the visible lane marking to which the vehicle drifting.
5.2.1.2. The warning mentioned above may be suppressed when there is a driver action which
indicates an intention to depart from the lane.
5.2.3. The LDWS shall be active at least at vehicle speeds above 60 km/h, unless manually
deactivated.
LDWS facilitates to keep the vehicle in the road lane, furthermore if there is a near truck in front
that no allows you to see properly the lines. It will take sense to include it in the vehicles.
In a future it would be logical to include too a LKAS. The Lane Keeping Assistance System keeps
the vehicle in the road lane changing the direction of the steering when it is necessary.
Fulfilment analyses
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The LDWS is accepted regarding this regulation. However if the LDWS is connected with the
COMPANION’s on-board system (in other that all the vehicles in the platoon keep the same
maximum speed) would not be approved a priori. Consequently this point should be discussed.
Even more, the LKAS is not defined as a safety system so it is not defined in the regulations acts.
Some LKAS in passenger vehicles are accepted as comfort systems once is demonstrated that also
keeps drivers attention and control in the road.
Current works are going towards the implementation of the LKAS. In Annex D of this document
[9.4 Annex D] there is the summary of LKAS requirements to discuss the LKAS Candidature of its
introduction in the current regulation.

vehicles with regard to the Advanced Emergency Braking System AEBS.
Regulation (EU) Nº 347/2012
This Regulation applies to the approval of vehicles of category M2, N2, M3 and N3 with regard to
the Advanced Emergency Braking System (AEBS).
AEBS is an on-board system which has the purpose to avoid or mitigate the severity of a rear-end
in lane collision by means of driver warnings and, at last, by means of autonomous braking.
5.1.1. Any vehicle fitted with an AEBS shall be equipped with an anti-lock braking function in
accordance with the performance requirements of Annex 13 to Regulation No. 13
5.2.1. The system shall provide the driver with a collision warning (at least two modes selected
from acoustic, haptic or optical) when the AEBS has detected the possibility of a collision with a
preceding vehicle of category M, N or O in the same lane which is travelling at a slower speed, has
slowed to a halt or is stationary having not being identified as moving.
The system will at depending on the calculated time to collision (TTC) distance to the preceding
vehicle divided by the driving speed.
5.2.2. Subsequent to the warning phase, there shall be an [emergency braking / deceleration]
phase having the purpose of significantly decreasing the speed of the subject vehicle.
5.2.3. The system shall be active at least within the vehicle speed range of 15 km/h up to the
maximum design speed of the vehicle, and at all vehicle load conditions, unless manually
deactivated.
5.3.1. & 5.3.2. The AEBS may provide the means for the driver to interrupt the collision warning
phase, the warning braking phase and the emergency braking phase.
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6.4.2.3. Any speed reduction during the warning phase shall not exceed either 15 km/h or 30% of
the total speed reduction, whichever is higher.
6.4.5. The emergency braking phase shall not start before a time to collision (TTC) ≤ 3.0 seconds.
Annex 3 of R131. The table below sums up the mandatory requirements of the AEBS:
Table 2: Warning and activation requirements

The Regulation cannot include all the traffic conditions and infrastructure features in the type-
approval process. Actual conditions and features in the real world should not result in false
warnings or false braking to the extent that they encourage the driver to switch the system off.
Description the use in the Companion vehicles:
A system capable of slowing down the vehicle (or stop it) autonomously must be implemented in
order to minimize the possibility of a crash involving the platooning vehicles.
Taking into account that the brake performance changes depending on factors such as brake
temperature, vehicle mass, etc., the actual AEBS required performance is not enough to guaranty
a safe braking if the platoon vehicles are being drive in a very narrow distance between them.
It is necessary to drive the platoon vehicles in a distance bigger than the braking distance, thus is
needed to know the braking capacity at any given moment. In order to adapt the distance to the
preceding trailer, the on-board system may have to include some vehicle characteristics such as
the vehicle braking capacity (depending on its speed and load) and register the constant evolution
of the system.
Another considered solution is to change the AEBS functioning by vehicle-to-vehicle live

communication so the reaction time is reduced thus reducing the braking distance
Fulfilment analyses
If the vehicles taking part in a platoon are driving in a distance between them enough to avoid any
danger using a standard AEBS there will be no problem to homologate it. However if it is needed
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to add any evolution in the AEBS system a discussion in the GRRF would be necessary to make it
legal.
This regulation is suffering small changes of subjects which don’t affect the application of the
COMPANION project.
5.2.9. Regulation (EU) 1230/2012: Type-approval requirements for masses and

dimensions of motor vehicles and their trailers
This Regulation applies to incomplete, complete and completed vehicles of categories M, N and O.
This Regulation lays down the requirements for the EC type-approval of motor vehicles and their
trailers with regard to their masses and dimensions.
(EU) Regulation on masses and dimensions provides, among other, prescriptions related to
technically permissible maximum laden masses. Nevertheless, Article 5 to the mentioned
Regulation states that, for the purposes of registration and entry into service of vehicles type-
approved under this Regulation, national authorities shall determine, for each variant and version
within the type of vehicle, all of the following masses that are permitted for national traffic or for
international traffic under Directive 96/53/EC:
(a) the registration/in-service maximum permissible laden mass;

(b) the registration/in-service maximum permissible mass on the axle(s);
(c) the registration/in-service maximum permissible mass on the group of axles;
(d) the registration/in-service maximum permissible towable mass;
(e) the registration/in-service maximum permissible laden mass of the combination.
Description the use in the Companion vehicles:
Taking into account that the vehicles which will take part in the Companion platoons will travel
across different countries, if the national authorities shall determine the masses that are
permitted for national traffic or for international traffic, the directive 96/53/EC, should be
considered.
Fulfilment analyses
The trucks that will take part in the Companion platoons will be standard vehicles that will comply
with this regulation in construction terms. However the fulfilment of the registration and entry
into service of trucks in the international traffic it is not clear. Some high technically permissible
maximum laden masses of a vehicle being part of the platoon, could be not allowed in some
countries where the registration mass limits the maximum authorized mass of the motor vehicles,
trailers and their axles.
The directive 96/53/EC must be analysed. It has been analysed in the following points
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A study should be conducted regarding the registration/in-service maximum permissible laden

mass, in countries being part of the logistic tracks where the platoon is intended to pass through.
5.2.10. Regulation EU Nº 1266/2009 adapting the Regulation EEC Nº3821/85:

Recording equipment in road transport (digital tachograph)
Scope of this regulation:
The scope for this regulation is about the recording equipment installation and their used in
vehicles registered in a Member State which are used for the carriage of passengers or goods by
road.
Description of this regulation:
The tachograph is a device that records the driving time, breaks, rest periods as well as periods of
other work undertaken by a driver. This regulation on recording equipment in road transport
provides the basis for the tachograph. This aimed at helping to enforce the rules on driving times
and rest periods and monitor the driving times of professional drivers in order to prevent fatigue,
and guarantee fair competition and road safety.
Since 2006, tachograph are digital, which allows a more secure and accurate recording and
storage of data than the previous analogue tachograph. This device records all the vehicle’s
activities, for example distance, speed and driving times and rest periods of the driver. The system
includes a printer for use in road side inspections and the driver has a card incorporating a
microchip, which the driver must insert into the tachograph when taking control of the vehicle.
This personal driver card ensures that inspections remain simple.
It is obligatory to install a digital tachograph in new vehicles having a mass of more than 3,5 tons
(in goods transport)
Description of the influence on the companion system
Regarding the driving hours and resting time each vehicle in the platoon is considered as an
individual vehicle. Consequently the tachograph will be used as usually.
Fulfilment analyses
No problem will be with this regulation for the companion system if each vehicle and carrier
company fulfils it.
The European Commission proposed on 19 July 2011 to revise the tachograph legislation to make
fraud more difficult and reduce the administrative burden by ensuring better compliance with
rules on driving times and rest periods. The current legislation needs updating to make full use of
new technological opportunities like satellite positioning
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5.2.11. HMI Standardization
Description:
The importance of a safe human machine interaction (HMI) for in-vehicle information, control,
and communication systems has been addressed by the development of safety guidelines,
standards, and regulations that have evolved as the complexity of the driver cockpit has
increased. With the increased penetration of both integrated and nomadic telematics devices,
government and industry have appropriately responded with the generation of applicable
guidelines covering the visual-manual driver vehicle interface.
With the increasing use of voice interfaces industry standards organizations (e.g., SAE) are
currently working to develop guidelines in this area as well. In addition the National Highway
Traffic Safety Administration (NHTSA) has announced its intention to issue voluntary guidelines
covering vehicle integrated visual/manual, nomadic visual/manual, and voice driver/vehicle
interfaces over the next few years
A non-extensive list of existing design guidelines and principles as well as ISO standards related to
HMI development and validation can be found in annex E of this document [9.5 Annex E]
The on-board unit to be used in the COMPANION project should follow different guidelines and
current standards to provide a non-distractive, useful and effective communication with the truck
drivers. Depending of the automation level of the truck, drivers must be kept in the loop and
being able to override the automated control through different audiovisual warnings. This is one
of the main research topics in different international projects.
5.2.12. Short range communication standardization: ETSI ITS G5
Description:
The COMPANION On Board system to be developed in this project must comply with ETSI ITS G5
protocol stack in order to be a valid C-ITS station. ETSI G5 defines a reference station architecture
with different layers following the schematically organization of the OSI model. Each layer has a
set of functionalities and associated standards:
- Application layer: Grouped into "Road Safety", "Traffic Efficiency" and "Other
Applications". Application classes impose more or less stringent requirements on C-ITS,
with respect of: reliability, security, latency, etc. All ITS applications shall be associated
with an ITS application priority according to its functional and operational requirements.
- Facilities layer: Provides support to ITS applications which can share generic functions and
data according to their respective functional and operational requirements. Contains
functionality from the OSI application layer, the OSI presentation layer and the OSI session
layer with amendments dedicated to C-ITS, i.e. Application support, information support,
communication support, session support, a facilities layer management.
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- Network and transport layer: Contains functionality from the OSI network layer and the
OSI transport layer with amendments dedicated to C-ITS: One or several networking
protocols, one or several transport protocols, and a network and transport layer
management. Different possible networking modes are identified (GeoNetworking
protocol, IPv6 networking with mobility support, IPv6 over GeoNetworking). Different
transport protocols are also identified (UDP/TCP, dedicated C-ITS transport protocols,
others).
- Access layer: Support of multiple access technologies including legacy technologies. Each
access technology consists of a:
o Physical layer (PHY) connecting physically to the communication medium
o A data link layer (DLL), which may be sub-divided into a medium access control
sub-layer (MAC) managing the access to the communication medium, and a logical
link control sub-layer (LLC)
o Management sub-layer to interface with the management layer.
- Management: contains management elements which may be functionality grouped as:
Networking management, management of congestion control, management of service
advertisement, common management information base (MIB), cross-interface
management, etc.
- Security: contains security functionality related to the C-ITS communication protocol stack,
the ITS station and ITS applications, e.g.: firewall and intrusion management,
authentication, authorization and profile management, identity, crypto key and certificate
management, a common security information base (SIB), etc.
- Frequency allocation: ITS G5 makes use of IEEE 802.11p as access layer. The European
Union has allocated a band at 5.9GHz for its use on C-ITS as well as radiation limits and
frequency masks and sideband attenuation. This allocated band is divided in different
channels to be used by ITS stations and its applications.
Figure 7. ETSI G5 Extended ITS station reference architecture

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ETSI has also defined different standards that define the necessary testing to be performed in ITS
stations towards the compliance certification with each of the standards defined in the protocol
stack. These standards include TTCN-3 compliance testing scripts as for other communication
systems.
Figure 8. Frequency allocation for C-ITS communication systems in Europe, Japan and the United States
(04/04/2014)
Current work is ongoing on interoperability issues. Compliance of the ITS stations does not
guarantee that this devices will be able to communicate safely and robustly with other equipment
developed by other vendors. ETSI is developing these new interoperability standards as well as
starting with Release 2, which will focus in Day-2 applications and safety issues.
Short range communications allow robust, low latency and low cost communications between the
vehicles, providing the necessary communications framework to enable coordinated platooning.
The on-board units of the platoon vehicles must comply with ETSI G5 protocol where possible,
maximizing interoperability between different vendor and car manufacturer solutions. However,
platooning is not a Day-1 applications and its communication requirements may not be covered
by Release-1 standards. COMPANION must assess these gaps in the current standards and
override them to accomplish the functionality of the system.
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5.2.13. Long range communication standardization: ETSI IT G5
Description:
Beyond the short-range communications defined in the ETSI G5 protocol, other types of long
range communications are available: GPRS/3G/4G/LTE. These technologies allow to connect the
on board units with service providers or traffic management centers.
The mobile network systems evolve with a roadmap not specifically focused on ITS, but open to
several application domains and driven by the market demand. In this situation, the ITS
application domain can benefit from the availability of this technology without the need of
specifically investing in the deployment and operation of a dedicated network infrastructure. The
following drawing shows the roadmap from 2G to 4G technologies, highlighting evolution of
techniques and performances.
Figure 9 - Cellular Technologies Roadmap
2G and 3G networks have already proved fully suitable and are increasingly used all over Europe
for a number of commercial ITS services and the new LTE technology being currently deployed by
all major Mobile Network Operators will offer improved performances which will result useful to
the ITS domain as well so increasing the possible choices for the system integrators. Long Term
Evolution (LTE) is based on standards developed by the 3rd Generation Partnership Project (3GPP
(www.3gpp.org)) within the Release 8 timeframe. LTE may also be referred (more formally) as
Evolved UMTS Terrestrial Radio Access (E-UTRA) and Evolved UMTS Terrestrial Radio Access
Network (E-UTRAN).
The COMPANION back office communications with the on-board unit in the vehicle will use long
range communications based in cellular access technologies. These technologies provide a TCP/IP
communication channel with high coverage rate (specially with 2G/GPRS) and moderate costs
(directly dependant of the payload of the messages to be sent).
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5.2.14. ISO 26262 Certification standard about functional safety
Description:
ISO 26262 is a functional safety standard that is intended to be applied to all the
electric/electronic (E/E) systems that will be installed in a series production passenger vehicle
with a maximum gross weight of up to 3.5 tons. The standard provides guidelines and regulations
throughout the vehicle development cycle from the conceptual phase to the decommissioning.
Management Development Production Operation Service Decommission
Figure 10: Automotive safety lifecycle

In general ISO 26262:
- Provides an automotive safety lifecycle (Figure 10: Automotive safety lifecycleFigure 10)
and supports tailoring the necessary activities during these lifecycle phases;
- Provides an automotive specific risk based approach to determine integrity levels
[Automotive Safety Integrity Levels (ASILS)];
- Uses ASILs to specify application requirements of ISO 26262 so as to avoid unreasonable
residual risk;
- Provides requirements for relations with suppliers.
The standard is divided into 10 parts distributed along the industry standard development V-cycle
Figure 11 ISO 26262 and the V-model developing stages
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Item Definition
Co
nce Hazard Analysis and Risk Assessment
pt Normally
Pha OEM’s
se Assignment of consolidated safety goals Responsibility
Definition of functional safety Concept
Produ
Specifications of Technical safety requirements
ct
Devel
Normally
opmen Specifications of Specifications of Supplier’s
t Hardware safety Software safety Responsibility
requirements requirements
Figure 12 Interaction between car manufacturers and supplier in functional safety definition
Item Definition:
Item definition is the starting point of functional safety. An item is normally described as a system,
a group of system or a function to which ISO 26262 is applied. This task involves documenting
each item individually and then describing the purpose and the functionality of the item and also
the dependencies between each item and its environment.
Hazard Analysis and Risk Assessment:
This phase includes 2 main tasks:
Hazard Analysis: Each requirement of the functional specifications is analysed in detail to

determine all the possible hazard states for the function and verify if certain function is or isn’t
safety critical.
Risk Assessment: Once the safety critical hazards are identified, risk [Automotive Safety Integrity
Levels (ASILs)] are assigned to each hazard with the help of allocation table defined in the
standard.
Where the Risk is a function of:
- Exposure: How often the vehicle is in a situation in which the people involved e.g. driver,
passengers or other road user may be put at risk.
- Controllability: How well the individuals involved can handle the infringement of the
safety goal.
- Severity: Quantifies the seriousness of the consequences that may arise from a breach of
a safety goal.
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Assignment of consolidated safety goals
Safety goals must be defined for each hazard that is safety critical. Safety goals are generally the
opposite of the hazard. They define in the most general terms, what the function should be able
to do to avoid a particular hazard.
Defining of the Functional safety concept
This involves defining a generic strategy from a functional point of view to avoid the probably
hazard in case of a failure and enter a safe state. This is the first step in defining safety strategies
with the intention of entering a “Safe State” in the event of a failure.
Specifications of technical safety requirements
The technical aspects of the “Functional safety concept” are defined at this stage with/by the
suppliers. These technical specifications will generate 2 separate documents:
- Specifications of the hardware safety requirements

