Uniform provisions concerning the approval of vehicles with regard to the placement of control pedals. Uniform provisions concerning the approval of vehicles with regard to the placement of control pedals

19.10.2019

GOST R 41.35-99
(UNECE Regulation No. 35)

Group D25

STATE STANDARD OF THE RUSSIAN FEDERATION

UNIFORM PROVISIONS,
CONCERNING THE APPROVAL OF VEHICLES
IN REGARD TO THE PLACEMENT OF THE CONTROL PEDALS

Uniform provisions concerning the approval of vehicles with regard
to the arrangement of foot controls

OKS 43.040.50
OKP 45 1000

Introduction date 2000-07-01

Foreword

1 DEVELOPED by the All-Russian Research Institute for Standardization and Certification in Mechanical Engineering (VNIINMASH) on the basis of UNECE Regulation No. 35 adopted by working group UNECE ITC Vehicle Design

INTRODUCED by Gosstandart of Russia

3 This standard is the authentic text of UNECE Regulation No. 35, Revision 1 (document E/ECE/324-E/ECE/TRANS/505/Rev.1/Add.34/Rev.1, entry into force 11.09.92) "Uniform provisions concerning the approval of vehicles with regard to the placement of pedals"

4 INTRODUCED FOR THE FIRST TIME

This standard introduces UNECE Regulation No. 35 (hereinafter referred to as the Regulations).

1 area of use

These Rules apply to the location and methods of operation of the control pedals of passenger cars, regardless of the location of the steering.

2 Definitions

The following terms and definitions are used in these Rules:

2.1. Approval of a vehicle

2.2 passenger car: A motor vehicle, excluding motorcycles, designed to carry a maximum of nine persons.

2.3. vehicle type: A category of power-driven vehicles that do not differ in terms of design or internal equipment differences that may affect the placement or operation of the control pedals.

2.4 accelerator pedal: A control pedal that allows you to change the power provided by the engine.

2.5 service brake pedal

2.6 clutch pedal

2.7. transverse plane: The plane perpendicular to the median longitudinal section of the vehicle.

2.8 longitudinal plane: A plane parallel to the median longitudinal section of the vehicle.

2.9 reference plane (see Figure 1)

2.9.1 - a point located on the surface of the accelerator pedal and spaced 200 mm from the point;

2.9.2 - a fixed point on the vehicle at which the driver's heel is located and which is indicated by the vehicle manufacturer.

Figure 1 - Placement of the control pedals

2.10 Bulkheads: Permanent structural members (eg tunnel ledge above driveshaft, wheel housing and side skin panels).

3 Application for approval

3.1. An application for approval of a vehicle type with regard to the location of the control pedals shall be submitted by the vehicle manufacturer or his duly authorized representative.

3.2 The application shall be accompanied by the following documents in three copies and the following data shall be indicated:

3.2.1 Sufficiently detailed and to scale drawings of the parts of the structure to which the provisions of these Rules apply.

3.3. A vehicle representative of the type of vehicle to be approved must be presented to the Technical Service authorized to conduct approval tests.

4 Approval

4.1. If a vehicle type submitted for approval in accordance with this Regulation satisfies the requirements of section 5 below, that vehicle type shall be deemed approved.

4.2. Each approved vehicle type is assigned an approval number. The first two digits of this number (currently 00 for the Regulation in its original form) indicate a series of amendments that includes the latest significant technical changes made to the Regulation at the time of approval. The same Contracting Party may not assign the same number to another vehicle type.

4.3. The Parties to the Agreement applying this Regulation shall be notified of approval, extension of approval, refusal of approval, withdrawal of approval or definitive production of a vehicle type under this Regulation by means of a card conforming to the model given in Annex 1 to this Regulation.

4.4. On every vehicle conforming to a vehicle type approved in accordance with this Regulation, there must be affixed, in a conspicuous and easily accessible place as shown on the approval card, an international approval mark consisting of:

4.4.1. A circle containing the letter "E" followed by the distinguishing number of the country which has granted the approval* and

4.4.2. The number of this Regulation followed by the letter "R", a dash and the approval number, to the right of the circle prescribed in paragraph 4.4.1.
________________
* 1 - Germany, 2 - France, 3 - Italy, 4 - Netherlands, 5 - Sweden, 6 - Belgium, 7 - Hungary, 8 - Czech Republic, 9 - Spain, 10 - Yugoslavia, 11 - United Kingdom, 12 - Austria, 13 - Luxembourg, 14 - Switzerland, 15 - not assigned, 16 - Norway, 17 - Finland, 18 - Denmark , 19 - Romania, 20 - Poland, 21 - Portugal, 22 - Russian Federation, 23 - Greece, 24 - not assigned, 25 - Croatia, 26 - Slovenia, 27 - Slovakia, 28 - Belarus, 29 - Estonia, 30 - not assigned, 31 - Bosnia and Herzegovina, 32-36 - not assigned, 37 - Turkey, 38-39 - not assigned and 40 - the former Yugoslav Republic of Macedonia. Subsequent serial numbers are assigned to other countries in the chronological order of their ratification of the Agreement on the adoption of uniform technical requirements for wheeled vehicles, equipment and parts that can be installed and (or) used on wheeled vehicles, and on the conditions for mutual recognition of approvals issued on the basis of these requirements, or in the order of their accession to this Agreement. The numbers assigned to them in this way are reported General Secretary United Nations Contracting Parties to the Agreement.

4.5. If the vehicle conforms to a vehicle type approved under other Regulations annexed to the Agreement in the same country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.4.1 need not be repeated; in this case, the additional numbers and symbols of all Regulations for which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1.

4.6. The approval mark must be legible and indelible.

4.7. The approval mark shall be placed next to or on the plate affixed by the manufacturer giving the characteristics of the vehicles.

4.8. Annex 2 to this Regulation shows, as an example, schemes of approval marks.

5 Prescriptions (see annex 4)

5.1 As viewed from the driver's seat, the control pedals should be in the following order, from left to right: clutch pedal, if any, service brake pedal and accelerator pedal.

5.2 The left foot in the non-working position should normally be able to rest on the floor surface or on the foot rest in such a way that it cannot get stuck in the pedals.

5.3 It must be possible to fully depress any pedal without inadvertently depressing buttons or other foot control pedals.

5.4. The distance between the points of the contours of orthogonal projections on the bearing surfaces of the accelerator pedal and service brake pedal on the plane , indicated in Annex 4 by the letter , must be 100 mm and 50 mm.