- Specifications of the software safety requirements
Testing and Validation
Finally the OEM is also responsible for preparing the test cases and verifying that all the safety
goals are met by the system as defined by the functional safety concept.
ISO26262 sets methodologies to assess the functional safety requirements to be fulfilled in the
design, development and validation of automotive Electronic Control Units as the on-board
system to be used in COMPANION. ISO26262 has focus on the vehicle level, determining the
hazard and criticality of the different functionalities of the system; however it fails to correctly
define safety levels when more than one vehicle is involved as it is in the case of platooning.
5.3. Regulation frames regarding vehicle’s use:
5.3.1. UNECE Regulation Nº105 (UNECE) - ADR
The European Agreement concerning the International Carriage of Dangerous Goods by Road
(ADR) was done at Geneva on 30 September 1957 under the auspices of the United Nations
Economic Commission for Europe, and it entered into force on 29 January 1968. The Agreement
itself was amended by the Protocol amending article 14 (3) done at New York on 21 August 1975,
which entered into force on 19 April 1985.
The Agreement itself is short and simple. The key article is the second, which say that apart from
some excessively dangerous goods, other dangerous goods may be carried internationally in road
vehicles subject to compliance with:
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- the conditions laid down in Annex A for the goods in question, in particular as regards
their packaging and labelling.
- the conditions laid down in Annex B, in particular as regards the construction, equipment
and operation of the vehicle carrying the goods in question.
As vehicles transporting dangerous may be a part of the platoons defined in Companion project, it
is important to take into account ADR specifics requirements, in order to define the routes in a
proper way, avoiding countries where some transports may be forbidden or require the fulfilment
of specific additional conditions, due to the fact that ADR is not a mandatory regulation, but an
agreement between contracting parties.
As ADR agreement establishes requirements both for the packaging and labelling of goods and for
the vehicles, it shall be taken into account that depending on the goods to be carried, a vehicles
may be authorized or not to be driven into a certain country.
Fulfilment analyses
At the present time, all of the special vehicles for transport of dangerous goods which travel into
different countries in Europe fulfil the necessary requirements for each of these countries.
As the routes are going to be decided taking into account several requirements, one of this
requirements shall be the level of fulfilment of the ADR agreement of each vehicle and load, as
well as the minimum requirements in each country, in order to avoid vehicles to enter countries
for which they do not have ADR permission.
ADR agreement is permanently under development (approximately one new version every two
years).
However, the requirements for the vehicles are also contained in Regulation ECE 105, which is
included into the list of mandatory regulatory acts to be fulfilled for European Whole Vehicle Type
Approval, if the vehicle is designed and built for transport of dangerous goods. That allows the
study of the Companion project to be focused especially in the future requirements for the goods
themselves, as the requirements for the vehicle will advance in parallel in ADR agreement and
Regulation ECE 105.
5.3.2. UNECE Treaty: Agreement on the International Carriage of Perishable

Foodstuffs and on the Special Equipment to be used for such Carriage (ATP)
The Agreement on the International Carriage of Perishable Foodstuffs and on the Special
Equipment to be used for such Carriage (ATP) done at Geneva on 1 September 1970 entered into
force on 21 November 1976.
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The ATP is an Agreement between States, and there is no overall enforcing authority. In practice,
highway checks are carried out by Contracting Parties, and non-compliance may then result in
legal action by national authorities against offenders in accordance with their domestic
legislation. ATP itself does not prescribe any penalties.
ATP applies to transport operations performed on the territory of at least two of the Contracting
Parties. In addition, a number of countries have also adopted the ATP as the basis for their
national legislation.
This regulation sets the technical requirements for the special vehicles for ATP use, taking into
account the goods to be transported and the conditions required for these goods.
It defines different types of special vehicle for ATP use:
- Insulated
- Refrigerated
- Mechanically refrigerated
- Heated
Description of the influence on the companion system:
Companion vehicles are going to travel along Europe, and may cross several countries. As ATP
agreement is not a mandatory regulation, but an agreement between contracting parties, some of
the countries in which the platoons can enter may have a different level of application.
Thus, as national requirements may differ, it is important in the case of vehicles for transport of
perishable goods to take into account which countries will this platoon cross, in order to check if
each of the vehicles is suitable to be driven in such countries.
Fulfilment analyses
At the present time, all of the special vehicles for transport of perishable goods which travel into
different countries in Europe fulfil the necessary requirements for each of these countries.
As the routes are going to be decided taking into account several requirements, one of this
requirements shall be the level of fulfilment of the ATP agreement of each vehicle and the
minimum requirements in each country, in order to avoid vehicles to enter countries for which
they do not have ATP permission.
The progress in ATP agreement shall be divided in two different levels.
First of all, there is the UNECE level. At this level, ATP agreement is permanently under
development, taking into account the technical progress and the sanitary improvements in term
of perishable goods conservation.
At a national level, there is also a permanent development, which tends to standardise the
requirements along Europe. An European standard in terms of ATP would eliminate the problems
that can occur at the present moment when deciding the route for a platoon in terms of ATP
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5.3.3. Regulation (EC) No 1071/2009 Road transport operators: conditions for the
pursuit of the occupation
This Regulation is therefore intended to reinforce the harmonisation of the rules with the aim, in
particular, of promoting fair competition between road transport companies and improving the
level of professional qualification of staff.
This regulation establishing common rules concerning the conditions to be complied with to
pursue the occupation of road transport operator and repealing Council Directive 96/26/EC
This Regulation lays down provisions relating to the occupation of road transport operator, which
includes the occupations of haulage operator and passenger transport operator. It applies to all
undertakings engaged in this occupation within the European Union (EU) and to undertakings
which intend to engage in the occupation. Undertakings engaged in the occupation of road
haulage operator using vehicles the mass of which exceed 3.5 tonnes, speed exceeding 40 km/h
and transport services on with profit basis
LIST OF SUBJECTS REFERRED TO IN ARTICLE 8
The knowledge to be taken into consideration for the official recognition of professional
competence by Member States must cover at least the subjects listed below for road haulage and
road passenger transport. In relation to these subjects, applicant road haulage and road
passenger transport operators must have the levels of knowledge and practical aptitude
necessary for the management of a transport undertaking
Regarding the road safety
The applicant must, in particular, in relation to road haulage and passenger transport:
1. Know what qualifications are required for drivers (driving licence, medical certificates,
certificates of fitness, etc.);
2. Be able to take the necessary steps to ensure that drivers comply with the traffic rules,
prohibitions and restrictions in force indifferent Member States (speed limits, priorities,
waiting and parking restrictions, use of lights, road signs, etc.);
3. Be able to draw up instructions for drivers to check their compliance with the safety
requirements concerning the condition of the vehicles, their equipment and cargo, and
concerning preventive measures to be taken
4. Be able to lay down procedures to be followed in the event of an accident and to
implement appropriate procedures to prevent the recurrence of accidents or serious
traffic offences;
5. Be able to implement procedures to properly secure goods and be familiar with the
corresponding techniques; in relation to road passenger transport:
6. Have elementary knowledge of the layout of the road network in the Member States
Fulfilment analyses
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Companion users are the responsible to fulfil this regulation. However their correct compliance
also affects the other vehicles that are going to take part in the platoon and consequently this
should be considered by the Companion system.
5.3.4. Regulation (EC) No 561/2006: Driving time in the road transport sector
The Regulation lays down new and simpler provisions concerning driving times, breaks and rest
periods for drivers of Lorries and buses. It defines the responsibilities of transport undertakings
and drivers as well as possible exceptions. It contains provisions on the monitoring and evaluation
of the Regulation, and on penalties in the event of infringements.
This Regulation shall apply to the carriage by road of goods by vehicles with a total mass
exceeding 3.5 tonnes
European Union (EU) Member States can also decide to grant other exemptions subject to
individual conditions on their own territory in the following cases.
- belonging to the public authorities provided they do not compete with private transport
undertakings;
- operating on small islands which are not linked to the national territory;
- used for milk collection and the return of milk intended for animal feed
- specialised for transporting money and/or valuables;
- carrying animal waste not intended for human consumption
Driving time is subject to a number of rules, i.e.:
- the daily driving time should not exceed nine hours. Twice a week, this may be extended
to ten hours;
- the weekly driving time shall not exceed 56 hours;
- the total driving time during any two consecutive weeks shall not exceed 90 hours;
- the driver should record as other work on the tachograph any work time during which he
is not driving, as well as any time spent driving a vehicle not falling within the scope of this
Regulation and the journey time on a ferry or train when he has no access to a bunk or
couchette;
- after driving for four and a half hours a driver shall take an uninterrupted break of not less
than 45 minutes or of 15 minutes followed by 30 minutes over the same period;
- a compulsory weekly rest period of at least 45 hours (regular weekly rest period) or
24 hours (reduced weekly rest period);
- if, over the course of two consecutive weeks, a driver can take only one reduced weekly
rest period, the reduction shall be compensated for by an equivalent period of rest taken
en bloc before the end of the third week;
- between two weekly rest periods, a driver may not take more than 3 reduced daily rest
periods;
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- where a driver chooses to do this, daily rest periods and reduced weekly rest periods may
be taken in a vehicle. On the condition that the vehicle is stationary and has suitable
sleeping facilities;
- when a driver takes a rest period where the vehicle is transported by ferry or train, that
period may be interrupted not more than twice for a maximum of one hour in total. The
driver should also have access to a bunk or couchette
Transport undertakings or other bodies offering the same service must ensure that their drivers
are able to comply with Regulation (EEC) No 3821/85 on the tachograph:
- they may not award bonuses related to distances travelled or the amount of goods
carried if that payment is such as to endanger road safety.
- they must ensure that transport time schedules are in line with this Regulation and that
data from digital tachographs are downloaded at the right time and kept for at least
12 months.
Transport undertakings shall be liable for infringements committed by drivers of the undertaking.
Except in cases where it cannot reasonably be held responsible, such as when a driver working for
more than one transport undertaking has not provided sufficient information for them to be able
to comply with this Regulation.
A Member State may approve some exceptions:
- after approval by the Commission, authorise exceptions for some transport operations in,
from or to areas of its own territory with a population density of less than five persons
per square kilometre;
- grant an exception for a period not exceeding 30 days in urgent cases and for transport
operations carried out entirely on their territory;
- subject to approval by the Commission, grant an exemption in exceptional circumstances
for transport operations carried out entirely on their territory.
- The driver may not comply with the Regulation so as to enable the vehicle to reach a
suitable stopping place. However, he must indicate the reason for his journey manually on
the record sheet or on a printout from the digital tachograph. In addition, under certain
conditions, a driver carrying out an occasional international passenger transport service
may push b
- The basic directive concerning certain aspects of the organisation of working time
provides for the replacement of its general provisions with more specific requirements.
This is the case for transport. For this particular sector, Regulation (EC) No 561/2006 lays
down the maximum daily driving time and the minimum duration of the rest periods.
Fulfilment analyses
This is responsibility for the transport undertakings. However, as the routes are going to be
decided taking into account several requirements, one of this requirements shall be the
driving hours and to rest for each vehicle.
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5.3.5. Directive 2011/82/EU: Facilitating the cross-border exchange of information

on road safety related traffic offences
This Directive aims to ensure a high level of protection for all road users in the Union by
facilitating the cross-border exchange of information on road safety related traffic offences and
thereby the enforcement of sanctions, where those offences are committed with a vehicle
registered in a Member State other than the Member State where the offence took place.
This Directive shall apply to the following road safety related traffic offences: speeding; non-use
of a seat-belt; failing to stop at a red traffic light; drink-driving; driving under the influence of
drugs; failing to wear a safety helmet; use of a forbidden lane; illegally using a mobile telephone
or any other communication devices while driving
Article 8: Information for road users in the Union
1. The Commission shall make available on its website a summary in all official languages of the
institutions of the Union of the rules in force in Member States in the field covered by this
Directive. Member States shall provide information on these rules to the Commission.
2. Member States shall provide road users with the necessary information about the rules
applicable in their territory and the measures implementing this Directive in association with,
among other organizations, road safety bodies, non-governmental organizations active in the field
of road safety and automobile clubs
In traffic rules some differences are done regarding vehicles categories. However platoons are not
taking into account.
Fulfilment analyses
These local rules may be taken into account in the rout calculation and also carriers should know
what they need to travel thought this countries. In the following table (Table 3) there is a
summary of local limitations and requirements.
Max. speed Other specific rules

Distance between
Non-urban roads
Highway (km/h)
Position lights,
(profecional)
extinguisher
Snow tyres,
alchool g/l
mandatory
mandatory
Medical kit
vehicles (s)
Triangle
Others
Town
Best
80 70 50 0.1 No Yes Yes Yes Yes No (21)

Austria
Federal Ministry of Transport, Innovation and Technology
90 90 50 3s 0.2 No No Yes Yes Yes Yes -
Belgium
Federal Public Service Mobility and Transport GD Mobility and Road Safety Direction B1
100 80 50 3s 0.5 Yes(10) Yes Yes Yes Yes yes -
Bulgaria
Ministry of Regional Development and Public Works
90 80 50 0.0 Yes (9) Yes No No No No -
Croatia
Ministry of Interior
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Czech 80 80 50 0.0 Yes Yes(11) No No Yes No -

Republic Ministry of Transport
80 70 50 0.5 No No No Yes No No (21)
Denmark
The Police, Danish National Traffic Police
90 90 50 0.2 Yes Yes(12) Yes Yes Yes Yes (21)
Estonia
Ministry of Economic Affairs and Communications
80 80 50 0.2 Yes Yes No Yes Yes Yes (21)
Finland
Ministry of Transport and communications
90(1)/80(2) 80 50 3s 0.5 No No Yes Yes Yes No -
France
DGEC/SCEE Sous - Direction de la sécurité et des émissions des véhicules SD6
80 80/60(3;4) 50 * 0.0 No Yes No Yes Yes No -
Germany Ministry of Transport, Building and Urban Development Ministry of Transport, Building and Urban Development:
Referat LA 21(Driving License) Referat LA 22 (Traffic Regulations)
85(1)/80(2) 80 50 0.2 No No No Yes Yes Yes -
Greece
Ministry of infrastructure, transport & networks Directorate of Road Safety
80 70 50 3s 0.0 Yes No No Yes No No -
Hungary
Országos Rendőrfőkapitányság
90 80 50 0.5 Yes No No No No No -
Ireland
Department Of Transport Tourism and Sport
100(1) 80(2) 80/70(6) 50 3s 0.0 Yes Yes Yes Yes No No -
Italy Ministero delle Infrastrutture e dei Trasporti – Dipartimento per i Trasporti, la navigazione ed i sistemi
informativi e statistici / D.G. per la Motorizzazione / D. G. per la Sicurezza stradale / D. G. per il Trasporto
Stradale e per l'Intermodalità
90/80(3) 90/80(3) 50 0.5 Yes Yes(12) No No Yes Yes (22)
Latvia
Road Traffic Safety Directorate
80/90(2) 70(7)/80 50 0.2 Yes Yes (13) Yes Yes Yes Yes -
Lithuania
Ministry of Transport and Communiactions
90 75 50 3s 0.2 No Yes (14) Yes Yes No No -
Luxembourg
Ministère du Développement durable et des Infrastructures Département des Transports
60 60 40 0.8 No no No No No Yes -
Malta
Transport Malta
80 80 50 3s 0.5 No No No Yes No No -
Netherlands
Ministry of Infrastructure and the Environment
80 70 50 0.2 Yes No No Yes No Yes -
Poland
Ministry of Infrastructure Road Transport Department
90(1)/80(2) 50 -
80/70(4) 3s 0.5 No No Yes Yes No No
70(4) 40(4)
Portugal
Instituto da Mobilidade e dos Transportes Terrestres
Unidade Nacional de Trânsito
110 90/80 50 0.0 Yes Yes(14) Yes Yes No Yes -
Romania Ministry of Administration and Interior
Ministry of Transport and Infrastructure
90 90 50 0.0 Yes Yes(15) Yes Yes No No -
Slovakia
80(1)/90(2) 80 50 0.0 Yes Yes(16) Yes Yes Yes No (23)
Slovenia
Ministry of Transport
80 80/70(8) 50 3s 0.3 No No(17) Yes Yes(19) No Yes(20) (24)
Spain Dirección General de Tráfico
Dirección General de Transporte Terrestre. Ministerio de Fomento
90 70 50 3s 0.2 Yes Yes(18) No Yes No Yes -
Sweden
Swedish Transport Agency
96/80(6) 64 48 3s 0.8 No No No No No No -
United
Highways Agency
Kingdom
Driving Documents Driver and Vehicle Licensing Agency
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(1) Motorway (15) Driven wheels from 15 November to 15march if the road
(2) Expressway is covered with snow and ice
(3) Over 7.5 tones (16) From 15 November to 15 March, and beyond these dates
(4) If trailer or semitrailer during wintry conditions
(5) Dual carriageways (17) Wheel chains in heavy snow
(6) Over 12 tones (18) From 1 December to 1 March if the Swedish Police
(7) No asphalt decides there are wintry conditions.
(8) Road shoulder <1.5m (19) Two bests
(9) In winter (20) Large commercial vehicles
(10) From 1november to 1 march (21) Wheel chock mandatory
(11) From 1november to 31 march, in snow and ice (22) Emergency hazard
(12) From 1december 1 march (23) Replacement bulbs
(13) From 10 November until 31 March (only vehicles (24) Spare wheel and tools for fitting it
weighing 3500 kg or less) (*)Half part of the speed
(14) In wintery conditions (snow and ice)
Table 3: Maximum speed and other requirements for N3 vehicle and the local body’s’ stockholders
5.3.6. Directive 2006/126 EC: Driving licenses
This Directive recasts the existing legislation harmonising the conditions for issuing national
driving licences. The aim is to improve mutual recognition of licences and so make it easier for
people to move within the European Union (EU) or to settle in an EU country other than the one
in which they have passed a driving test.
The driving licence may authorise the holder to drive vehicles in the following categories:
- category A motorcycles weighing less than 750 kg;

- category B vehicles weighing less than 3,500 kg or caravans weighing less than
4,250 kg
- category B+E combinations consisting of a category B vehicle and trailer;
- category C vehicles weighing more than 3,500 kg;
- category C+E combinations consisting of a category C vehicle and trailer;
- category D vehicles having more than 8 seats;
- category D+E combinations consisting of a category D vehicle and trailer
EU countries must ensure that applicants for driving licenses possess the knowledge and skills and
exhibit the behaviour required for driving a motor vehicle. In general, the tests introduced to this
effect must consist of:
- a theory test;
- a test of skills and behaviour.
Fulfilment analyses
There are no troubles to drive across Europe with a European driving license; therefore there will
be no specific requirement in the route calculation.
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5.3.7. Directive 2002/15/EC Organisation of working time in respect of road

transport activities
This Directive supplements the provisions of Regulation (EC) No 561/2006 described above. The
provisions of this Regulation in regard to breaks, rest periods and driving periods continue to
apply to the self-employed drivers and to the mobile workers concerned.
The Directive establishes:
- The average weekly working time may not exceed 48 hours. It can be extended to 60
hours only if an average of 48 hours per week is not exceeded within a period of four
months. For mobile workers, working time is the sum of the working hours spent working
for different employers. The mobile worker must inform the employer concerned in
writing of working time performed for another employer;
- an obligation to take a break after six hours of work in addition to the provisions on
breaks in Regulation (EC) No 561/2006;
- Daily working time may not exceed 10 hours for each period of 24 hours for night workers
- Records are kept of the workers’ working time. Member States must take the measures
necessary to ensure that the employer posts or displays in a place accessible to all
workers a copy of this Directive and of the corresponding domestic law. The employer is
required to record the working time of mobile workers and to keep these records for at
least one year.
Fulfilment analyses
In these cases the resting and driving time is defined by each country. So it would be carefully
taken into account for the route calculation.
5.3.8. Directive 2000/30/EC: Technical roadside inspection of the roadworthiness

of commercial vehicles circulating in the Community.
Description of the directive:
This directive sets out the legal framework for roadside roadworthiness checks on commercial
vehicles that are intended to carry passengers or goods. It supplements Directive 96/96/EC which
introduces a mandatory annual roadworthiness test at a testing station for on-road commercial
vehicles.
The directive provides for the introduction by the EU countries of regular, appropriate roadside
checks to be carried out without discrimination as to the driver’s nationality or vehicle
registration, and which every year covers a significant, representative cross-section of commercial
vehicles of all categories.
The roadside checks provided for in the directive shall be carried out in accordance with a
checklist (in Annex 1 of current directive). A certificate setting out the results of the spot check is
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to be handed to the driver of the vehicle, who must be in a position to present this on request in
order to simplify or avoid subsequent checks.
Fulfilment analyses
The companion platoons will be formed by vehicles that have passed the roadworthiness test
from their original country. As this directive announces, it is valid for all EU members, so no
problem will be regarding this topic for the companion.
5.4. Regulation frames regarding infrastructures:
5.4.1. Directive 2006/103/EC: Taxation of heavy goods vehicles: Eurovignette

Directive
Description of the directive:
The Directive sets common rules on distance-related tolls and time-based user charges (vignettes)
for heavy goods vehicles (above 3.5 tonnes) for the use of certain infrastructure. These rules
stipulate that the cost of constructing, operating and developing infrastructure can be leveraged
through tolls and vignettes to road users. It does not cover: vehicles registered in the Canary
Islands, Ceuta and Melilla, the Azores or Madeira and carrying out transport operations in these
territories or between these territories and Spain or Portugal
The regulatory framework aims at:
- improving the functioning of the road transport internal market by reducing the
differences in the levels and systems of tolls and vignettes applicable in Member States;
- taking better account of the principles of fair and efficient pricing by providing for greater
differentiation of tolls and vignettes in line with costs associated with the road use.
Vehicle taxes
The Directive indicates which taxes are concerned in each individual country. Each Member State
is responsible for adopting procedures for levying and collecting these taxes, which are charged
by the Member State in which the vehicle is registered.
Member States may not set vehicle tax rates any lower than the minimum rates set out in the
Directive. Under the Directive, Member States also have the option, in certain cases and subject
to certain conditions, of applying reduced rates or granting exemptions.
Tolls and user charges
Member States are able to differentiate tolls according to a vehicle's emission category ("EURO"
classification) and the level of damage it causes to roads, the place, the time and the amount of
congestion. This makes it possible to tackle the problems of traffic congestion, including damage
to the environment, on the basis of the "user pays" and "polluter pays" principles.
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Tolls must be levied according to the distance travelled and the type of vehicle; vignettes are
scaled according to the duration of the use made of the infrastructure and to the vehicle's
emission class;
5.4.2. Local regulation regarding the road taxes:
Although the Directive lays down certain rules to be followed by those Member States if they wish
to levy those charges, the application of tolls and vignettes is not mandatory for Member States.
Each EU country follows this directive with their local regulations particularities.
In the following table there is the summary of these taxes payment modes for each EU country
and the local bodies that regulates them.
- Vignettes a charge based on pre-paying for access to the network for a period ranging
from one day to one year
- Eurovignette is a single common vignette that provides access across all of those
countries, so is genuinely "interoperable". In three of those countries (Denmark, Belgium
and Hungary), these systems are subject to plans to replace them.
- Electronic network wide tolling This covers both GPS based and DSRC based distance
tolling Portugal's system is not on a network scale like most of the other examples.
- Manual tolls. Include countries with significant amounts of tolling, as it includes. Given
quite a few countries have manual tolling; it is more a case of those for which manual tolls
are regularly used on major highways, rather than incidental
- No tolls. Latvia and the UK are developing vignette systems.
Road user charges Local regulation bodies
Electronic network
Austria Federal Ministry of Transport, Innovation and Technology
tolling
Belgium Eurovignette Federal Public Service Mobility and Transport DG Land Transport
Bulgaria Vignette Road Infrastructure Agency
Croatia Tolls Ministry of the Sea, Transport and Infrastructure
Electronic network
Czech Republic Ministry of Transport
tolling
Denmark Eurovignette SKAT
Estonia No tolls Ministry of Economic Affairs and Communications
Finland No tolls Ministry of Finance
France Manual tolls APRR AREA
Electronic network
Germany Ministry of Transport, Building and Urban Development
tolling
Greece Manual tolls Ministry of infrastructure, transport & networks
Hungary Vignette Ministry of National Development Transport Infrastructure Department
Department Of Environment
Ireland Manual tolls
Department Of Transport, tourisme and transport/Department of finance
Ministero delle Infrastrutture e dei Trasporti - Dipartimento per le
Italy Manual tolls Infrastrutture
Autostrade per l’Italia Spa
Latvia No tolls Ministry of Transport, Land Transport Department
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Lithuania Vignette Ministry of Transport and Communiactions

Ministère du Développement durable et des Infrastructures Département
Luxembourg Eurovignette
des Transports
Malta - Transport Malta
Netherlands Ministry of Finance, Tax Authority Tax and Customs
Eurovignette
(12) Administration/Limburg/Department of International Issues
Electronic network
Poland General Directorate of National Roads and Motorways
tolling
Direcção - Geral das Contribuições e Impostos
Electronic network
Portugal Estradas de Portugal, S.A
tolling
Brisa, Auto- estradas de Portugal, S.A
Romania Vignettes Romanian National Company of Motorways and National Roads,
Electronic network
Slovakia Ministry of Transport, Construction and Regional Development
tolling
Slovenia Manual tolls Ministry of Transport
Spain Manual toll Dirección General de Carreteras
Sweden Eurovingette The County Tax Authority
United
No tolls Freight Policy & Lorry Charging Division Department for Transport
Kingdom
Table 4: Charging heavy goods vehicles in the EU and their local regulating bodies
The European Commission has published this map (Figure 13: july of 2012) depicting the EU
Member States that have road pricing for heavy goods vehicles. It classifies countries into six
groups:
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Figure 13: Charging heavy goofs vehicles in the EU

It is something that would be taken into account when the route calculation is done.
5.4.3. Directive 96/53/EC amended in 2002/7/EC Road safety: dimensions and

maximum weights authorised for both national and international journeys
Heavy goods vehicles transporting goods in Europe, buses and coaches, must comply with certain
rules on weights and dimensions for road safety reasons and to avoid damages to roads, bridges
and tunnels. Directive 96/53/EC set maximum common measures, ensuring that Member States
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cannot restrict the circulation of vehicles which comply with these limits from performing
international transport operations within their territories. However some EU members permit a
higher maximum mass limit for the traffic circulation inside their frontiers.
These rules complement the requirements for type-approval of commercial vehicles laid out in
Directive 97/27/EC. This directive (under responsibility of DG Enterprise) sets the framework for
putting vehicles such as light-duty and heavy-duty vehicles, buses and trailers on the market, and
applies only to new vehicles, whereas Directive 96/53/EC sets out rules for the circulation of all
commercial vehicles, the new ones like the others
Member States may not authorise the normal use on roads within the national frontiers of goods
vehicles or vehicle combinations that do not display the characteristics set out in Annex I, apart
from the standard relating to maximum height. Any vehicles or vehicle combinations exceeding
the maximum dimensions may only be used on the roads if a special authorisation has been
received.
In international traffic terms no Member State may refuse or ban the use, on its territory, of
vehicles registered or placed in service in other Member States for reasons deriving from their
weights and dimensions. In the case of national traffic that State may also not ban the use, on its
territory, of goods vehicles registered or placed in service in other Member States for reasons
relating to their dimensions. These two situations only apply if those vehicles comply with the
values laid down in Annex I, which sets out the maximum weights and dimensions and the
attendant characteristics.
Member States will take any action needed in order to ensure that vehicles are provided with one
of the three proofs set out below:
- a "manufacturer's" plate supplemented by a plate concerning dimensions; or

- a single plate containing the data from the two plates referred to above; or
- a single document issued by the competent authority in the Member State in which the
vehicle is registered or was placed in service, and which contains the same data as those
on the other plates.
ANNEX I: MAXIMUM WEIGHTS ANDDIMENSIONS AND RELATED CHARACTERISTICS OF VEHICLES
1. Maximum authorized dimensions for the vehicles referred to in Article 1

1.1. Maximum length
- motor vehicle other than a bus 12,00 m
- trailer 12,00 m
- articulated vehicle 16,50 m
- road train 18,75 m
1.2. Maximum width:
- all vehicles 2,55 m
- superstructures of conditioned vehicles 2,60 m
1.3. Maximum height (any vehicle) 4,00 m
2. Maximum authorized vehicle weight (in tonnes)
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2.1. Vehicles forming part of a vehicle combination

2.1.1. Two-axle trailer 18 tones
2.1.2. Three-axle trailer 24 tonnes
2.2. Vehicle combinations
2.2.1. Road trains with five or six axles
a) two-axle motor vehicle with three-axle trailer 40 tonnes
b) three-axle motor vehicle with two or three-axle trailer 40 tonnes
2.2.2. Articulated vehicles with five or six axles
a) a) two-axle motor vehicle with three-axle semi-trailer 40 tonnes
b) b)three-axle motor vehicle with two or three-axle semi- trailer 40 tonnes
c) three-axle motor vehicle with two or three-axle
semi-trailer carrying a 40-foot ISO container as a combined
transport operation 44 tonnes
2.3. Motor vehicles
2.3.1. Two-axle motor vehicles 18 tonnes
2.3.2. Three-axle motor vehicles 25 tonnes
26 tones
where the driving axle is fitted with twin tyres and air suspension or suspension
recognized as being equivalent within the Community as defined in Annex II, or
where each driving axle is fitted with twin tyres and where the maximum weight
for each axle does not exceed 9,5 tonnes
2.3.3. Four-axle motor vehicles with two steering axles 32 tonnes
where the driving axle is fitted with twin tyres and air suspension or suspension
recognized as being equivalent within the Community as defined in Annex II, or
where each driving axle is fitted with twin tyres and where the maximum weight
for each axle does not exceed 9,5 tonnes
3. Maximum authorized axle weight of the vehicles referred to in Article 1 (1) (b)
3.1. Single axles Single non-driving axle 10 tonnes
3.2. Tandem axles of trailers and semi-trailers The sum of the axle weights per tandem
axle must not exceed, if the distance (d) between the axles is:
3.2.1. less than 1 m (d < 1,0) 11 tonnes
3.2.2. between 1,0 m and less than 1,3 m (1,0 ≤ d < 1,3) 16 tonnes
3.2.3. between 1,3 m and less than 1,8 m (1,3 ≤ d < 1,8) 18 tonnes
3.2.4. 1,8 m or more (1,8 ≤ d) 20 tonnes
3.3. Tri-axles of trailers and semi-trailers The sum of the axle weights per tri-axle must not
exceed, if the distance (d) between the axles is:
3.3.1. 1,3 m or less (d ≤1,3) 21 tonnes
3.3.2. 3.3.2 over 1,3 m and up to 1,4 m (1,3 <d ≤1,4) 24 tonnes
3.4. Driving axle
3.4.1. Driving axle of the vehicles referred to in 2.2.1 and 2.2.2 11,5 tonnes
3.4.2. Driving axle of the vehicles referred to in points 2.2.3,
2.2.4, 2.3 and 2.4 11,5 tonnes
3.5. Tandem axles of motor vehicles The sum of the axle weights per tandem axle must
not exceed, if the distance (d) between the axles is:
3.5.1. less than 1 m (d < 1,0) 11,5 tonnes
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3.5.2. 1,0 m or greater but less than 1,3 m (1,0 ≤ d < 1,3) 16 tonnes
3.5.3. 1,3 m or greater but less than 1,8 m (1,3 ≤ d < 1,8) 18 tonnes
4. Related characteristics of the vehicles referred to in Arteicle 1 (1) (b)