5.5 The distance between the orthogonal projections of the bearing surfaces of the service brake and clutch pedals on the reference plane must be<50 мм.

5.6 The distance between the contour points of the projection of the clutch pedal on the plane and the intersection of the closest partition with this plane should be 50 mm.

5.7. The distances between the projection of the service brake pedal on the reference plane and the intersection of each partition with this plane, indicated in Annex 4 by the letters and respectively, shall be 130 mm on the right and 160 mm on the left for vehicles with three pedals and 130 mm on the right and 120 mm on the left for vehicles with two pedals.

6 Change of vehicle type and extension of approval

6.1. Any change to a vehicle type shall be notified to the administrative authority which approved the vehicle type. This body can:

6.1.1 either conclude that the changes made will not have significant adverse effects and that in any case the vehicle still complies with the regulations,

6.1.2 or require a new test report from the technical service authorized to carry out the tests.

6.2. An approval confirmation or refusal of approval, indicating the changes, shall be sent to the Parties to the Agreement applying this Regulation in accordance with the procedure referred to in paragraph 4.3.

6.3. The competent authority which has extended the approval shall assign to such an extension an appropriate serial number and shall so notify the other Parties to the 1958 Agreement applying this Regulation by means of a message card conforming to the model given in annex 1 to this Regulation.

7 Compliance of production

7.1. Every vehicle bearing an approval mark pursuant to this Regulation must conform to the approved vehicle type, in particular with regard to the position of the control pedals.

7.2. To check compliance with the requirements of 7.1., a sufficient number of spot checks shall be carried out on vehicles in series production bearing the approval mark pursuant to this Regulation.

8 Sanctions for non-conforming production

8.1. The approval granted to a vehicle type pursuant to this Regulation may be withdrawn if the conditions laid down in 7.1 are not met or if the results of the vehicle checks prescribed in 7.2 are not satisfactory.

8.2. If any Party to the Agreement applying this Regulation withdraws an approval it has previously granted, it shall immediately so inform the other Contracting Parties applying this Regulation by means of a copy of the communication card conforming to the model given in annex 1 to this Regulation.

9 Definitive cessation of production

If the holder of the approval completely ceases to manufacture a vehicle type approved in accordance with this Regulation, he shall so inform the authority which granted the approval. Upon receipt of the relevant notification, the competent authority shall notify the other Parties to the 1958 Agreement applying these Regulations by means of a notification form conforming to the model given in Annex 1 to these Regulations.

10 Names and addresses of technical services authorized to carry out approval tests and administrative authorities

The Parties to the Agreement applying this Regulation shall communicate to the United Nations Secretariat the names and addresses of the Technical Services responsible for conducting approval tests and of the Administrative Offices which grant approval and to which forms of approval, refusal or withdrawal of approval issued in other countries should be sent.

ANNEX 1
(mandatory)

MESSAGE,

[Maximum size: A4 (210x297 mm)]

	directed:
		name of the administrative body

________________
Distinguishing number of the country which granted/extended/refused/withdrawn the approval (see the approval provisions of this Regulation).

concerning:

OFFICIAL APPROVAL
EXTENSION OF APPROVAL
WITHDRAWAL OF APPROVAL
WITHDRAWAL OF APPROVAL
DEFINITELY DISCONTINUED PRODUCTION

Type of vehicle in relation to the placement of control pedals based on Regulation No. 35
_______________

Cross out the unnecessary.

1 Manufacturer or trade mark of the vehicle

2 Vehicle type

3 Manufacturer and address

4 Where applicable, name and address of the manufacturer's representative

5 Brief description of the vehicle type in relation to the location of the control pedals

6 Vehicle submitted for approval (date)

7 Technical Service authorized to carry out approval tests

8 Date of test report issued by this service

9 Number of test report issued by this service

10 Approval granted/approval extended/approval denied/approval withdrawn
________________
Cross out the unnecessary.

11 Location of the approval mark on the vehicle

14 Signature

Attached to this communication is a list of documents which have been deposited with the administrative authority which granted the approval and which are available upon request.

APPENDIX 2
(mandatory)

APPROVAL MARK SCHEMES

Sample A
(See paragraph 4.4 of these Rules)

The above approval mark affixed to a vehicle indicates that the type of vehicle has been approved in the Netherlands (E4) with regard to the location of the pedals under number 002439. The first two digits of the approval number indicate that the approval was granted in accordance with the requirements of Regulation No 35 in its original version.

Sample B
(See paragraph 4.5 of these Rules)

The above approval mark affixed to a vehicle indicates that the type of vehicle has been approved in the Netherlands (E4) pursuant to Regulations Nos 35 and 24*. (In the latest Rules, the corrected value for the extinction coefficient is 1.30 m). The approval numbers indicate that, at the time the respective approvals were granted, Regulation No 35 had not been amended and Regulation No 24 included the 03 series of amendments.
________________
* The second number is given as an example.

APPENDIX 3
(mandatory)

PROCEDURE FOR DETERMINING THE POINT AND THE ACTUAL SLOPE
TORSO IN A SITTING POSITION IN MECHANICAL
VEHICLES

The procedure described in this appendix is intended to determine the position of the point and the actual torso angle for one or more seating positions in a vehicle and to verify the relationship between the measured parameters and the design specifications specified by the manufacturer*.
________________
* For all seating positions, other than the front seats, for which the point cannot be determined by using the 3D pointing mechanism or related methods, the point given by the manufacturer may be used as the reference point, at the discretion of the competent authority.

2 Definitions

In this annex, the following terms apply with their respective definitions:

2.1 benchmarks: One or more of the following seating characteristics:

2.1.1 dot and dot and their relationship;

2.1.2 actual torso angle and design torso angle and their relationship.

2.2 three-dimensional pointing mechanism (3-D engine): A device used to determine the point and the actual torso angle. A description of this device is given in appendix 1 to this annex.

2.3 point : The center of rotation of the torso and thigh of the 3-D machine installed on the seat of the vehicle in accordance with the requirements of section 4 below. The point is located in the middle of the center line of the machine, passing between the point sight marks on both sides of the 3-D machine. Theoretically, the point corresponds (tolerances - see paragraph 3.2.2 below) to the point . Once a point has been determined in accordance with the procedure described in section 4, that point is considered to be fixed with respect to the seat cushion and moves with it when the seat is adjusted.

2.4 seating point or reference point: An arbitrary point specified by the manufacturer for each seating position and established with respect to a three-dimensional coordinate system.

2.5 torso line: The center line of the 3-D pin when the pin is in its rearmost position.

2.6 actual torso angle: The angle measured between the vertical line through the point and the torso line by means of the circular sector of the 3-D machine. Theoretically, the actual torso angle corresponds to the design torso angle (tolerances are given in 3.2.2).

2.7. Design torso angle: The angle measured between the vertical line through the point and the torso line at a position corresponding to the seat-back design position specified by the vehicle manufacturer.

2.8 occupant center plane (C/LO): The median plane of the 3-D mechanism located at each designated seating position; it is represented by the coordinate of the point about the axis. On individual seats, the center plane of the seat is the same as the center plane of the driver or passenger. On other seats, the center plane of the driver or passenger is specified by the manufacturer.

2.9 three-dimensional coordinate system: The system described in appendix 2 to this annex.

2.10 reference points: Physical points (holes, planes, marks and recesses) on the vehicle body specified by the manufacturer.

2.11. position for measurement on the vehicle: The position of the vehicle, defined by the coordinates of the reference points in the three-dimensional coordinate system.

3 Precepts

3.1 Presentation of data

For each seating position whose benchmarks are used to verify compliance with the provisions of this Regulation, all or an appropriate selection of the following data shall be reported, as specified in Appendix 3 to this annex:

3.1.1 coordinates of a point relative to a three-dimensional coordinate system;

3.1.2 design torso angle;

3.1.3. all instructions necessary to adjust the seat (if the seat is adjustable) and bring it into the measurement position specified in paragraph 4.3. of this annex.

3.2 Correlation of received data and design specifications

3.2.1. The coordinates of the point and the value of the actual torso angle, established in accordance with the procedure specified in Section 4 below, are compared, respectively, with the coordinates of the point and the value of the design torso angle, specified by the manufacturer.

3.2.2 The relative position of the point and the point and the relationship between the design torso angle and the actual torso angle are considered satisfactory for the seating position under consideration if the point , defined by its coordinates, lies within a square whose horizontal and vertical sides, equal to 50 mm, have diagonals intersecting at , and if the actual torso angle does not differ from the design torso angle by more than 5° .

3.2.3 If these conditions are met, the point and design torso angle are used to check compliance with the provisions of these Rules.

3.2.4 If the point or actual torso angle does not comply with the requirements of paragraph 3.2.2 above, then the point and actual torso angle are determined two more times (three times in total). If the results of two of these three measurements satisfy the requirements, the provisions of paragraph 3.2.3. of this annex shall apply.

3.2.5. If the results of at least two of the three measurements defined in paragraph 3.2.4. above do not satisfy the requirements of paragraph 3.2.2. above, or if verification is not possible because the vehicle manufacturer has not provided data concerning the position of the point or the design torso angle, the centroid of the three points obtained or the average of the three measurements of angles may be used, which will be considered acceptable in all cases where a point or design torso angle is mentioned in this Regulation. torso.

4 How to determine the point and the actual torso angle

4.1. The test vehicle shall be kept at a temperature of (20 ± 10) °C, at the choice of the manufacturer, in order to bring the seat material to room temperature. If the seat under test has never been used, a person or device weighing between 70 and 80 kg should be placed on the seat twice within one minute to loosen the seat cushion and backrest. At the request of the manufacturer, all sets of seats are kept unloaded for at least 30 minutes before the 3-D mechanism is installed on them.

4.2. The vehicle must take the measurement position specified in paragraph 2.11. of this annex.

4.3. If the seat is adjustable, it shall first be set to the rearmost position - normal in driving or use - as provided by the vehicle manufacturer, by the mere longitudinal adjustment of the seat and without moving it for purposes other than normal driving or use. If there are other ways of adjusting the seat (vertical, backrest angle, etc.), it must be brought to the position specified by the vehicle manufacturer. For reclining seats, the rigid locking of the seat in the upright position shall correspond to the normal operating position specified by the manufacturer.

4.4. The surface of the seat that the 3-D mechanism comes into contact with shall be covered with a muslin cotton fabric of sufficient size and texture, defined as a smooth cotton fabric having 18.9 threads per centimeter and a weight of 1 m 0.228 kg, or as a knitted or non-woven fabric having similar characteristics. If the test is carried out on a seat outside the vehicle, the floor on which the seat is to be installed shall have the same basic characteristics* as the floor of the vehicle in which the seat is to be installed.
________________
* Tilt angle, seat height difference, surface texture, etc.

4.5 Position the base and backrest of the 3-D machine so that the center plane of the driver or passenger (C/LO) coincides with the center plane of the 3-D machine. At the request of the manufacturer, the 3-D mechanism can be moved inward relative to the C/LO if it is outside and the edge of the seat does not allow it to be leveled.

4.6 Attach the feet and lower legs to the base of the body, either separately or by swivel. The line passing through the point finders shall be parallel to the ground and perpendicular to the longitudinal center plane of the seat.

4.7 Arrange the feet and legs of the 3-D machine as follows:

4.7.1 Driver's and passenger's seats next to the driver.

4.7.1.1 The feet and legs are moved forward so that the feet take up a natural position, if necessary, between the working pedals. The left foot, if possible, is positioned so that it is approximately the same distance on the left side of the center plane of the 3-D mechanism as the right foot is on the right side. With the help of the level of checking the transverse orientation of the device, it is brought to a horizontal position by adjusting, if necessary, the base of the body, or by moving the feet and legs back. The line passing through the H-point sight buttons must be perpendicular to the longitudinal center plane of the seat.

4.7.1.2. If the left leg cannot be kept parallel to the right leg and the left foot cannot be placed on the vehicle structure, then the left foot must be moved to place it on the support. Horizontalness is determined by sight marks.

4.7.2 Rear outer seats

With regard to the rear or side seats, the legs must be positioned as prescribed by the manufacturer. If at the same time the feet rest on parts of the floor that are at different levels, then the foot that first touched the front seat serves as the starting one, and the other foot is positioned in such a way as to ensure the horizontal position of the device, checked using the level of the transverse orientation of the base of the housing.

4.7.3 Other seats

The general procedure given in paragraph 4.7.1. above should be followed, with the exception of the order of setting the feet, which is determined by the vehicle manufacturer.

4.8 Place weights on the shins and thighs and place the 3-D machine in a horizontal position.

4.9 Tilt the back of the base of the body forward to a stop and move the 3-D mechanism away from the seatback using the knee joint. Reinstall the mechanism in its original place on the seat using one of the following methods:

4.9.1 If the 3-D mechanism slides backwards, proceed as follows: allow the 3-D mechanism to slide backwards until it is no longer necessary to use the front limiting horizontal load on the knee joint, that is, until the back of the mechanism comes into contact with the seat back. If necessary, change the position of the lower leg and foot.