4.1. All vehicles The weight borne by the driving axle or driving axles of a vehicle or
vehicle combination must not be less than 25 % of the total laden weight of the
vehicle or vehicle combination, when used in international traffic
4.2. Road trains The distance between the rear axle of a motor vehicle and the front axle
of a trailer must not be less than 3,00 m.
4.3. Maximum authorized weight depending on the wheelbase The maximum authorized
weight in tonnes of a four-axle motor vehicle may not exceed five times the distance
in metres between the axles of the foremost and rearmost axles of the vehicle
4.4. Semi-trailers The distance measured horizontally between the axis of the fifth-wheel
king pin and any point at the front of the semi-trailer must not exceed 2,04 m
The maximum masses and maximum dimensions for each vehicle are well known for carriers and
drivers, so they should not have any problem to comply this directive. However if the companion
is going to calculate the route it should be take into account as a possible condition or restriction.
Fulfilment analyses
Considering that will only take part in the companion s N3 trucks (as it is written in the D2.1), the
maximum masses and dimensions are at least the once defined by the current directive. However
for each country the weight limit can be higher. In that case carriers could increase the charge of
their vehicles. If the companion is going to calculate the route it should be take into account the
upper maximum masses limitation for some EU states as a possible condition or restriction
Regarding that the companion could be considered as a road train (instead of separate vehicles)
in order to avoid road, bridges, tunnels and other infrastructure damages, the whole platoon
should not pass 44 tons of mass.
5.4.4. Local regulation regarding the diving maximum masses and dimensions:
By avoiding obstacles at borders and ensuring that no hauliers are exposed to unfair competition,
the above directive aims to facilitate the internal market and to ensure free movement of goods
in Europe. For national transport however, the Directive foresees a number of derogations and
Member States can decide to apply standards that deviate from the Directive for transport within
their own borders, for instance for the transport of large loads such as forestry goods or longer
combination of vehicles in Nordic countries.
The following table summarises the local maximum permissible mas in goods transports road
traffic and the local bodies’ stockholders
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Maximum Weight Maximum dimensions
Length (lorry or trailer)

non-drive axle (t)
Lorry2 axles (t)
Lorry 3 axles (t)

Local regulation body
drive axle (t)
Height (m)
width (m)
(m)
Federal Ministry of Transport
Austria 10 11.5 18 26 4 2.55 (3) 12 Bundesanstalt für Verkehr Innovation and
Technology
Federal Public Service Mobility and Transport GD
Mobility and Road Safety Direction D1 (traffic
Belgium 10 12 19 26 4 2.55 (3) 12
regulations) Direction D2 (driving licence)
Direction B1 (technical conditions of vehicle)
Bulgaria 10 11.5 18 26 (2) 4 2.55 12 Ministry of Transport, Information Technology
and Communications
Croatia 10 11.5 18 24 4 2.55 (3) 12 Ministry of the Sea, Transport and Infrastructure
Czech Republic 10 11.5 18 26 (2) 4 2.55 (3) 12 Ministry of Transport
Denmark 10 11.5 18 26 4 2.55 (3) 12 Danish Transport Authority
Ministry of Economic Affairs and
Estonia 10 11.5 18 26 (2) 4 2.55 (3) 12
Communications
Finland 10 11.5 18 26 (2) 4.20 2.60 (6) 12 Ministry of Transport and Communications
13; 13; Ministère des transports STR TR4 -> R5
France 19 26 .-. 2.55 (3) 12
12 12
Ministry of Transport, Building and Urban
Germany 10 11.5 18 26 (2) 4 2.55 (3) 12
Development Referat LA 23 (Vehicle Safety)
7; Ministry of infrastructure, transport & networks
Greece 13 19 26 4 2.55 12
10 Directorate of Vehicle Technology
Ministry of National Development Transport
Hungary 10 11.5 18 25 4 2.55 (3) 12
Infrastructure Department
Ireland 10 11.5(9) 18 26 (2) 4.65 2.55 (3) 12 Road Safety Authority
Ministero dell e Infrastrutture e dei Trasporti -
Italy 12 12 18 26 (2) 4 2.55 (3) 12 Dipartimento per i Trasporti, la navigazione ed i
sistemi informativi e statistici
Latvia 10 11.5 18 26(2) 4 2.55 (3) 12 Latvian State Roads
Lithuania 10 11.5 18 26 (2) 4 2.55 (3) 12 Ministry of Transport and Communiactions
Ministère du Développement durable et des
Luxembourg 10 12 (11) 19 26 4 2.55 (3) 12
Infrastructures Département des Transports
Malta 10 11.5 18 25 4 2.55 (3) 12 Transport Malta
21.5; Ministry of Infrastructure and the Environment
Netherlands(12) 10 11.5 21.5 4 2.55 (3) 12
30.5 (22)
General Directorate of National Roads and
Poland 10 11.5 18 26 (2) 4 2.55 (3) 12
Motorways
Instituto da Mobilidade e dos Transportes
Portugal 10 12 19 26 4 2.55 (3) 12
Terrestres
Romanian National Company of Motorways and
Romania 10 11.5 18 25 4 2.55 12
National Roads
Ministry of Transport, Construction and Regional
Slovakia 10 11.5 18 26.(2) 4 2.55 (3) 12 Development
Slovenia 10 11.5 18 26 (2) 4 2.55 (3) 12 Ministry of Transport
Dirección General de Tráfico
25
Spain 10 11.5 18 4 2.55 (3) 12 Dirección General de Transporte Terrestre.
26 (34)
Ministerio de Fomento
Sweden 10 11.5 18 26 (2) 4 2.55 (3) 12 Swedish Transport Administration
United Transport Technology and Standards Division,
10 11.5 18 26 (2) .-. 2.55 (3) 12
Kingdom Department for Transport
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(2) Only with air suspension or similar, and ABS

(12) Under specific conditions EMS (European Modular System)
(Anti-lock Braking System)
combinations may have a maximum length of 25.25 m and maximum
(3) Vehicles at controlled temperatures = 2.60 m
mass of 60t
(9) Weight per drive axle: mechanical suspension
(22) Depending on the distance between the axles, number of driven axles,
(national traffic) = 10.5t;
type of suspension and single or double mounted tire
road friendly suspension (national traffic) =
(34) When the driving axle is fitted and pneumatic suspension or
11.5t;
recognized as equivalent to EU level, or where each driving axle is
international traffic =11.5 t
fitted with double tires and the MMA on each axle doesn't exceed 9'5 t
(11)Weight per drive axle: mechanical suspension =
=26t
11.5t
Table 5: Summary of maximum masses and dimensions and the local body that regulates it in each EU
country.
The maximum masses possible to caring for each vehicle are well known for carriers and drivers.
However if the companion is going to calculate the route it should be take into account as a
possible condition or restriction.
Fulfilment analyses
As it is said in the Directive 96/53/EC all the vehicles that fulfils the masses and dimensions
limitation described in it will have no problems to drive thought all the European countries.
However if a vehicles don’t complies the Directive96/53/EC but fulfils with the local regulations
neither would them have any problem.
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6. Discussions groups and current work for regulations

The agreements of vehicles characteristics and the rules road traffic are being discussed by several
groups. Some of them are just regulatory groups which are continuously improving their agreements
and others are simple discussing groups looking for the implementation of new technologies in the
official rules. The most important and influence groups, which are defined in the following lines, are
working about the autonomous or semiautonomous driving and so, their work is important for the
Companion project.
6.1. Harmonization of Vehicle Regulations (WP.29) UNECE
The Inland Transport Committee (ITC), the highest policy-making body of the UNECE in the field of
transport, has provided a pan-European intergovernmental forum, where UNECE member
countries come together to forge tools for economic cooperation and negotiate and adopt
international legal instruments on inland transport.
Figure 14: Hierarchical chart of the United Nations Transport committee
In the ITC, the subsidiary body World Forum for Harmonization of Vehicle Regulations (WP.29)
(Figure 14) has established six permanent Working Parties (GRs), with the aim to incorporate into
its regulatory framework the technological innovations of vehicles to make them safer and more
environmentally sound:
- Noise (GRB)
- Lighting and Light-Signalling (GRE)
- Pollution and Energy (GRPE)
- Brakes and Running Gear (GRRF)
- General Safety Provisions (GRSG)
- Passive Safety (GRSP).
This group of experts conducts research and analysis to develop noise, active safety (specifically
on braking and running matters), light, general safety and passive safety requirements. They
convene officially twice a year and entrusts informal groups with specific problems that need to
be solved urgently or that require special expertise.
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To include any novelty, modification or extension in the regulation acts of the vehicle type
approval, a new technical necessity should be announced in the WP29 (directly by their members
or as a suggestion coming from the Ad Hoc working groups). Once the discussion about this
necessity is accepted, the technical requirements for the new regulation are developed in a
specific working group (Ad Hoc Working group). Finally it is presented to the correspondent
responsible GR. After the proposal have been discussed and accepted in technical terms it is sent
to the WP29 where its practicability will be discussed and accepted. Together with the WP29 the
administrative committees Ac1 Ac2 and Ac3 (council about the 1998 Geneva agreement, 1958
Geneva agreement and the 1997 Vienne agreement) will give their approval.
Figure 15: Regulation acts approval process.
6.2. GRRF
The Working Party on Braking and Running Gear (GRRF) is the main decision-making body under
WP.29 for matters concerning vehicle handling and chassis systems (aka, active safety systems).
GRRF reviews all significant proposals in this area and decides whether to forward them to the
World Forum for final decisions on their adoption. Consequently is the GR where the Companion
project will be presented and ti’s feasibility will be discussed.
GRRF convenes officially twice a year, usually during February and September, and holds special
ad hoc sessions as needed and also oversees subgroups of experts established to address active
safety issues (Ad Hoc working groups).
6.3. ITS (UNECE)
The World Forum for Harmonization of Vehicle Regulations (WP.29) promotes ITS matters on-
board of vehicles, such as Lane Departure Warnings Systems (LDWS), Advanced Emergency
Braking Systems (AEBS) and on-board diagnostics (OBDs). Intelligent Transport Systems play an
important role in shaping the future ways of mobility and the transport sector. However the huge
potentials and benefits, can only be reaped if ITS solutions are put in place and internationally
harmonized to the extent.
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To this end, UNECE Working Parties have been and are dealing with Intelligent Transport Systems.
The Working Party on Road Traffic Safety (WP.1), for example, is advancing on liability concerns,
Variable Message Signs or safety risks related to driver distraction. The Working Party on Inland
Water Transport (SC.3) resolves questions related to River Information Systems (RIS). The
Working Party on the Transport of Dangerous Goods (WP.15) examines how Telematics can be
used to enhance safety and security and the Working Party on Road Transport (SC.1) drives the
Digital tachograph and e-CMR implementation. The World Forum for Harmonization of Vehicle
Regulations (WP.29) promotes ITS matters on-board of vehicles, such as Lane Departure Warnings
Systems (LDWS), Advanced Emergency Braking Systems (AEBS) and on-board diagnostics (OBDs).
6.4. Vienna convention
According to the analysis made by the Seventh framework programme project, ASSESS D2.4 –
Legal methodological outline Public :
The Vienna Convention on Road Traffic forms the international law´s framework for the
embodiment of traffic law in the legal systems of the contracting parties which means that
national law must not run contrary to the provisions of the Vienna Convention (VC).
Art. 8 (1) in Chapter II of the VC states that
“Every moving vehicle or combination of vehicles shall have a driver.”
Subsequently, Art. 8 (5) VC constitutes the driver’s obligation to be able to control his vehicle
permanently:
“Every driver shall at all times be able to control his vehicle or to guide his animals.”
The Convention contains requirements concerning conditions for the admission of motor vehicles
and trailers to international traffic (chapter III VC and annex 5 VC) on the one hand, as well as
driver-behaviour-related requirements on the other hand (chapter II VC “Rules of the Road” –
such as Art. 8 cited above). In view of the actual correlation between a vehicle’s technical
construction on the one hand and its controllability on the other hand, the provisions of the
Convention have to be comprehended as a unit. Hence, considering permissibility of IVSS also the
provisions of chapter II VC must not be ignored. As mentioned above, national road traffic law
must not run contrary to the Vienna Convention. Accordingly, it would be impermissible with
regard to international law if a national legal system allowed IVSS that run contrary to the Vienna
Convention.
National Road Traffic Codes like the German “Straßenverkehrsordnung” reflect the basic idea of
permanent controllability expressed in the Vienna Convention. Due to its legal character as an
international treaty obliging states, not the individual, the Convention does not provide any
sanctions in case of infringements of the behavioural rules constituted in its chapter II, so that the
driver will not face any consequences based on the Convention. However, national road traffic
regulations which reflect and adopt parts of the Convention may well penalise infringements of
the national road traffic regulations, of course.
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Interventions of IVSS in the vehicle guidance which do not comply with the driver’s will and which
cannot be corrected or overridden may be considered as incompatible with the principle of
controllability resulting from the Vienna Convention. Therefore, the technical design of IVSS may
contribute to avoid practical consequences for the (non-) permissibility of an individual IVSS.
Consequently, the presence of technical provisions for overrideability of automated interventions

may serve as an indicator for assessing an IVSS to be compliant with controllability in terms of the
Vienna Convention on Road Traffic.
6.5. iMOBILITY forum
Having evolved from the original eSafety Forum, with different names that evolve with the scope
of its objectives, the iMobility forum works towards what they describe as their vision: Safe, smart
and clean mobility with zero accidents, zero delays, no negative impact on the environment and
connected and informed citizens, where products and services are affordable and seamless,
privacy is respected and security is provided. In the time period 2011-2020, the iMobility Forum
estimates for ITS the following potential contributions:
- 30% reduction in the number of fatalities across Europe

- 30% reduction in the number of seriously injured persons across Europe
- 15% reduction of road traffic related congestion
- 20% improvements in energy-efficiency
- 50% increase in availability of real time traffic and travel information
Figure 16: iMobility Forum evolution over time
To work towards this vision, the Forum provides a platform for all ITS stakeholders in Europe to
develop, implement and monitor work programs linked to roadmaps, international cooperation
for the successful development and deployment of ITS. Strategic focus is on defining research and
innovation priorities, the speeding up overall development/ deployment processes and will cover
requirements for all stakeholders along the whole value chain.
At the end of the day, the iMobility Forum describes two main goals:
1) Ensure that the Forum contribution to the future R&I Frameworks, in particular H2020 is
coherent and contributing to establishing effective development and deployment of ITS.
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2) Ensure that the Forum contribution to R&I work programs is oriented towards supporting the
transport and energy policy goals and contribute to European competitiveness, growth and
jobs creation.
6.6. Car 2 Car Communication consortium
The CAR 2 CAR Communication Consortium (C2C-CC) is a non-profit, industry driven organisation
initiated by European vehicle manufacturers and supported by equipment suppliers, research
organisations and other partners.
Figure 17: Logo of Car2Car communication consortium.
The C2C-CC is dedicated to the objective of further increasing road traffic safety and efficiency by
means of cooperative Intelligent Transport Systems (C-ITS) with Vehicle-to-Vehicle
Communication (V2V) supported by Vehicle-to-Infrastructure Communication (V2I).
It supports the creation of European standards for communicating vehicles spanning all brands. As
a key contributor the C2C-CC works in close cooperation with the European and international
standardisation organisations. In cooperation with infrastructure stakeholders the C2C-CC
promotes the joint deployment of cooperative ITS.
The objective is to deploy the first cooperative units by the year 2015, with a certain number of
applications. This set of applications is commonly known as Day 1 apps. Further phases will start
introducing new applications which are more technically complex or need a higher degree of
penetration in the market of cooperative vehicles.
The goal of the CAR 2 CAR Communication Consortium is to standardize interfaces and protocols
of wireless communications between vehicles and their environment in order to make the
vehicles of different manufacturers interoperable and also enable them to communicate with
road-side units. The mission and the objectives of the CAR 2 CAR Communication Consortium are:
- to create and establish an open European (possibly worldwide) industry standard for CAR
2 CAR Communication Systems
- to guarantee inter-vehicle operability
- to enable the development of active safety applications by specifying, prototyping and
demonstrating the CAR 2 CAR system
- to promote the allocation of a royalty free European-wide exclusive frequency band for
CAR 2 CAR applications
- to push the harmonization of CAR 2 CAR Communication standards worldwide
- to develop deployment strategies and business models to speed-up the market
penetration
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6.7. Euro ENCAP
Introduction
The European New Car Assessment Programme (Euro NCAP) is a voluntary vehicle safety rating
system which originated in the UK but is now backed by the European Commission
They publish safety reports on new cars, and awards 'star ratings' based on the performance of
the vehicles in a variety of crash tests, including front, side and pole impacts, impacts with
pedestrians and the rear-impact test. The top overall rating is five stars.
Among Euro NCAP members are Governments, motor clubs and consumer organisations across
the EU:
German Automobile Club Swedish Road Administration
Germany Ministry of Transport International Consumer R&T
Dutch Ministry of Transport Catalan Department for Transport
Luxembourg Ministry of Transport French Ministry of Transport
Automotive International Federation British Insurers
UK Department for Transport
Figure 18: EuroNCAP members
Over the years, European automakers' cars have become much safer, partly as a result of the Euro
NCAP standards. Test results are commonly presented by motor press, and in turn greatly
influence consumer demand for a vehicle.
Testing is not mandatory, with vehicle models either being independently chosen by Euro NCAP
or voluntarily tested by the manufacturers.[9] In Europe, new cars are certified as legal for sale
under the Whole Vehicle Type Approval regimen that differs from Euro NCAP.
The Euro NCAP accredited laboratories have followed an accreditation process to ensure that no
differences exist between them. The test laboratories are:
- Applus+ IDIADA (Spain) - BASt (Germany)
- ADAC (Germany) - Thatcham (UK)
- UTAC (France) - CSI (Italy)
- TNO (The Netherlands)
Rating
In 2009, Euro NCAP launched an integrated rating, where the performance of the vehicle in terms
of active and passive safety was evaluated into a single qualification.
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Adult Protection Child Protection Pedestrian Protection Safety Assist

Frontal ODB Dynamic Protection Adult/Child Headform Seat Belt Reminders
Side MDB TPL Installation Upper Legform Speed Assist Systems
Side Pole Vehicle assessment Lower Legform Electronic Stability Control
Whiplash front LDW/LKA
Whiplash rear AEB Interurban
AEB City
Figure 19: EuroNCAP areas and subareas
This overall safety rating is composed of scores in four areas: adult protection, child protection,
pedestrian protection and safety assist. The overall score is calculated by weighing the four scores
with respect to each other, while making sure that no area is underachieving certain minimum
performance.
Euro NCAP awards
In addition, Euro NCAP Advanced is a reward system launched in 2010 for advanced safety
technologies, complementing Euro NCAP’s existing star rating scheme. Euro NCAP rewards and
recognizes car manufacturers who make available new safety technologies which demonstrate a
scientifically proven safety benefit for consumers and society
The following technologies have been rewarded:

- Blind Spot Monitoring (BSD) - Automatic Emergency Call (eCall)
- Lane Support Systems (LDW and LKA) - Pre-crash systems
- Speed Alert Systems (SAS, ISA) - Vision Enhancement Systems
- Autonomous Emergency Braking (AEB) - Active safety in Euro NCAP
- Attention Assist
Along the years, Euro NCAP has incorporated active safety systems into the assessment. Relevant
steps are:
- ESC ( at that time called "Speed Limitation Device”)fitment criteria (2008)
- ESC test procedure (2009)
- Speed Alert Systems assessment procedure(2009)
- Intelligent Speed Assistance assessment procedure (2013)
- AEB Car-to-car City (low speeds) test and assessment procedure (2014)
- AEB Car-to-car Inter-urban (high speeds) test and assessment procedure (2014)
- LDW test procedure (2014)
- AEB for VRU (pedestrians) test and assessment procedures (2016)
- Euro NCAP is willing to combine passive safety and active safety items in order to create
an incentive for avoidance systems without compromising on the levels reached in
passive safety.
Outlook for the future
Euro NCAP will continue to increase the requirements for active safety systems. Among others,
these action points are targeted until 2020:
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- Autonomous braking for cars and VRU
Updated AEB C2C test & assessment procedure using state-of-the art (harmonised) test targets in
real life scenarios with a focus on avoiding collisions that result from turning into oncoming or
with overtaking vehicles and junction/intersection crossing.
Special case study / demonstrator on powered two-wheelers highlighting the potential of

intervention and/or communication technology.
Updated AEB VRU test & assessment procedures to encompass pedestrians and pedal cyclists in
daylight, darkness and obscure lighting conditions using state-of-the-art test targets in real-life
scenarios.
Safety critical HMI guidelines and assessment of the quality of warning and distraction (applicable
to all ADAS protocols). The behavioural aspects of the older population need specific attention.
- Lateral support systems
Lane Keep Assist test and assessment procedure.
Test and assessment procedure for advanced lateral support systems (extension to Lane Keep
system assessment); taking into account unintended road departures with potential crash into a
fixed object as a result, critical lane change manoeuvres.
Update to Speed Assistance Systems (SAS) protocol, with consideration given to nomad system
integration, traffic sign recognition, conditional speed limits, traffic lights recognition, digital map
data management, etc. as well as (narrow off-set) head-on collisions.
- Speed & impaired driving
Promotion of virtual co-pilot concept by identifying and rewarding key driver support
technologies. Promoting manufacturers’ innovations in the field of driver state monitoring.
- Partial automated driving function.
As a summary it can be stated that Euro NCAP challenges the automotive industry to keep
developing state of the art vehicles for safety. In order to achieve that, Euro NCAP has a test and
assessment programme that addresses many safety functions in the vehicles. This programme is
constantly updated, according to new technologies. In the last years, most of the developments
within the programme have been in the field of active safety. Among others, it is relevant to
highlight test and assessment procedures for Autonomous Emergency Braking systems. Future
challenges for Euro NCAP will be to further develop active safety procedures that, step by step,
will get closer to certain automated driving levels, always from the safety perspective. Advanced
rewards in 2015 and 2016 will be part of the Euro NCAP and a dedicated action of communication
is planned to be made by Euro NCAP in 2017 via a dedicated campaign where they will publish
test and judgements of the models equipped with such systems.
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6.8. VRA
VRA – Vehicle and Road Automation is a support action funded by the European Union to create a
collaboration network of experts and stakeholders working on deployment of automated vehicles
and its related infrastructure. The VRA project is considered as the cooperation interface between
EC funded projects, international relations and national activities on the topic of vehicle and road
automation.
Figure 20: VRA logo
VRA is financed by the European Commission DG CONNECT and coordinated by ERTICO – ITS
Europe. It aims to:
- Maintain an active European network of Vehicle and Road Automation experts and
stakeholders
- Contribute to EU-US-Japan international collaboration on Vehicle and Road Automation
- Identify deployment needs for the different domains of Vehicle and Road Automation
- Promote the European Research on Vehicle and Road Automation through an innovative
set of dissemination tools
VRA will address the identified deployment needs from different perspectives: the deployment
scenarios, the legal and regulatory needs and finally the standardisation and certification
requirements.
VRA spins off from the iMobility Forum Automation Working Group discussions in order to build
together an open network to support the deployment of Vehicle and Road Automation over
Europe and beyond. While the iMobility Forum Automation WG provides for future research
needs and recommendations for the EC, the VRA support action is gathered past and current
activities to feed and motivate these needs.
6.9. NHTSA – USA
The National Highway Traffic Safety Administration (NHTSA) is an agency of the Executive Branch
of the U.S. government, part of the Department of Transportation. It describes its mission as
“Save lives, prevent injuries, reduce vehicle-related crashes.”
Figure 21: NHTSA logo
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As part of its activities, NHTSA is charged with writing and enforcing Federal Motor Vehicle Safety
Standards as well as regulations for motor vehicle theft resistance and fuel economy, the latter
under the rubric of the Corporate Average Fuel Economy (CAFE) system. NHTSA also licenses
vehicle manufacturers and importers, allows or blocks the import of vehicles and safety-regulated
vehicle parts, administers the vehicle identification number (VIN) system, develops the
anthropomorphic dummies used in safety testing, as well as the test protocols themselves, and
provides vehicle insurance cost information. The agency has asserted preemptive regulatory
authority over greenhouse gas emissions, but this has been disputed by such state regulatory
agencies as the California Air Resources Board.
NHTSA has started to define different approaches towards the introduction of automated driving
in North American roads including a U.S wide legal framework as well as starting to define the
potential requirement for roadworthiness of automated driving vehicles. The role of the US.DOT
and NHTSA is relevant as it may enforce several regulation activities that may be followed by the
different states or being mandatory wherever the federal government rules.
In February 2014, following the Ann Arbor Pilot, the U.S. DOT decided to start working in a federal
regulation of V2X communications systems for safety applications towards a potential mandatory
installation of this type of connectivity devices in new vehicle models. The U.S. DOT has declared
that they plan to have this regulation finished for its approval before the end of the second Barack
Obama’s mandate.
6.10. MLIT –Japan
The Ministry of Land, Infrastructure, Transport and Tourism, abbreviated MLIT, is a ministry of the
Japanese government. It is responsible for one-third of all the laws and orders in Japan and the
largest Japanese ministry in terms of employees, as well as the second-largest organ of the
Japanese government after the Ministry of Defence. The ministry has four external organs
including the Japan Coast Guard and the Japan Tourism Agency.
Figure 22: MLIT logo
MLIT is deeply involved in the coordination of research and deployment programs in

transportation. It has supported several cooperative vehicles initiatives towards deployment of
different applications and services. MLIT gives support to the Autopilot initiative which plans to
star automated driving activities in Japan Highways based in the merging of cooperative V2X
technologies together with Lane Departure and Cooperative ACC systems.
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6.11. Tri-lateral meeting – Japan/USA/EU
In practice, one of the main outputs of the VRA International Cooperation activities is the planning
and organisation of three international tri-lateral meetings in addition to the ones organised by
the US and JPN to promote international harmonization and sharing of good practices and
recommendations. The international VRA meetings will consist of information exchange update of
recent findings and formulate the needs for further steps and research. Round table discussions
on common issues will be organised. The meetings will most likely be organised over two or three
days. Different discussion topics have been defined in these tri-lateral meetings:
- Deployment paths
- Connectivity
- Human factors
- Digital infrastructure
- Cost-benefit analysis
- Testing and roadworthiness
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7. Conclusions
The main purpose of this document is to analyse the current state of the community and local rules
in order to follow any proposal adjustments to allow vehicle platooning. Due to this analysis some
conclusions and legislations gaps and requirements have been found.
In general terms the autonomous driving is not possible according to the Vienna Convention of 1968
which states that “Every moving vehicle or combination of vehicles shall have a driver” and also that
“Every driver shall at all times be able to control his vehicle or to guide his animals”. All the countries
that signed the convention committed themselves to follow these bases.
However, given that vehicles taking part in the Companion are going to be driven semi autonomously
and drivers will keep the control of their vehicle, the Companion platoons shall be accepted by the
Vienna Convention. In any case the VRA (Vehicle and Road Automation) is working to change the
current point of view in order to update some restricting points of the Vienna convention.
This poses a different problem: make vehicles running in semiautonomous mode possible in technical
terms. Technical requirements, considering semiautonomous platoons, must be designed based on
safety terms and also should be analysed regarding the regulatory acts.
The conclusions obtained are:
1) Knowing that the COMPANION vehicles will not be provided with any kind of autonomous
steering control, no further study with regard UNECE Regulation No. 79 is needed. However,
in order to provide assistance in steering and make easier to drive the truck in a narrow
distance with the front vehicle, it would be advisable to install some kind of Advanced Driver
Assistance Steering System related to lateral performance:
- The LDWS (Lane Departure Warnings Systems) is regulated by the UNECE Regulation
No. 130. Nevertheless, if the LDWS is connected with the COMPANION on-board
system (to keep the same maximum speed for all the vehicles in the platoon) it would
not be approved through ECE R130, so it should be discussed.
- The LKAS (Lane Keeping Assistance System) is defined as a safety system and doesn’t
apply in this regulatory act. Some LKAS in passenger vehicles are accepted as comfort
systems once is demonstrated that also keeps drivers attention and control in the
road.
2) The platoons in the Companion are intended to be made by many different vehicles with an
autonomous longitudinal control, it is necessary to standardize their speed. The vehicles that
are taking part in a platoon of the Companion system will be equipped with SLD (Speed
Limitation Device) and ASLD (Adjustable Speed Limitation Device) that shall set the maximum
speed. However, the speed of the vehicles on a platoon will be continuously calculated and
modified, thus, it will not be enough.
In order to make possible the control of the whole platoon, it is necessary to control not only
the maximum permitted speed, but also the instant speed of each vehicle. Consequently a
cruise control device is necessary. Furthermore, if these devices need to be connected with
the COMPANION on-board system it would not be approved a priori, and it should be
discussed.
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Technical requirements of these systems are:

- The SLD system shall limit the maximum speed of N3 vehicles as it is described in the
UNECE Regulation Nº89.
- The installation of ASLD in N3 vehicles is not applicable by the UNECE Regulation
Nº89, although it is covered for other vehicles categories. If the ASLD installation
were necessary, the regulation should be extended to cover truck vehicles.
- Regarding the ACC, it is considered to be a comfort element and is not necessary to
fulfil any homologation requirements today however it is discussed in several
working groups as defined before.
3) A system capable of slowing down the vehicle (or stop it) autonomously shall be
implemented in order to minimize the possibility of a crash involving the platooning vehicles.
Taking into account that the brake performance changes depending on factors such as brake
temperature or vehicle mass, the actual AEBS’s required performance is not enough to
guaranty a safe braking if the platoon vehicles are being driven in a very narrow distance
between them. Is needed to know the braking capacity at any given moment:
- In order to adapt the distance with the preceding trailer a cooperative AEBS should
be developed. The on-board system may have to include some vehicle characteristics
such as the vehicle braking capacity (depending on its speed and load) and register
the constant evolution of the system braking capacity.
- Another considered solution is to change the AEBS functioning by vehicle-to-vehicle
live communication so the reaction time is reduced thus reducing the braking
distance
If the vehicles taking part in a platoon are driving in a distance between them enough to
avoid any danger using a standard AEBS (UNECE Regulation nº131), the current
homologation requirements are enough. But, if it is needed to add any evolution of the AEBS
system, a discussion in the GRRF would be necessary to make it legal and to consider the
extra requirements in the future regulations. Furthermore the “safe distance” between
trucks should be also accepted by this regulation and consequently it shall be discussed.
4) When a platoon is driven in public roads, it would be necessary for all the drivers to have a
good front and rear vision. If the vehicles in the platoon are driving really close it is
considered that these fields of vision have to be provided by cameras as it is not possible to
have direct vision with mirrors. It is not considered in the UNECE Regulation nº46, so it
should be discussed.
5) In order to inform the other road users that they are interacting with a platoon, special light-
signalling devices should be considered. Possible directions to work on:
- Light-signalling at the end of the platoon informing about dimensions: long cue of
vehicles moving at the same time. Visible also during light time.
- Possibility of annulation or simultaneous use of some devices in the platoon vehicles:
direction indicators, anti-fog devices, etc. That mainly depends on the distance among
vehicles.
- New colours, characteristics, position and homologation of any new devices.
It is not considered in the UNECE Regulation nº48.06, so this is a potential file to work in.
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6) As a preliminary and simple needs analysis, a control and a tell-tale would be needed as a
safety device. The main objective would be:
- To let the driver control its introduction in the platoon (hand control) and switch on
or switch off the autonomous control of the longitudinal distance
- To inform the driver if he is in the platoon (tell-tale)
In this moment there is no control or tell-tale for platooning in the UNECE Regulation
No.121, so it should be discussed.
Different standards have been published that affect the different elements that compose the
COMPANION on-board architecture. An effective, robust and reliable communication between
vehicles and between vehicles and infrastructure must be achieved to consolidate the system
functionalities while guaranteeing the safety of the system. These standards are not backed up by a
proper legal framework or regulation, but must be observed by the project to maximize its impact in
terms of user adoption and interoperability.
1) A functional, non-disturbing, while effective HMI must be used in order to establish the
communication of the system and its recommendations with the drivers, which, at the end of
the day, will have an important role in the acceptance and success of the coordinated
platooning system. Different guidelines and standards support these objectives.
2) Short range communications related to the V2V (vehicle-to-vehicle) messaging between the
trucks that form the platoon. ETSI (European Telecom Standardisation Institute), under the
mandate of the EC has published a first release of standards that enable V2X
communications. COMPANION, in order to maximize compliance and interoperability, should
follow this protocol stack whenever possible but without having to sacrifice the functionality
of the system. Identified gaps in the current standards and recommendations to achieve an
efficient, cooperative platoon system shall be shared and analysed with the responsible
Standards Developing Organization (SDOs)
3) Long range communications relate to V2I (vehicle-to-roadside) messaging between the

vehicles and the off-board system of COMPANION. Cellular access technologies, which are
highly tested and reliable, will provide this connectivity.
4) ISO 26262 should be observed in all the electronic equipment that must be used in the
COMPANION project, especially if safety is addressed. This is the case of the on-board units
to be equipped in the trucks. ISO 26262 is vehicle focused with scope limits when describing
functional safety and hazard levels when more than one vehicle should be observed (e.g.
platooning).
Furthermore, some Directives and local regulations should be taking into account in the route
calculation:
1) Fulfilment of the ADR (European Agreement concerning the International Carriage of