4.9.2 If the 3-D mechanism does not slide back, proceed as follows: push the 3-D mechanism back by using a horizontal rear load applied to the knee joint until the rear of the mechanism comes into contact with the seat back (see figure 2 of appendix 1 to this annex).

4.10 Apply a load of (100 ± 10) N to the back and base of the 3-D machine at the intersection of the circular sector of the thigh and the knee cover. This force must be directed at all times along a line passing through the above intersection to a point just above the thigh bracket casing (see figure 2 of appendix 1 to this annex). After that, carefully return the back of the mechanism until it comes into contact with the back of the seat. The rest of the procedure must be done with care to prevent the 3-D mechanism from slipping forward.

4.11 Place weights on the right and left sides of the base of the body and then alternately eight weights on the back. The horizontal position of the 3-D mechanism is checked using a level.

4.12 Tilt the back of the 3-D mechanism forward to relieve pressure on the seat back. Rock the 3-D mechanism for three complete cycles in a 10° arc (5° to each side of the vertical center plane) to identify and eliminate possible friction points between the 3-D mechanism and the seat.

During rocking, the knee joint of the 3-D machine may deviate from the set horizontal and vertical directions. Therefore, during swinging of the mechanism, the hinge must be held by an appropriate lateral force. When holding the hinge and swinging the 3-D mechanism, care must be taken to avoid introducing unintended external vertical or longitudinal loads.

Do not hold the feet of the 3-D machine or restrict their movement when doing this. If the feet change their position, they should remain in the new position for a while.

Carefully return the back of the mechanism until it touches the back of the seat and bring both levels to the zero position. If the feet move while swinging the 3-D mechanism, they should be repositioned as follows:

Alternately lift each foot off the floor to the minimum height necessary to prevent further movement of the foot. In this case, it is necessary to hold the feet in such a way that they can rotate; application of any longitudinal or transverse forces is excluded. As each foot returns to its lower position, the heel should come into contact with the corresponding structural element.

Bring the transverse level to the zero position; if necessary, apply a transverse load to the upper part of the back of the mechanism; the amount of load must be sufficient to bring the back of the 3-D mechanism into a horizontal position on the seat.

4.13 Hold the knee joint to prevent the 3-D mechanism from sliding forward onto the seat cushion, and then:

A) return the back of the mechanism until it touches the back of the seat;

B) Alternately apply and release a horizontal rearward load not exceeding 25 N to the back angle bar at a height approximately at the center of the attachment of the weights to the back, until the thigh circle indicates that a stable position has been achieved after the load has been removed. It must be ensured that the 3-D mechanism is not subjected to any external downward or sideways forces. If it is necessary to reorient the 3-D machine in the horizontal direction, tilt the back of the machine forward, recheck its horizontal position and repeat the procedure indicated above in 4.12.

4.14 Carry out all measurements:

4.14.1 Point coordinates are measured relative to a three-dimensional coordinate system.

4.14.2 The actual torso angle is determined by the 3-D machine's recline circle with the pin in the rearmost position.

4.15 In the event of a 3-D mechanism being re-established, the seat must be free of any load for a minimum of 30 minutes prior to commencement of the installation. The 3-D mechanism should not be left on the seat for more than the time required to perform this test.

4.16. If seats in the same row can be considered to be the same (bench seat, identical seats, etc.), then only one point and one actual seat back angle should be determined for each row by placing the 3-D mechanism described in appendix 1 to this annex in a location that can be considered representative of that row of seats. This place is:

4.16.1 in the front row - the driver's seat;

4.16.2 in the back row or rows - one of the extreme places.

APPENDIX 3. APPENDIX 1
(mandatory)

Description of the three-dimensional point determination mechanism (3-D mechanism)

You can read the text of the official document at the link:

UNITED NATIONS

ECONOMIC COMMISSION FOR EUROPE

DEVELOPING THE LEGAL FRAMEWORK FOR THE "SINGLE WINDOW" SYSTEM IN INTERNATIONAL TRADE

first edition accepted by the United Nations Center for Trade Facilitation and Electronic Business (UN/CEFACT)

__________________________________________________________________

Geneva, December 2010 ECE/TRADE/401

Development of the legal framework for the Single Window system
in international trade

Summary

This recommendation is submitted in accordance with decision 07-13 of the United Nations Center for Trade Facilitation and Electronic Business, adopted by it at its thirteenth session (ECE/TRADE/C/CEFACT/2007/29).

UN/CEFACT provides countries and economies with practical tools to facilitate Single Window implementation and ensure their interoperability. This Recommendation expands on such support by assisting countries and economies in addressing legal issues related to the national and international exchange of trade data required for a Single Window system.

This recommendation was originally submitted for approval to the fifteenth plenary session of UN/CEFACT in November 2009. In accordance with decision 09-08 of that meeting, it was subsequently submitted for approval through an intersessional process, with an exceptionally long comment deadline of 1 May 2010. During this period, comments were received from the Russian Federation and the United Nations Commission on International Trade Law (UNCITRAL). These comments have been included in document ECE/TRADE/C/CEFACT/2010/23/Rev.2

CONTENT

		Items	Page
INTRODUCTION		1 - 3
	SCOPE	4 - 5
	POSITIVE RESULTS
III.	USE OF INTERNATIONAL STANDARDS	7 - 8
IV.
Applications
	Legal Checklist for Single Window Operations
II.	Checklist Guidelines
III.	Set of tools

INTRODUCTION

1. The single window mechanism is increasingly being implemented around the world to simplify and improve the efficiency and effectiveness of the process of reporting data on import and export transactions. In many countries and economies, the introduction of such a mechanism has brought significant benefits to both the government and the trade community. 1 , and a number of regional organizations (the Association of Southeast Asian Nations (ASEAN), the Eurasian Economic Community (Eurasian) and the Asia-Pacific Economic Cooperation (APEC)) are currently considering the prospects for introducing a regional single window system 2 .

2. At the same time, the establishment of a Single Window is a complex process, requiring, inter alia, measures such as the analysis of established practices governing the flow of trade information. It entails changing and clarifying the data exchange process and therefore the current laws and regulations. Therefore, creating a favorable legal environment for a Single Window system in international trade is one of the main challenges for countries and economies establishing such a national system and/or seeking to exchange information with other Single Windows.

3. The United Nations Center for Facilitation and Electronic Business (UN/CEFACT) provides practical tools to facilitate the implementation of Single Window facilities. This Recommendation expands on this support by helping countries and economies resolve legal issues related to the national and international exchange of trade data required for Single Window systems.

I. SCOPE

4. For the purposes of this Recommendation, the legal framework for a Single Window in International Trade is defined as the set of measures that may be required to address legal issues related to the national and international exchange of trade data required for a Single Window.

5. The establishment of a Single Window often requires changes to existing laws and regulations, such as laws on electronic submission of documents, electronic signatures, including but not limited to digital signatures, user and message authentication, data exchange, data preservation, destruction and archiving, and electronic confirmations. However, a Single Window system can be created without significant legislative changes. In all cases, current regulations and practices governing the movement of trade information affect the choice of commercial and operational model of the Single Window system. Therefore, a timely analysis of existing and potential legal barriers to trade data exchange is an important first step in establishing and operating a Single Window. Such an analysis should take into account the broader context of international trade in which the Single Window exists.

II. POSITIVE RESULTS

6. Transparency and security of trade data exchange is essential for all Single Window transactions. A robust legal regime that enables data collection, access and distribution, and clarifies confidentiality, non-disclosure and liability regimes, provides a sound basis for the operation of such a mechanism and establishes a relationship of trust among all stakeholders.

III. USE OF INTERNATIONAL STANDARDS

7. The use of international standards is a key element in the implementation and use of the Single Window. This allows you to scale the services provided and provide easier interaction between all participants in the international supply chain. Since the Single Window is intended for communication between private entities and public authorities and between public authorities, care must be taken to ensure that their operation is compatible with currently available solutions in relations between private entities, private entities and public authorities and between public authorities.

8. The work on the legal codification of e-commerce carried out by the United Nations through the United Nations Commission on International Trade Law (UNCITRAL) should be considered and, where possible, used as a benchmark in the establishment of the Single Window legal infrastructure for both national and international transactions.

9. The United Nations Center for Trade Facilitation and Electronic Business (UN/CEFACT), recognizing that a sound legal framework is needed to support Single Window operations in international trade, recommends that governments and entities involved in international trade and the movement of goods:

a) conducted a study (including e-commerce legal benchmarking and gap analysis to determine the appropriate set of measures that may be required to address legal issues related to the domestic and international exchange of trade data required for Single Window operations;

b) used the UN/CEFACT checklist and its guidelines (annexes I and II) to ensure that the most common legal issues related to domestic and international trade data exchange are reflected in this legal framework;

c) amend current legislation, regulations, ordinances, etc., if necessary, to address identified legal issues and gaps;

d) use international standards, international legal instruments, as well as non-binding regulations, wherever possible, throughout the process of creating the necessary legal environment for a Single Window system in international trade.

Annex I

LEGAL CHECKLIST FOR
SINGLE WINDOW ACTIVITIES

When establishing a national or regional Single Window, the legal issues mentioned in this list may arise. 3 . This list is not exhaustive. Depending on the actual implementation of the Single Window mechanism, there may be legal issues not mentioned in this annex. For many governments, this initial list of legal issues will serve as a basis for identifying other issues related not only to business-to-state and government-to-business transactions, but also to the broader business-to-business environment nationally and internationally:

a) Has the legal framework for the implementation of the Single Window been explored/created?

b) Has an appropriate organizational structure been chosen for the establishment and operation of the Single Window?

c) Have appropriate identification, authentication and authorization procedures been established?

d) Who has the authority to request data from the Single Window?

f) When and how can data be shared and under what circumstances and with which organizations, government agencies or governments in other countries and economies?

f) Have adequate data protection mechanisms been put in place?

g) Are measures in place to ensure data accuracy and integrity? Who is responsible for this?

h) Have any liability issues that may arise from Single Window activities been considered?

i) Are dispute resolution mechanisms in place?

j) Are procedures in place for electronic archiving and the establishment of a system of audit trails?

k) Have intellectual property and

database ownership?

l) Are there situations in which competition issues may arise?

Appendix II

GUIDING PRINCIPLES OF THE CHECKLIST

Question

Guidelines

Legal

the basis

implementation

single

window"

It is important to establish the legal basis for the operation of the Single Window in the legislation and regulations of the country. A thorough review of the current legislation, by-laws and ordinances should be carried out to ensure that the operation of the Single Window is consistent with the current legislation and international law in the country and to identify any "gaps" that may exist, as well as the method or methods for their elimination. When developing legislation and regulations at the national level, it is important to reflect "international standards" and best practices to the greatest extent possible in order to be able to achieve international "legal interoperability" as trade through national "single windows" grows. For example, the principles of "non-discrimination" between paper and electronic documents or messages and "technological neutrality" are important considerations for both domestic legal frameworks and international legal interoperability.

If there is no legal basis for the establishment of a Single Window in the national legislation, then it is necessary to create one. In establishing the legal basis for a national Single Window, States should expressly authorize international transactions in such laws and regulations and/or orders. When national Single Window systems cooperate internationally, it is often necessary to enter into multilateral or bilateral agreements to govern the operation of each Single Window and take into account the various legal issues that may arise between cooperating countries and economies in order to ensure legal interoperability between national and/or regional Single Windows. One of the key issues in such agreements will be the terms of mutual recognition of electronic documents and information messages that can be exchanged through Single Window mechanisms (as well as private sector counterparties using Single Window mechanisms). Such mutual recognition agreements will be based on considerations related to security measures (for example, the level of encryption that may be required), issues of secure storage of data, requirements for recognition, if necessary, international confirmations, etc.

Legal

the basis

implementation

single

window"
(continuation)

It is recognized that managing the implementation of bilateral and/or multilateral agreements as countries and trading partner economies grow using Single Window can be challenging, at least until an "international framework" for such agreements is in place. Countries and economies should involve their foreign ministries at an early stage in their Single Window efforts to help guide the process. [Note: There are other areas where this type of agreement is used and the same considerations apply.]

In the event of disputes, whether at the national or international level, or between public authorities and private sector entities, or between private sector entities, particular attention should be paid to issues that may arise regarding the admissibility of electronic evidence in courts or administrative judiciary (including processes for capturing information and data in electronic form). The principle of "non-discrimination" between paper and electronic documents should be applied to judicial standards of evidence so that electronic documents and information messages are not deprived of probative value in proceedings before these courts. This, of course, will lead to considerations characteristic of most evidentiary requirements, storage, security, etc. electronic documents and data to ensure the level of reliability required for such documents or communications to be admissible as evidence in such proceedings. In addition, these considerations must be taken into account in international transactions to ensure that electronic documents and informational messages are admissible in litigation in the courts of other countries, as well as admissible as evidence in the courts of the country.