Dangerous Goods by Road) agreement of each vehicle and load, as well as the minimum
requirements in each country, in order to avoid vehicles to enter countries for which they do
not have ADR permission
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2) The level of fulfilment of the ATP (Agreement on the International Carriage of Perishable
Foodstuffs and on the Special Equipment) agreement of each vehicle and the minimum
requirements in each country.
3) Even though the driving hours and the time to rest is responsibility of the transport
undertakings, it should be considered in the route calculation. If in the future the driver don’t
have to control the vehicle while it is taking part in a platoon and so it is not considered as
driving time, the Regulation (EC) No 561/2006 and Directive 2002/15/EC that regulates
resting time, as well as the Regulation EU Nº 1266/2009 about the tachograph device, should
be modified.
4) Local rules about the road safety and specific mandatory equipment such as maximum
speed or the use of snow tyres may be taken into account in the route calculation even
though carriers should know what they need to travel thought these countries.
5) The application of tolls and vignettes is not mandatory for Member States. Each EU country
applies their local regulations particularities.
6) The fulfilment of maximum weights and dimensions in order to keep road safety and to
avoid damages to roads, bridges and tunnels. Member States cannot restrict the circulation
of vehicles which comply with Directive 96/53/EC limits. However some EU members permit
a higher maximum authorized vehicle weight for the traffic circulation inside their frontiers.
On the other hand, the Companion could be considered as a road train instead of separate
vehicles what, following the Directive 96/53/EC, would force the whole platoon not pass 44
tons of mass.
As a final conclusion it should be said that the vehicle which are going to merge into platoons
should have installed some new or improved devices, such as described before, in in order to
make the platoons safe. In consequence, some regulations acts of the vehicle type approval
should be discussed and updated in order that these devices were accepted and fulfilled the
regulation specifications. Furthermore, for the route calculation it should be take into account
some local regulations regarding the road traffic and the use of the road infrastructures.
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8. References
Road traffic rules by country
http://ec.europa.eu/transport/road_safety/observatory/traffic_rules_ctry_en.htm
http://ec.europa.eu/transport/road_safety/going_abroad/index_en.htm
http://www.internationaltransportforum.org/IntOrg/road/ctrlbodies.html
Maximum dimensions and masses
http://www.internationaltransportforum.org/IntOrg/road/pdf/dimensions.pdf
http://www.internationaltransportforum.org/IntOrg/road/pdf/weights.pdf
http://www.internationaltransportforum.org/IntOrg/road/pdf/Coach.pdf
Truck parking areas
http://www.internationaltransportforum.org/Pub/pdf/09Parking.pdf
European legislation:
http://europa.eu/legislation_summaries/transport/road_transport/index_en.htm
http://www.unece.org/trans/main/wp29/wp29regs.html
http://ec.europa.eu/enterprise/sectors/automotive/documents/directives/index_en.htm
Vienna convention
ASSESS D2.4 – Legal methodological outline Public
SARTRE_W_XXX_CCPU -- 10.0 DRAFTFINAL
http://www.international-driving-permit.com/Convention-on-Road-Traffic/8-November-
1968/EN/index.aspx
Road taxes
http://ec.europa.eu/transport/modes/road/road_charging/charging_hgv_en.htm
http://www.theaa.com/allaboutcars/overseas/european_tolls_results.jsp?country=Slovakia
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Standardization
http://www.3gpp.org
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9. Annexes
9.1. Annex A: Summary of the annex IV of the Directive 2007/46
Summary of the annex IV of the Directive 2007/46 according the regulation acts applicable for N3
vehicles
Item Subject Regulatory act Applicability

N3
1 Permissible sound levels Directive 70/157/EEC X
3A Prevention of fire risks (liquid fuel tanks) UNECE Regulation No 34.02 X
3B Rear underrun protective devices (RUPDs) and UNECE Regulation No 58.02 X
their installation; rear underrun protection
(RUP)
4 Space for mounting and fixing rear registration Regulation (EC) No 1003/2010 X
plates
5 Steering equipment UNECE Regulation No R79.01 X
6 Vehicle access and manoeuvrability UNECE Regulation No 130/2012 X
7 Audible warning devices and signals UNECE Regulation No 28.00 X
8 Devices for indirect vision and their installation. UNECE Regulation No 46.02 X
(3)
9 Braking of vehicles and trailers UNECE Regulation No 13.11 X
10 Electromagnetic compatibility EMC UNECE Regulation No 10.04 X
11 Diesel smoke ECE R24.03
(4A)
13 A Protection of motor vehicles against UNECE Regulation No 18.00 X
unauthorised use
15 A Seats, their anchorages and an head restraints UNECE Regulation No 17.08 X
17 B Speedometer equipment including its UNECE Regulation No 39.00 X
installation
18 Manufacturer’s statutory plate and vehicle Regulation (EU) No 19/2011 X
identification number
19 Safety-belt anchorages, Isofix anchorages Regulation (EU) No 14.07 X
systems and Isofix top tether anchorages.
20 Installation of lighting and light-signalling UNECE Regulation No 48.05 X
devices on vehicles
27 Towing devices Regulation (EU) No 1005/2010 X
31 Safety-belts, restraint systems, child restraint UNECE Regulation No 16.06 X
systems and Isofix child restraint systems
33 Location and identification of hand controls, tell- UNECE Regulation No 121.00 X
tales and indicators
(5)
34 Widescreen defrosting and demisting systems Regulation (EU) No 672/2010
(6)
35 Widescreen wiper and washer systems Regulation (EU) No 1008/2010
36 Heating systems UNECE Regulation No 122.00 X
38 Head restraints (headrests), Whether or not UNECE Regulation No 25 X
incorporated in vehicle seats
(7)
40 Engine power Directive 80/1269/EEC X
41 Emissions (Euro IV and V) heavy Directive 2005/55/EC R49.05 X
duty vehicle
41 A Emissions (Euro V) heavy Regulation (EC) No 595/2009 X
duty vehicles/access to information
42 Lateral protection of goods vehicles UNECE Regulation No 73.01 X
43 Spray-suppression systems Regulation (EU) No 109/2011 X
45 Safety glazing materials and their installation on UNECE Regulation No 43.00 X
vehicles
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46 Tyres installation - commercial vehicles Regulation (EU) No 458/2011 X

47 Speed limitation devices UNECE Regulation No 89.00 X
48 Masses and dimensions Regulation (EU) No 1230/2012 X
49 Commercial vehicles with regard to their UNECE Regulation No 61.00 X
external projections forward of the cab’s rear
panel
(10)
50 A Mechanical coupling components of UNECE Regulation No 55.01 X
combinations of vehicles
(10)
50 B Close-coupling device (CCD); fitting of an UNECE Regulation No 102 X
approved type of CCD
(13)
56 Vehicles for the carriage of dangerous goods UNECE Regulation No 105.05 X
57 Front under-run protective devices( FUPDs) and UNECE Regulation No 93.00 X
their installation; front underrun protection
(FUP)
62 Hydrogen system Regulation (EC) No 79/2009 X
65 Advanced emergency braking system Regulation (EU) No 347/2012 X
66 Lane departure warning system Regulation (EU) No 351/2012 X
67 Specific components for liquefied petroleum UNECE Regulation No 67 X
gases (LPG) and their installation on motor
vehicles
69 Electric safety UNECE Regulation No 100 X
70 Specific components for CNG and their UNECE Regulation No 110 X
installation on motor vehicles
(3) The fitting of an electronic stability control ("ESC") system is required in accordance with Article 12 of
Regulation (EC) No 661/2009. Therefore, the requirements set out in Annex 21 to UNECE Regulation
13 shall be complied with for the purposes of EC type-approval of new types of vehicles as well as for
the registration, sale and entry into service of new vehicles. The implementation dates set out in
Article 13 of Regulation (EC) No 661/2009 shall apply instead of the dates set out in UNECE Regulation
No 13.
(4) The fitting of an ESC system is required in accordance with Article 12 of Regulation (EC) No 661/2009.
Therefore, the requirements set out in Part A of Annex 9 to UNECE Regulation No 13-H shall be
complied with for the purposes of EC type-approval of new types of vehicles as well as for the
registration, sale and entry into service of new vehicles. The implementation dates set out in Article 13
Regulation (EC) No 661/2009 shall apply instead of the dates set out in UNECE Regulation No 13-H.
(4A) If fitted, the protective device shall fulfil the requirements of UNECE Regulation No 18.
(5) Vehicles of this category shall be fitted with a suitable windscreen defrosting and demisting device.
(6) Vehicles of this category shall be fitted with a suitable windscreen washing and wiping devices.
(7) In case of vehicles equipped with an electric power train, a vehicle type-approval in accordance with
UNECE Regulation Nº 85 is required.
(10) Applies only to vehicles equipped with coupling(s).
(13) Applies only when the manufacturer applies for type-approval of vehicles intended for the transport of
dangerous goods.
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9.2. Annex B: ETSI-ISO/CEN ITS STANDARDS
TYPES OF STANDARDS AND WORKING DOCUMENTS IN ETSI
 European Standard (EN)

 ETSI Standard (ES)
 ETSI Guide (EG)
 ETSI Technical Specification (TS)
 ETSI Technical Report (TR)
 ETSI Special Report (SR)
 ETSI Group Specification (GS)
9.2.1. Drafts
IDENTIFICATION TYPE TITLE (Formal & Working) STATUS

1 Doc. Nb. EN 302 665 Ver. 1.1.2 EN Intelligent Transport Systems Drafting Stage
Ref. REN/ITS-0020047 (ITS); Current Status:
Technical Body: ITS WG2 Stable draft (2013-03-25)
Details and Download Communications Architecture
Next Status:
Architecture Final draft for approval
(2013-11-30)
2 Doc. Nb. EN 302 636-3 Ver. 0.0.10 EN Intelligent Transport Systems Drafting Stage
Ref. REN/ITS-0030034 (ITS); Current Status:
Technical Body: ITS WG3 Stable draft (2014-02-27)
Details and Download Vehicular Communications;
GeoNetworking; Next Status:
Part 3: Network Architecture Start of TB approval process
Geonetworking; network (2014-02-27)
architecture
3 Doc. Nb. TR 103 061-3 Ver. 0.0.3 TR Intelligent Transport Systems Drafting Stage
Ref. RTR/ITS-00341 (ITS); Current Status:
Technical Body: ITS WG3
Testing; Final draft for approval
Directives:
Details and Download Part 3: Conformance test (2014-02-05)
specifications for Geographical Next Status:
addressing and forwarding for Start of pre-processing
point-to-point and point-to- (2014-03-04)
multipoint communications;
GeoNetworking validation
report
GeoNetworking validation
report
Directives:
specifications for Next Status:
Decentralized Environmental TB approval (2014-05-02)
Notification basic Service

Messages (DENM); DENM
validation report
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DENM validation report

Directives:
specifications for Co-operative Next Status:
Awareness Messages (CAM); TB approval (2014-05-02)
CAM validation report

CAM validation report revision
6 Doc. Nb. TS 102 941 Ver. 1.1.2 TS Intelligent Transport Systems Drafting Stage
Ref. RTS/ITS-00524 (ITS); Current Status:
Technical Body: ITS WG5 Early draft (2013-01-11)
Security;
Directives: Next Status:
Details and Download Trust and Privacy
Stable draft (2014-04-30)
Management
Trust and Privacy
Management
7 Doc. Nb. TS 102 917-3 TS Intelligent Transport Systems Drafting Stage
Technical Body: ITS WG4 TB adoption of WI (2013-02-20)
Test specifications for the
Details and Download channel congestion control
Start of work (2013-02-20)
algorithms operating in the 5,9
GHz range;
Part 3: Abstract Test Suite
(ATS) and partial Protocol
Implementation eXtra
Information for Testing (PIXIT)
G5 Radio Test ATS
GHz range;
Part 2: Test Suite Structure
and Test Purposes (TSS & TP)
G5 Radio Test TSS & TP
GHz range;
Part 1: Protocol
Implementation Conformance
Statement (PICS)
G5 Radio Test PICS
Testing; Conformance test
Details and Download specifications for
Decentralized Environmental
Notification Messages
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(DENM);
Part 3: Abstract Test Suite
(ATS) and Protocol
DENM ATS
Decentralized Environmental
Notification Messages
(DENM);
Part 2: Test Suite Structure
DENM TSS&TP
Decentralized Environmental Start of pre-processing
Notification Messages (2014-03-10)
(DENM);
Part 1: Test requirements and
Protocol Implementation
Conformance Statement (PICS)
proforma
DENM PICS
13 Doc. Nb. TS 102 868-3 Ver. 1.2.0 TS Intelligent Transport Systems Drafting Stage
Testing; Conformance test Final draft for approval
Directives:
Details and Download specifications for Co-operative (2014-02-27)
Awareness Messages (CAM); Next Status:
Part 3: Abstract Test Suite TB approval (2014-02-27)
(ATS) and Protocol

CAM ATS
Testing; Conformance test Final draft for approval
Directives:
Details and Download specifications for Co-operative (2014-02-27)
Awareness Messages (CAM); Next Status:
Part 2: Test Suite Structure TB approval (2014-11-02)

CAM TSS&TP
15 Doc. Nb. TS 102 724 TS Intelligent Transport Systems Drafting Stage
Harmonized Channel
Details and Download Specifications for Intelligent
Transport Systems operating
in the 5 GHz frequency band
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Channel specifications 5 GHz

16 Doc. Nb. TS 102 723-9 Ver. 0.0.1 TS Intelligent Transport Systems; Drafting Stage
Ref. DTS/ITS-0050009 OSI cross-layer topics; Current Status:
Details and Download Part 9: Interface between
security entity and facilities Next Status:
WG approval (2014-11-02)
layer
Cross-layer topics
Ref. DTS/ITS-0050008 (ITS); Current Status:
Details and Download OSI cross-layer topics; End of pre-processing
Part 8: Interface between (2013-05-21)
security entity and network Next Status:
and transport layer TB approval (2014-11-02)
Cross-layer topics
Technical Body: ITS WG5 Start of work (2009-04-24)
security entity and access Next Status:
layer
Cross-layer topics
Technical Body: ITS WG2 Start of work (2009-04-24)
management entity and Next Status:
security entity
Cross-layer topics
OSI cross-layer topics;
management entity and access
layer
Cross-layer topics
OSI cross-layer topics;
access layer and networking &
transport layer
Interface(s) between Access
Layer and Network &
Transport Layer
22 Doc. Nb. TS 102 687 Ver. 0.0.2 TS Intelligent Transport Systems Drafting Stage
Decentralized Congestion
Details and Download Control Mechanisms for
Stable draft (2014-04-01)
Intelligent Transport Systems
operating in the 5 GHz range;
Access layer part
DCC Access ITS 5 GHz
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9.2.2. Published
IDENTIFICATION TYPE TITLE (Formal & Working) STATUS

Doc. Nb. EN 302 665 Ver. 1.1.1 Published
1 EN Intelligent Transport Systems (ITS);
Ref. DEN/ITS-0020012 Communications Architecture Current Status:
Technical Body: ITS WG2 Publication (2010-09-24)
Details and Download
Architecture
Doc. Nb. EN 302 663 Ver. 1.2.1 Published
Ref. REN/ITS-0040028 Access layer specification for Intelligent Current Status:
Details and Download Transport Systems operating in the 5
GHz frequency band
Access layer ITS 5 GHz

Doc. Nb. EN 302 636-2 Ver. 1.2.1 Published
Ref. REN/ITS-0030033 Vehicular Communications; Current Status:
Details and Download GeoNetworking;
Part 2: Scenarios
Geonetworking; scenarios
Doc. Nb. EG 202 798 Ver. 1.1.1 Published
4 EG Intelligent Transport Systems (ITS);
Ref. DEG/ITS-0020022 Testing; Current Status:
Details and Download Framework for conformance and
interoperability testing
ITS testing framework
Doc. Nb. ES 202 663 Ver. 1.1.0 Published
5 ES Intelligent Transport Systems (ITS);
Ref. DES/ITS-0040015 European profile standard for the Current Status:
Details and Download physical and medium access control layer
of Intelligent Transport Systems
operating in the 5 GHz frequency band
European Profile 5 GHz

Doc. Nb. TR 103 061-5 Ver. 1.1.1 Published
6 TR Intelligent Transport Systems (ITS);
Ref. DTR/ITS-0030018 Testing; Current Status:
Directives: Part 5: IPv6 over GeoNetworking
Details and Download validation report
IPv6 over GeoNetworking validation
report
Details and Download Part 4: Conformance test specification
for GeoNetworking Basic Transport
Protocol (BTP); GeoNetworking BTP
validation report
Geo BTP validation report
Details and Download Part 3: Conformance test specification
for Geographical addressing and
forwarding for point-to-point and point-
to-multipoint communications;
GeoNetworking validation report
GeoNetworking validation report
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Part 2: Conformance test specification
Directives: for Decentralized Environmental
Notification basic Service Message
(DENM); DENM validation report
DENM validation report
Directives: Part 1: Conformance test specification
Details and Download for Co-operative Awareness Messages
(CAM); CAM validation report
CAM validation report
Doc. Nb. TS 102 985-3 Ver. 1.1.1 Published
11 TS Intelligent Transport Systems (ITS);
Ref. DTS/ITS-0020028-3 Communications Access for Land Current Status:
Details and Download Mobiles (CALM); Test specifications for
non-IP networking (ISO 29281);
Part 3: Abstract Test Suite (ATS) and
partial PIXIT proforma
ATS for ISO 29281
Part 2: Test Suite Structure and Test
Purposes (TSS&TP)
TSS&TP for ISO 29281
Part 1: Protocol Implementation
Conformance Statement (PICS) proforma
PICS for ISO 29281
Doc. Nb. TR 102 960 Ver. 1.1.1 Published
Ref. DTR/ITS-0040029 Mitigation techniques to avoid Current Status:
Directives: interference between European CEN
Details and Download Dedicated Short Range Communication
(RTTT DSRC) equipment and Intelligent
Transport Systems (ITS) operating in the
5 GHz frequency range;
Evaluation of mitigation methods and
techniques
Mitigation CEN DSRC vs. ITS
Doc. Nb. TS 102 943 Ver. 1.1.1 Published
Ref. DTS/ITS-0050017 Security; Current Status:
Directives: Confidentiality services
Details and Download Security; Confidentiality services
Directives: Access Control
Details and Download Security; Access Control
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Trust and Privacy Management
Directives: Trust and Privacy Management
Directives: ITS communications security architecture
Details and Download and security management
Security architecture and Management
Ref. DTS/ITS-0040027 Test specifications for the channel Current Status:
Details and Download congestion control algorithms operating
in the 5,9 GHz range;
partial Protocol Implementation eXtra
G5 Radio Test ATS
Purposes (TSS & TP)
G5 Radio Test TSS & TP
G5 Radio Test PICS
Ref. DTS/ITS-0040024 Test specifications for the methods to Current Status:
Details and Download ensure coexistence of Cooperative ITS G5
with RTTT DSRC;
partial Protocol Implementation eXtra
DSRC/G5 Radio Test ATS
with RTTT DSRC;
Purposes (TSS&TP)
DSRC/G5 Radio Test TSS & TP
with RTTT DSRC;
DSRC/G5 Radio Test PICS
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Ref. DTS/ITS-0010022 Users and applications requirements; Current Status:
Directives: Part 2: Applications and facilities layer
Details and Download common data dictionary
Applications and facilities layer common
data dictionary
Ref. DTS/ITS-0010004 Users and applications requirements; Current Status:
Details and Download Part 1: Facility layer structure, functional
requirements and specifications
Facility layer structure, functional
requirements and specifications;
Ref. DTS/ITS-0030013 Testing; Conformance test specifications Current Status:
Details and Download for GeoNetworking ITS-G5;
Protocol Implementation eXtra
GeoNetworking/ITS-G5 ATS and PIXIT
Purposes (TSS&TP)
GeoNetworking ITS-G5 TSS&TP
Part 1: Test requirements and Protocol
Implementation Conformance Statement
(PICS) proforma
GeoNetworking/ITS-G5 PICS
Details and Download for Geonetworking Basic Transport
Protocol (BTP);
BTP ATS and PIXIT
Details and Download for GeoNetworking Basic Transport
Protocol (BTP);
Purposes (TSS&TP)
BTP TSS&TP
Details and Download for GeoNetworking Basic Transport
Protocol (BTP);
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(PICS) proforma
BTP PICS
Ref. RTS/ITS-0010029 Testing; Conformance test specification Current Status:
Details and Download Notification Messages (DENM);
DENM ATS
Ref. DTS/ITS-0010008-3 Testing; Conformance test specification Current Status:
Details and Download for Decentralized Environmental
Notification Messages (DENM);
DNM ATS
Purposes (TSS&TP)
DNM TSS&TP
Purposes (TSS&TP)
DNM TSS&TP
(PICS) proforma
DENM PICS
(PICS) proforma
DNM PICS
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(CAM);
CAM ATS
(CAM);
Purposes (TSS&TP)
CAM TSS&TP
(CAM);
(PICS) proforma
CAM PICS
Ref. DTR/ITS-0010006 Vehicular Communications; Basic Set of Current Status:
Details and Download Applications; Local Dynamic Map (LDM);
Rationale for and guidance on
standardization
LDM Rationale and Guidance
Ref. DTR/ITS-0040021 Performance Evaluation of Self- Current Status:
Details and Download Organizing TDMA as Medium Access
Control Method Applied to ITS;
Access Layer Part
STDMA Scenarios
Ref. DTR/ITS-0040020 STDMA recommended parameters and Current Status:
Details and Download settings for cooperative ITS;
Access Layer Part
STDMA Recommend
Ref. DTS/ITS-0020023 Classification and management of ITS Current Status:
Details and Download application objects
Classification and management of

applications
Details and Download for Transmission of IP packets over
GeoNetworking;
IP over GeoNetworking ATS and PIXIT
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for Transmission of IP packets over Publication (2011-03-30)
GeoNetworking;
Purposes (TSS&TP)
IP over GeoNetworking TSS & TP
Details and Download for Transmission of IP packets over
GeoNetworking;
(PICS) proforma
IP over GeoNetworking PICS
Ref. DTS/ITS-0040013 Mitigation techniques to avoid Current Status:
Details and Download interference between European CEN
Dedicated Short Range Communication
(CEN DSRC) equipment and Intelligent
Transport Systems (ITS) operating in the
5 GHz frequency range
Mitigation DSRC ITS

Details and Download Security Services and Architecture
Security Services and Architecture
Ref. DTS/ITS-0040016 Harmonized Channel Specifications for Current Status:
Details and Download Intelligent Transport Systems operating
in the 5 GHz frequency band
Channel specifications 5 GHz

Details and Download Part 5: Interface between management
entity and facilities layer
Cross-layer topics
entity and networking & transport layer
Cross-layer topics
entity and access layer
Cross-layer topics
Details and Download Part 2: Management information base
Architecture of AL adaptation
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Details and Download Part 11: Interface between networking
and transport layer and facilities layer
Cross-layer topics
Details and Download Part 10: Interface between access layer
and networking & transport layer
Interface(s) between Access Layer and
Network & Transport Layer
Details and Download Part 1: Architecture and addressing
schemes
Architecture of AL adaptation
Doc. Nb. TS 102 708-2-3 Ver. 1.2.1 Published
Ref. RTS/ITS-0020033 RTTT; Test specifications for High Data Current Status:
Directives: Rate (HDR) data transmission equipment
Details and Download operating in the 5,8 GHz ISM band;
Part 2: Application Layer; Sub-Part 3:
Abstract Test Suite (ATS) and partial
PIXIT proforma
DSRC APL ATS
Details and Download Rate (HDR) data transmission equipment
operating in the 5,8 GHz ISM band;
Test Suite Structure and Test Purposes
(TSS&TP)
DSRC APL TSS&TP
Directives: Rate (HDR) data transmission equipment
Details and Download operating in the 5,8 GHz ISM band;
Protocol Implementation Conformance
Statement (PICS) proforma specification
DSRC APL PICS
Ref. DTR/ITS-0020013 ETSI object identifier tree; Current Status:
Details and Download ITS domain
ITS OID
Ref. DTR/ITS-0010003 Vehicular Communications; Current Status:
Details and Download C2C-CC Demonstrator 2008; Use Cases
and Technical Specifications
Vehicular Communications C2C-CC
Demonstrator 2008
Ref. DTS/ITS-0040014 Decentralized Congestion Control Current Status:
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Mechanisms for Intelligent Transport
Systems operating in the 5 GHz range;
Access layer part
DCC ITS 5 GHz
Ref. DTR/ITS-0010001 Vehicular Communications; Basic Set of Current Status:
Details and Download Applications;
Definitions
Ref. DTS/ITS-0010002-3 Vehicular Communications; Basic Set of Current Status:
Part 3: Specifications of Decentralized
Environmental Notification Basic Service
Basic set of applications; environmental
notification
Part 2: Specification of Cooperative
Awareness Basic Service
Basic set of applications; cooperative
awareness basic service
Part 1: Functional Requirements
Basic set of applications; functional
requirements
Ref. DTS/ITS-0030005 Vehicular Communications; Current Status:
Part 6: Internet Integration; Sub-part 1:
Transmission of IPv6 Packets over
GeoNetworking Protocols
Geonetworking; Protocols
Part 5: Transport Protocols; Sub-part 1:
Basic Transport Protocol
Geonetworking; transport protocols
Part 4: Geographical addressing and
forwarding for point-to-point and point-
to-multipoint communications; Sub-part
2: Media-dependent functionalities for
ITS-G5
Geonetworking; geographical
addressing; media dependent
72 TS Intelligent Transport System (ITS);
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Ref. DTS/ITS-0030001 Vehicular communications; Current Status:

GeoNetworking; Part 4: Geographical
addressing and forwarding for point-to-
point and point-to-multipoint
communications;
Sub-part 1: Media-Independent
Functionality
Geonetworking; geographical
addressing; media independent
Part 3: Network architecture
Geonetworking; network architecture
Part 2: Scenarios
Geonetworking; scenarios
Part 1: Requirements
Geonetworking; requirements
Ref. DTR/ITS-0001 Cooperative ITS (C-ITS); Current Status:
Technical Body: ITS Publication (2013-05-03)
Directives: Release 1
Details and Download Cooperative ITS Release 1
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9.3. Annex C: ISO/CEN STANDARDS
STANDARD DESCRIPTION
Applications, Messages and Data specifications
CEN/ISO TS 17425 Intelligent transport systems — Co-operative systems — Data
exchange specification for in-vehicle presentation of external road and
traffic related data
CEN/ISO TS 17426 Intelligent Transport Systems — Cooperative Systems — Contextual
speeds
CEN/ISO TS 17427 Intelligent Transport Systems — Cooperative Systems — Roles and
responsibilities in the context of co-operative ITS based on
architecture(s) for co-operative systems
CEN/ISO TS 18750 Intelligent transport systems — Cooperative ITS — Definition of a
global concept for local dynamic maps
CEN/ISO TS 19091 Intelligent transport systems — Cooperative ITS — SPaT
CEN/ISO TS 19321 Intelligent transport systems — Cooperative ITS — Dictionary of in-
vehicle information (IVI) data structures
Application and message support
ISO 16788 Intelligent transport systems -- Communications access for land
mobiles (CALM) -- ITS IPv6 Security
ISO 16789 Intelligent transport systems -- Communications access for land
mobiles (CALM) -- ITS IPv6 Optimization
CEN/ISO TS 17419 Intelligent Transport Systems — Cooperative Systems — Classification
and management of ITS applications in a global context
CEN/ISO TS 17423 Intelligent Transport Systems — Cooperative Systems — Application
requirements for selection of communication profiles
TS 17429 Intelligent Transport Systems — Cooperative Systems — Profiles for
processing and transfer of information between ITS stations for
applications related to transport infrastructure management
ISO 17515-1 Intelligent transport systems — Communications access for land
mobiles (CALM) — LTE
ISO 21210 Intelligent transport systems — Communications access for land
mobiles (CALM) — IPv6 Networking
mobiles (CALM) — M5
mobiles (CALM) — Architecture
mobiles (CALM) — Medium service access points
mobiles (CALM) — ITS station management — Part 1: Local
management
mobiles (CALM) — ITS station management — Part 2: Remote
management
mobiles (CALM) — ITS station management — Part 3: Service access
points
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mobiles (CALM) — ITS station management — Part 4: Station-internal
management communication
mobiles (CALM) — ITS station management — Part 5: Fast service
advertisement protocol (FSAP)
ISO 24102-6 Intelligent Transport Systems — Communications access for land
mobiles (CALM) — ITS station management — Part 6: Flow
management
mobiles (CALM) — General requirements for using public networks
mobiles (CALM) — Non-IP networking — Part 1: Fast networking &
transport layer protocol (FNTP)
Conformance testing
mobiles (CALM) — Conformance requirements
ETSI TS 102 985 1 Intelligent Transport Systems (ITS); Communications Access for Land
Mobiles (CALM); Test specifications for non-IP networking (ISO 29281);
Part 1: Protocol implementation conformance "statement (PICS)
proforma
Part 2: Test suite structure & test purposes (TSS&TP)
Part 3: Abstract test suite and partial PIXIT (ATS) specification
Mobiles (CALM); Test specifications for ITS station management (ISO
24102); Part 1: Protocol Implementation Conformance Statement (PICS)
proforma
24102); Part 2: Test suite structure & test purposes (TSS&TP)
24102); Part 3: Abstract test suite (ATS) and partial PIXIT proforma
ETSI TS 102 760-1 Intelligent Transport Systems (ITS); Communications Access for Land
Mobiles (CALM); Test specifications for Access Technology Support (ISO
21218); Part 1: Protocol Implementation Conformance Statement (PICS)
proforma
21218); Part 2: Test suite structure & test purposes (TSS&TP)
21218); Part 3: Abstract test suite (ATS) and partial PIXIT proforma
CEN/ISO TS (new WI) Intelligent transport systems — Cooperative ITS — Test suite
architecture
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CEN/ISO TS (new WI) Intelligent transport systems — Cooperative ITS — Test specifications for
CEN/ISO TS 17429 — Part 1: Protocol Implementation Conformance
Statement (PICS) proforma
CEN/ISO TS 17429 — Part 2: Test suite structure & test purposes
(TSS&TP)
CEN/ISO TS 17429 — Part 3: Abstract test suite (ATS) and partial PIXIT
proforma
(TSS&TP)
proforma
(TSS&TP)
proforma
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9.4. Annex D: Candidate of LKAS requirements