Another consideration with regard to international Single Window operations is questions of jurisdiction over counterparties doing business using the national Single Window of two or more countries and/or economies, and choice of law issues, i.e. the legislation of the country that will be applied in relation to counterparties between whom a dispute has arisen, or in a criminal or executive case. These kinds of issues should be explicitly addressed both in the country's legislation and by-laws, and in any bilateral or multilateral agreement between cooperating national Single Window facilities.

(It might be noted that at the level of the private sector, i.e. between parties that have entered into contracts for the sale of goods, those parties may choose to agree terms in their international contracts relating to jurisdiction and choice of law, at least to the extent that government enforcement measures are not required and such terms do not violate public policy in the countries or economies in which such private counterparties enter into reciprocal contracts)

Structure and

organization

single

window"

Single Window facilities can be set up in a variety of ways, not only from a technical point of view, but also from an organizational point of view. An important role in the possible emergence of specific legal issues related to such mechanisms is played by the structure of the latter.

One Stop Shops can be established by government entities (such as customs), private enterprises or public-private partnerships. Each of the various organizational forms should be accompanied by clear legal provisions setting out the terms of reference and objectives of the Single Window.

In addition, when multiple organizations are involved in the establishment and operation of a Single Window, it is important that there be formal agreements between the parties that clearly and specifically define the various roles, functions and responsibilities of each participant. For example, the use of memorandums and understandings (MOUs), various types of service level agreements, and information security agreements may be necessary depending on the specific organizational situation.

Finally, "end user agreements" must be concluded with the users of the Single Window (such as merchants, freight forwarders, agents, banks, etc.). Such agreements should include provisions regarding access and security, controls and procedures, electronic signatures (if required for the ICT environment), security issues, etc.

Data protection

The issue of data protection within the framework of the Single Window is of great importance. Data protection concerns issues such as access and data integrity and accuracy. Without a proper data protection mechanism, Single Window facilities should not be allowed to be used. To do this, it is necessary to create the necessary security and access protocols based on the mechanisms of identification, authentication and authorization (see also issues of identification, authentication and authorization).

The use of Single Window risk analysis techniques can be particularly useful in identifying the vulnerabilities of Single Window systems in order to prevent data breaches.

The issue of data protection is closely related to the issue of privacy (for example, the protection of personal information), as well as the protection of proprietary data of companies and sensitive trade data. When personal data is processed using a one-stop shop, it must be determined whether this is in compliance with all data protection laws.

Data protection

(continuation)

Some national legal regimes may distinguish between "tamper-proof" issues, in particular those related to personally identifiable information, and "confidentiality" issues related to both trade data and trade information. Governments may wish to consider how these two areas should be viewed within the country and in the international environment. However, the following remarks should be taken as referring to both legal issues of privacy protection and legal issues of confidentiality.

Countries and economies that do not have data protection laws should seriously consider updating their legal and regulatory framework to ensure the necessary conditions for a Single Window facility to operate. While there is currently no "uniform" approach to protecting privacy, there are a number of models that could be considered for national regulation. In addition, these factors may be important for a government's Single Window to interact with another country's Single Window that has laws or regulations to protect privacy. In the case of entering into an agreement with a Single Window system with a Single Window facility in another country that has privacy protection laws or regulations, great attention should be paid to this area.

Right of access and

data transmission

between

state

institutions

Legislation and regulations should be considered to determine which public authorities may require information from the Single Window and provide data to it. Governments should enact regulations regarding the use of data, such as privacy, redistribution or exchange. Such considerations may apply to both privacy policy and data retention policy.

In light of the growing importance of privacy laws and regulations, as noted above, consideration should be given to how, and under what conditions, access to data provided by a Single Window should be authorized both nationally and in relation to a Single Window of another country, region, or an international Single Window. Some countries and economies that use Single Window use a specific approach in this area, which involves entering into Memorandums of Understanding (MOU) for the exchange of data between government departments. In any case, the rules for accessing data in the Single Window should comply with international and national regulations. Countries and economies are also encouraged to conduct regular "Privacy Impact Assessments" (PIAs) to ensure they can identify the risks that need to be addressed in this area. As noted above, consideration should be given to entering into bilateral and possibly multilateral agreements to meet the requirements of both national legislation and regional regulations. Ideally, such international agreements should be harmonized as much as possible.

Identity identification

authenticity and

authorization

In order to ensure the security, quality, accuracy and integrity of the data in a Single Window, proper mechanisms for the identification, authentication and authorization of users (both operators and end users) are needed. Since there are no global legal, procedural and technical standards in this area, operators of Single Window facilities currently have to refer to national legislation. (There appears to be an increasing trend towards "authentication" methods in this area.) For regional Single Window facilities, rules and procedures should be agreed upon by participating governments. At the same time, such regional Single Windows should, to the extent possible, adopt international standards and best practices to ensure that Regional Single Windows are compatible withsingle window worldwide.

Quality Issues

data

The quality of the data (ie the accuracy and integrity of the data) processed in a Single Window environment is of the utmost importance. Therefore, it is important to define the responsibility for entering such data into the Single Window and for the subsequent processing of such data within the Single Window.

When it comes to data processing within the Single Window mechanism, it is necessary to define, for each step, who controls the data. This requires the establishment of chain-of-custody systems with logging, identification, authentication and authorization tools and appropriate audit trail and logging mechanisms.

Questions

responsibility

(Commitments and

responsibility)

The use of inaccurate, incomplete or incorrect data by Single Window users may result in damage. Due to the nature of the Single Window, it is possible that the reuse of inaccurate, incomplete or incorrect data may result in damage in many cases. In this regard, questions of liability need to be considered, such as recourse to national and international legal liability and possible redress for damages suffered.

Arbitration and

settlement

disputes

In view of the costs and often lengthy duration of litigation in many courts, legislation needs to be reviewed to include provisions for alternative dispute resolution mechanisms. Provisions for arbitration or similar dispute resolution methods between counterparties could be addressed in model consortium and end-user agreements for counterparties that can use the Single Window. A similar provision could be included in agreements where the Single Window is operated by a private or public-private enterprise on behalf of a public authority. Such considerations could apply to civil disputes, although not necessarily, such as in situations in which there has been a violation of a particular law or regulation providing for sanctions.

Where a national Single Window operates in conjunction with Single Windows from other countries and economies (such as regional Single Window facilities), agreements should include similar provisions for arbitration and dispute resolution. Legal protection provisions for third parties (i.e. persons or entities that are not parties to the agreement) should also be taken into account.

Electronic Documents

To improve the efficiency and effectiveness of the Single Window, governments should improve the functional equivalence of paper and electronic documents.

E-commerce legislation often uses language that functionally equates electronic records with paper documents. Such a legislative method can also be used in relation to e-government legislation to remove barriers to the extent permitted by the relevant laws. After that, attention must be paid to the fact that such documents satisfy the requirements of other relevant laws, such as accounting laws, etc. 4

Electronic Archiving

Appropriate electronic archiving procedures need to be in place to ensure compliance with national and international archiving (i.e. data retention) regulations. This also includes measures to ensure the establishment of a "chain of control" when using the Single Window. As a result of the establishment of a chain of command, liability issues can be considered after the events.

Since the rules for data retention and electronic archiving vary from country to country, Single Window operators should ensure that they comply with their country's relevant standards. In the case of regional Single Window arrangements, it is necessary to enter into agreements between participating States that satisfy the requirements of national laws in those countries or economies, unless, of course, such agreements supersede national laws regarding Single Window operations. In addition, electronic archiving agreements should take into account privacy and data protection concerns, and possibly the need to retrieve and use archival information, for example for law enforcement purposes. In addition, the relationship of these issues to international transactions and possible electronic archiving requirements between trading partners should also be considered.

Intellectual Property Rights and Database Ownership

Questions may arise as to who "owns" the data and which parties, if any, including the government, may own the data or have intellectual property interests in it. For example, in some countries and economies, government authorities other than customs authorities may claim ownership or control over data, in particular trade data.

Naturally, private sector traders (eg manufacturers and sellers) may have certain ownership rights in the information that is provided to the Single Window. It may be important to carefully examine the statutory or regulatory authority for such control, in particular in situations where the Single Window operator is a private or quasi-private entity, or the Single Window operates in a bilateral or multilateral environment (e.g. regional or sub-regional Single Windows).

The possibility of influencing the operation of the Single Window by a third party that may hold patent rights (or other intellectual property rights) on a process that may be similar to the one planned for the Single Window should be explored. In such cases where the development of Single Window data systems is outsourced, the development agreements should include, inter alia, guarantees of ownership of the rights to the results of such developments (software, firmware, etc.), guarantees not to infringe the intellectual property rights of any third party, rights to licenses such as IP, etc.

Competition

Consideration should be given to the possibility that Single Window activities may be organized in such a way as to raise antitrust and protectionist concerns. These opportunities, although unlikely, may be of concern to those who may use the international Single Window and block development and trade facilitation. In addition, when establishing Single Window facilities, countries and economies should consider their obligations under the General Agreement on Tariffs and Trade (GATT) (in particular Articles V, VIII and X) and other international treaties and conventions relating to competition law.

Appendix III

SET OF TOOLS

1. For a Single Window to operate effectively, efficiently and most importantly in a legal manner, it must comply with all the laws of the country and its international agreements. Since the regulations governing Single Window operations differ between countries and regions and sub-regions and depend on the actual scope and functions of the facility, it is difficult to compile an exhaustive list of relevant regulations. This appendix aims to provide some useful resources for operators or potential Single Window operators.

2. This "Toolbox" includes links to a number of international organizations that develop policy documents for the use of governments and the private sector, including treaties and conventions, model laws, guidelines and recommendations that may be useful in establishing a national Single Window. In addition to documents published by international organizations, some industry associations have developed model agreements and contracts that can also provide useful guidance. They should also be studied to determine whether a detailed approach might be of interest to

creation of a legal and regulatory framework for Single Window mechanisms.

I. COMMERCIAL LAW

3. In addition to complying with the laws of the countries, the international operation of the Single Window must comply with the law of international trade. When using (regional) Single Window facilities, the following (model) laws and treaties should be taken into account:

a) United Nations Convention on the Use

electronic messages in international treaties (United Nations Convention on

electronic messages) (2005);

(b) UNCITRAL Model Law on Electronic Commerce (1996);

OECD Guidelines for Electronic Identity

authenticity (2007);

f) General Agreement on Tariffs and Trade (GATTS).

II. PRIVACY AND DATA PROTECTION

4. Respect for confidentiality and adequate data protection are important factors in the operation of a Single Window. Although there are no global privacy laws, there are documents that establish general guidelines for data protection and privacy.

a) OECD Guidelines on Non-Disclosure and Cross-border Data Flows (1980);

OECD Basic Principles on Electronic Authentication (2007).

III. INTELLECTUAL PROPERTY

5. Intellectual property also matters in the creation and

single window activities. It is important to note that at the time this recommendation was published, there was no global database protection compact. At the regional level (for example, in the European Union), database protection rules have been created.

a) Berne Convention for the Protection of Literary and Artistic Works (1886);

b) Paris Convention for the Protection of Industrial Property (1883);

IV. ARBITRATION

UNCITRAL Arbitration Rules (1976).

V. COMPETITION

General Agreement on Tariffs and Trade (GATT).

VI. IMPORTANT ORGANIZATIONS

6. The organizations listed below may provide further advice and assistance to (potential) Single Window operators.

United Nations Center for Trade Facilitation and Electronic Business

7. UN/CEFACT 5 supports activities aimed at enhancing the ability of business, trade and administrations of developed countries, developing countries and countries with economies in transition to exchange products and related services in an effective manner. The main focus is to promote national and international trade transactions based on the simplification and unification of processes, procedures and international flows and thus promote the growth of global trade.

United Nations Commission on International Trade Law

8. United Nations Commission on International Trade Law 6 (UNCITRAL) is the main legal body of the United Nations in the field of international trade law. UNCITRAL is also tasked with modernizing and harmonizing the rules of international business transactions; it is also responsible for the development of international conventions and (model) laws, but it also provides practical advice in the form of guidelines and legal guides. In addition, the General Assembly of the United Nations approved the work in the field of coordination of the activities of international organizations in the field of international trade law. Of direct relevance to the international Single Window regulatory framework, at its 2008 plenary session, the UNCITRAL Commission approved a joint project with the World Trade Organization that will develop detailed policies and practical guidelines for governments and businesses on the legal issues noted in Recommendation No. 35. This project is expected to include governments and other international organizations.

World Customs Organization

9. World Customs Organization 7 (WCO) is the only international organization dealing exclusively with customs matters. The work of the WCO covers the development of global standards, the simplification, harmonization and modernization of customs procedures (including the promotion of the use of ICT methods), the security of the goods movement system, the facilitation of international trade procedures, the strengthening of customs enforcement activities, anti-counterfeiting and piracy initiatives, public-private partnerships, professional integrity, and sustainable global customs capacity building programs. WCO also maintains the Harmonized System international product nomenclature and handles the technical aspects of the WTO agreements on customs valuation and rules of origin. In addition, as noted above, WCO and UNCITRAL are collaborating with other international organizations in a major program to address the global legal challenges associated with the international Single Window.

United Nations Conference on Trade and Development

10. United Nations Conference on Trade and Development 8 has accumulated considerable experience in the field of customs through its work related to the development of trade. Many countries and economies use its Automated Customs Data Processing System (ASYCUDA).

International Chamber of Commerce

11. International Chamber of Commerce 9 (ICC) is an international private sector body representing the interests of the global business community. The purpose of the ICC is to stimulate the global economy through the creation of rules and standards, to promote growth and prosperity, and to disseminate business excellence. ICC has developed a number of model contracts and agreements covering the business aspects of supplying goods under international sales contracts, such as the model international sales contract, the model brokering contract and the model wholesale contract.

Organization for Economic Cooperation and Development

12. Organization for Economic Cooperation and Development 10 is an international body with 30 member countries. Its goals are to support sustainable economic growth, develop employment, improve living standards, maintain financial stability, promote the economic development of other countries and economies, and contribute to the growth of world trade.

Hague Conference on Private International Law

13. The Hague Conference on Private International Law 11 is a global intergovernmental organization. As a melting pot of various legal traditions, it develops and maintains multilateral legal instruments that respond to global needs.

World Intellectual Property Organization

14. World Intellectual Property Organization 12 is a specialized agency of the United Nations dedicated to building a balanced and accessible international intellectual property (IP) system that encourages creativity, stimulates innovation and contributes to economic development while protecting the public interest.

-------

1 For a general analysis see UN/CEFACT Single Window Repository at

2 Messages at the EO Symposium.

3 It is important to distinguish between national and regional (or transnational) single windows. Where a national single window is established, attention is given first to the legal regime of the State in question, including international agreements binding on the State. However, a regional single window should, in principle, comply with the requirements of all the States it serves, while also keeping in mind the wider trading opportunities for members of such a regional group outside the member countries themselves.

4 Governments should carefully review the texts drawn up by the United Nations Commission on International Trade Law for clear guidance in this area. Both its UN Convention on Electronic Communications and its Model Law on Electronic Commerce, as well as their accompanying interpretative notes, are relevant here.

5 For more information please visit

Foreword

1 DEVELOPED by the All-Russian Scientific Research Institute for Standardization and Certification in Mechanical Engineering (VNIINMASH) on the basis of UNECE Regulation No. 35 adopted by the Working Party on the Design of Vehicles of the ITC UNECE

INTRODUCED by Gosstandart of Russia

3 This standard is the authentic text of UNECE Regulation No. 35, Revision 1 (document E/ECE/324-E/ECE/TRANS/505/Rev.l/Add.34/Rev.l, entry into force 11.09.92) "Uniform provisions concerning the approval of vehicles with regard to the placement of pedals"

4 INTRODUCED FOR THE FIRST TIME

1 area of use. 2

2 Definitions. 2

3 Application for approval. 3

4 Approval. 3

5 Regulations (see annex 4) 4

6 Change of vehicle type and extension of approval. 5

7 Conformity of production. 5

8 Sanctions for non-conforming production. 5

9 Definitive termination of production. 5

10 Names and addresses of the technical services authorized to carry out approval tests and of the administrative authorities. 6

Annex 1 Message. 6

Annex 2 Schemes of approval marks. 7

Annex 3 Procedure for determining the h-point and the actual seated torso angle in motor vehicles. 7

Appendix 4 Location of control pedals. 16

GOST R 41.35-99
(UNECE Regulation No. 35)

1 area of use

These Rules apply to the location and methods of operation of the control pedals of passenger cars, regardless of the location of the steering.

2 Definitions

The following terms and definitions are used in these Rules:

2.1 vehicle approval: Approval of a vehicle type with regard to control pedals within the meaning of section 1.

2.2 a car: Motor vehicle, excluding motorcycles, designed to carry a maximum of nine persons.

2.3 vehicle type: A category of motor vehicles that do not differ in design or internal equipment differences that may affect the placement or operation of the control pedals.

2.9 reference plane R(see figure 1): Transverse plane perpendicular to the line connecting the point R with a dot A, Where:

2.9.1 A - a point located on the surface of the accelerator pedal and 200 mm away from the point IN;

2.9.2 IN - a fixed point on the vehicle at which the driver's heel is located and which is specified by the vehicle manufacturer.

Figure 1 - Placement of the control pedals

2.10 partitions: Permanent structural elements (for example, a tunnel ledge above the driveshaft, wheel housing and side skin panels).

3 Application for approval

3.1. An application for approval of a vehicle type with regard to the location of the control pedals shall be submitted by the vehicle manufacturer or his duly authorized representative.

3.2 The application shall be accompanied by the following documents in three copies and the following data shall be indicated:

3.2.1 Sufficiently detailed and to scale drawings of the parts of the structure to which the provisions of these Rules apply.

3.3. A vehicle representative of the type of vehicle to be approved must be presented to the Technical Service authorized to conduct approval tests.

4 Approval

4.1. If a vehicle type submitted for approval in accordance with this Regulation satisfies the requirements of section 5 below, that vehicle type shall be deemed approved.

4.4.1. A circle containing the letter "E" followed by the distinguishing number of the country which has granted the approval 1) and

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

*) 1 - Germany, 2 - France, 3 - Italy, 4 - Netherlands, 5 - Sweden, 6 - Belgium, 7 - Hungary, 8 - Czech Republic, 9 - Spain, 10 - Yugoslavia, 11 - United Kingdom, 12 - Austria, 13 - Luxembourg, 14 - Switzerland, 15 - not assigned, 16 - Norway, 17 - Finland, 18 - Denmark, 19 - Romania, 20 - Poland, 21 - Portugal, 22 - Russian Federation, 23 - Greece, 24 - not assigned, 25 - Croatia, 26 - Slovenia, 27 - Slovakia, 28 - Belarus, 29 - Estonia, 30 - not assigned, 31 - Bosnia and Herzegovina, 32-36 - not assigned, 37 - Turkey, 3 8 - 39 - not