LKAS/ad-hoc-01-05;
Candidate of LKAS requirements 19-20 November 2013
①Japanese Guideline ③LDWS
⑤Others （Japanese original idea）
②ISO ④ITS Guideline
Optio
Items Reference Requirements Reasons
n
LKAS is the device which are provided by motor vehicle manufacturers for the
1 ① purpose of reducing the operating load of the driver when he attempts to keep To align with the definition of Japanese Guideline.
his motor vehicle within the lane.
The main system function of a Lane Keeping Assistance System (LKAS) is to
support the driver in keeping the vehicle within the current lane. LKAS acquires
2 ② information on the position of the vehicle within the lane and, when required, To align with the definition of LKAS ISO.
1. Definition
sends commands to actuators to influence the lateral movement of the vehicle.
LKAS provides status information to the driver.
LKAS is the system which detects lane marking and supports the driver to keep
In order to clarify that such systems which purpose only warning or which
the vehicle within the lane. However, such systems which purpose only warning
3 ⑤ keep the vehicle within the lane by only braking control to the driver are
or which keep the vehicle within the lane by only braking control to the driver are
out of the scope.
out of the scope.
1 R79 M, N, O To align with the scope of R79.
2. Scope 2 ③ Category 2 and 3 （M2, M3, N2, N3） To align with the scope of LDWS.
3 ⑤ M, N Mainly, LKAS is assumed to be installed in vehicles category M and N.
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3. Operational requirements
A. Requirements for activation
LKAS may start to operate above 50km/h. (LKAS shall not start to operate
1 ① Because LKAS is the system assumed to be operated on an expressway.
below 50km/h.)
LKAS shall start to operate at least at vehicle speeds above 60km/h when all
2 ③ other operating conditions for are satisfied. (LKAS may start to operate less To align with the requirement of LDWS.
Operating
than 60km/h.)
speed
LKAS shall be operational between 72km/h and the maximum speed which is
108km/h or the maximum possible vehicle speed, whichever is less. (In this
3 ② To align with the requirement of LKAS ISO.
speed range, when all the operating conditions are satisfied, the system shall
start to operate.)
The lateral acceleration caused by the system operation while cornering shall
2
not exceed 2 m/s . In case of the system keeping the center of the lane, the 2
The value of lateral acceleration (2m/s ) is the one which is occured while
lateral acceleration caused by the system operation while straight running shall
1 ① 2 running on the curved road of the Japanese expressway with the speed
be 0.5m/s or less. And also in case of the system operating near the lane
limit (80km/h).
marking, the lateral acceleration caused by the system operation while straight
2
running shall be 1m/s or less.
Acceleration
Because if there is no limitation of the value of lateral acceleration
etc. caused by
The lateral acceleration caused by the system operation shall not exceed [xx] occurred by the system operation, the driver might misunderstand that
the operation 2 ⑤ 2
m/s . the system could go through any curved road. And also in order to
of the system
prevent a rollover occurred by rapid steering operation by the system.
2
Lateral acceleration shall not exceed 3m/s , and lateral jerk shall not exceed
3 3 To align with the requirement of LKAS ISO.
5m/s .
② The lane keeping action shall not cause a longitudinal deceleration larger than
2
4 3m/s . If the lane keeping action causes a longitudinal deceleration larger than To align with the requirement of LKAS ISO.
2
1.0m/s , this shall not cause a speed reduction more than 18km/h.
At least, the system shall be operational on a curved road which has the radius
1 ③ more than 250m. (LKAS may operate on a curved road which has the radius less To align with the requirement of LDWS.
than [250]m.)
At least, the system shall be operational on a straight road which has the radius
Road shape In order to be accepted such kind of LKAS which is operational on a
2 ⑤ more than [1000]m. (LKAS may operate on a curved road which has the radius
straight road.
less than [1000]m.)
As the one of examples, The system shall be tested on a curved road which has
the radius 800m.
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The system shall be operational on the lane marking which is required in the
1 ③ To align with the requirement of LDWS.
LDWS regulation.
Lane marking
The system shall be operational on the lane marking which is required in each The detection systems of LKAS for lane marking must be more accurate
2 ⑤
countries. than one of LDWS.
In order to prevent lane departure accidents certainly. And also in order
When the LKAS is tested, the value of departure of the outside of the tire
1 to prevent lane departure triggered by the system operation.
closest to the lane markings shall not exceed more than [XX]cm.
This requirement is prescribed in the test procedure of LKAS..
⑤
In order to prevent lane departure accidents certainly. And also in order
When the LKAS is tested, the outside of the tire closest to the lane markings
2 to prevent lane departure triggered by the system operation
LKAS shall not depart from the lane marking.s.
This requirement is prescribed in the test procedure of LKAS.
performance
When the LKAS is tested, the outer edges of the tyres of the vehicle shall not
requirement
3 ② exceed the lane boundary more than 0.4m for light vehicles, and 1.1m for To align with the requirement of LKAS ISO
heavy vehicles.
When the LKAS is tested, it shall start to activate at least when the outside of
To align with the requirement of LDWS.
4 GRRF74-40 the tire closest to the lane markings crosses a line 0.3m beyond. (The value
This requirement is prescribed in the test procedure of LKAS..
of departure is not specified.)
B. Requirements for deactivation

An announcement shall be made through acoustic and optical means in the
followiing cases.
Because an announcement might not be recognized by the driver
（a）The operation of the device is cancelled without the driver’s intention
1 ① immediately by only an optical means, plural means including an acoustic
while the device is operating.
Functional means are provided to the driver.
（b）There is the possibility that the device can no longer render the assist to
limitation of
the running of the vehicle within the lane while the device is operating.
the system
It is refered to LDWS regulation paragraph 5.4.1.. And also following
An announcement shall be made through at least two means out of optical, "Guidelines on establishing requirements for high-priority warning
2 ④
acoustic and haptic in the above (a) and (b). signals" paragraph 3.8., and "Design Principles for Control Systems of
ADAS" paragraph 4.3.
Requirement for the end When the system operation is ended, it shall not be ended suddenly but shall be
①, ② To align with the requirement of Japanese Guideline and LKAS ISO.
of the system operation faded out smoothly.
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C. Requirements relevant to driver

The operation shall be cancelled when there is no steering operation of the In order to make the driver understand that LKAS is not the autonomous
1 ①
driver for more than 5s. steering system.
An announcement shall be made through at least two means out of optical, Because to keep the safety by continuing the system operation if the
2 acoustic and haptic if there is no steering operation of the driver for a certain driver's situation recognition is become uncertain.
time, after that the system operation shall be continued. (Concern : Does that requirement increase driver distraction? )
An announcement shall be made through at least two means out of optical, In order to make the driver understand that LKAS is not the autonomous
acoustic and haptic if there is no steering operation of the driver for a certain steering system.
3
Holding a time, after that the system operation may be cancelled. (equal to "may be Because the driver might be confused if the system operation is cancelled
steering wheel ④ continued") without any announcement, .
by the driver An announcement shall be made through an optical means if there is no In order to make the driver understand that LKAS is not the autonomous
4 steering operation of the driver for a certain time, after that the system steering system.
operation shall be continued. (Concern : Does that requirement increase driver distraction? )
An announcement shall be made through an optical means if there is no
In order to make the driver understand that LKAS is not the automated
5 steering operation of the driver for a certain time, after that the system
driving system.
operation shall be cancelled/may be cancelled. (equal to "may be continued")
If there is no steering operation of the driver for a certain time, the system
6 ⑤ (Concern : Does that requirement increase driver distraction? )
operation shall be continued/may be continued.
It is basic requirement for driving assistance. Due to following Vienna
1 ①, ②, ④ Override steering operation by the driver shall be given priority to the system. convention. Due to following "Design Principles for Control Systems of
ADAS".
Override (Concerns : Inconsistency with Vienna convention, inconsistency with
2 Override steering operation by the driver may be given priority to the system.
AEBS)
④
(Concerns : Inconsistency with Vienna convention, inconsistency with
3 The system operation shall be given priority to steering operation by the driver.
AEBS)
The system operation may be suppressed when there is a driver's action which
1 ③ To align with the requirement of LDWS.
Condition of indicates an intention of a lane change.
non-operational Specific driver's actions, e.g. the turn signal, can be considered as a suppression
being allowed request.
3 ⑤ No requirement It is considered to be included in the requirement of override.
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D. Information for driver

In order to be decided the system status of operational/non-operational
The device may be equipped with a switch whereby at driver's intention the
1 ①, ④ by driver's will.
driver can select the status of operational/non-operational of the device.
Due to following "Design Principles for Control Systems of ADAS" .
The device may be equipped with a means to deactivate the LKAS function, and
ON/OFF switch
2 ③ the LKAS function shall be automatically reinstated at the status of operational To align with the requirement of LDWS.
of each new ignition “on” (run) cycle.
The device shall not be equipped with a means to deactivate the LKAS function,
3 ⑤ In order to make the safety system operate certainly.
that means the LKAS function shall always be at the status of operational.
The status of the switch operational/non-operational, the status of the system
1 ①, ③, ④ operating/not operating, and the situation of system malfunctions shall be In order to indicate the status of the system to the driver correctly.
indicated to the driver through an optical means.
Malfunction
In the case of above ①, the teltail with the specific symbol for LKAS shall be In order to indicate the status of the system to the driver more
warning 2
used. understadably.
/Status display ⑤
In order to indicate the status of the system to the driver more
3 In the case of above ①, the teltail with the specific color for LKAS shall be used.
understadably.
4 ② The teltale with the symbol referred to ISO2575 shall be used. To align with the requirement of LKAS ISO.
Information to be known Necessary information shall be known appropriately to the users through the In order to make the driver understand usage correctly. It is one of the
①
to users instruction manuals, caution labels and so forth. measure for prevention of over reliance.
E. The other requirements
The device shall be capable of monitoring the operating conditions of
the device concerned so that any malfunction may be detected. And in
In order to indicate malfunctions to the driver, and to stop the
1 cases where the device should encounter any malfunction, the device
device safely same as the other electronic devices.
Failsafe ① shall have a function which makes it possible for the operation of the
device concerned to be stopped safely.
The principal functions of the device shall be preferably of a dual
2 This item is not required in AEBS and LDWS.
system.
Conformity with the
Concerning the conformity with the safety aspects of complex
safety aspects of In order to satisfy the requirement of the conformity with the
R79 etc. electronic control systems, the LKAS shall satisfy the requirement in
complex electronic safety aspects of complex electronic control systems.
Annex CEL (e.g. Annex 6 in R79).
control systems
The LKAS shall not be adversely affected by magnetic or electrical fields.
EMC ③ This shall be demonstrated by compliance with Regulation No. 10, In order to satisfy the safety requirement of EMC.
03/04 Series of Amendments
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9.5. Annex F: HMI guidelines and standards
9.5.1. Reference Guidelines (not exhaustive)
1. ISO/TR 16352:2005 - Road vehicles -- Ergonomic aspects of in-vehicle presentation for transport
information and control systems -- Warning systems
2. ISO/TR 12204:2012- Road vehicles -- Ergonomic aspects of transport information and control systems --
Introduction to integrating safety critical and time critical warning signals
3. Design Guidelines for Safety of In-Vehicle Information Systems (2004), Transportation Research
Laboratory (TRL), A. Stevens, A. Quimby, A. Board, T. Kersloot and P. Burns.
4. Human Factors Design Guidelines for Advanced Traveler Information Systems (ATIS) and Commercial
Vehicle Operations (CVO) (1997), Developed by Battelle under contract from the U.S. Department of
Transportation, Federal Highway, Technical Report FHWA-RD-98-057, J.L. Campbell, C. Carney, B.H.
Kantowitz.
5. HARDIE Design Guidelines Handbook: Human Factors Guidelines for Information Presentation by ATT
Systems (1996), Commission of the European Communities, Luxembourg, T. Ross, K. Midtland, M. Fuchs,
A. Pauzie, A. Engert, B. Duncan, G. Vaughan, M. Vernet, H. Peters, G. Burnett, A. May.
6. SAE J2364 - Recommended Practice Navigation and Route Guidance Function Accessibility While Driving
(2004), Society of Automotive Engineers (SAE).
7. SAE J2365 – Recommended Practice Calculation of the Time to Complete In-Vehicle Navigation and
Route Guidance Tasks (2002), Society of Automotive Engineers (SAE).
8. A Safety Checklist for the Assessment of In-Vehicle Information Systems: Scoring Proforma (1999),
Transportation Research Laboratory (TRL), Project Report PA3536-A/99, A. Stevens, P.A. Board, A.
Quimby.
9. Preliminary Human Factors Guidelines for Driver Information Systems (1993), The University of
Michigan Transportation Research Institute (UMTRI) under contract from the U.S. Department of
Transportation, Federal Highway, Technical Report UMTRI-93-21 (also published as FHWA-RD-94-087, P.
Green, W. Levinson, G. Paelke, C. Serafin
9.5.2. International Organization for Standardization (ISO) standards
- ISO 15005 - Road vehicles -- Ergonomic aspects of transport information and control systems -- Dialogue
management principles and compliance procedures
- ISO 15006 - Road vehicles -- Ergonomic aspects of transport information and control systems --
Specifications for in-vehicle auditory presentation
- ISO 15007-1 - Road vehicles -- Measurement of driver visual behaviour with respect to transport
information and control systems -- Part 1: Definitions and parameters FG Distraction – Report on User
Interface Requirements for Automotive Applications
- ISO 15007-2 - Road vehicles -- Measurement of driver visual behaviour with respect to transport
information and control systems -- Part 2: Equipment and procedures
Specifications and test procedures for in-vehicle visual presentation
- ISO TC 16951 - Road vehicles -- Ergonomic aspects of transport information and control systems (TICS)
Procedures for determining priority of on-board messages presented to drivers
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Occlusion method to assess visual demand due to the use of in-vehicle systems
- ISO 2575 - Road vehicles -- Symbols for controls, indicators and tell-tales
- ISO 4040 - Road vehicles -- Location of hand controls, indicators and tell-tales in motor vehicles
- ISO 4513 - Road vehicles -- Visibility -- Method for establishment of eyellipses for driver's eye location
Procedure for assessing suitability for use while driving
- ISO 26022:2010- Road vehicles -- Ergonomic aspects of transport information and control systems --
Simulated lane change test to assess in-vehicle secondary task demand
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EUROPEAN COMMISSION

SEVENTH FRAMEWORK PROGRAMME

Cooperative dynamic formation of platoons for safe and

D2.2. Current state of EU legislation

Deliverable No. COMPANION D2.2

3. The use of road infrastructures.

5.3.1. UNECE Regulation Nº105 (UNECE) - ADR 34

There are three different legislation levels:

- Vehicles as individual elements regarding the semiautonomous driving.

4.1. Vehicles and components regulatory frame

4.1.1. Regulations from the United Nations Economical commission of Europe

Figure 1: Logo of the United Nations Economical Commission of Europe

4.1.2. Regulations and Directives of European Commission of the European Union

Figure 2: Logo of the European commission of the European Union

4.2. Standardization frame

- Traffic and travel information

The EU ITS Action Plan has 6 main action points:

- Action area 1: Optimal use of road, traffic and travel data

The initiative is supported by five co-operating Directorates-General: DG Mobility and Transport

The standardization bodies involved in C-ITS are:

4.2.1. ETSI ITS G5

Long range communications in COMPANION shall be based in consolidated cellular access

4.2.2. CEN / CENELEC

Under study at ISO/TC 204 are standardization proposals for

4.3. Local legislations of vehicles use and infrastructures

5. Regulations frame & COMPANION

5.1. Analysis matrix

Vehicle Use Infra.

Traffic regulations and driving licences

Road use: Dimension and Weights

Driving hours and rest periods

Devices for indirect vision

Masses and dimensions

Road user charges

R-105 Vehicle for the carriage of dangerous goods ADR X X

Regulation (EC) 561/2006 Driving time X

Long Range communications: ETSI ITS G5 X

5.2. Regulation and standard frames regarding vehicles:

5.2.1. UNECE Regulation Nº 10: Uniform provisions concerning the approval of

Scope of the regulation:

Description of the regulation:

- Requirements regarding the immunity to radiated and conducted disturbances for

- Electromagnetic compatibility: means the ability of a vehicle or component(s) or separate

Description of the use in the Companion vehicles:

Possible directions to work on:

Current work in this regulation

There is no current work on this matter in this moment.

5.2.2. UNECE Regulation Nº 46: Uniform provisions concerning the approval of

Scope of the regulation:

This Regulation applies:

Description of the regulation:

Description of the use in the Companion vehicles:

Current work in this regulation

There is no current work on this matter in this moment.

5.2.3. UNECE Regulation Nº48: Uniform provisions concerning the approval of

Scope of the regulation:

Description of the regulation

Description the use in the Companion vehicles

Possible directions to work on: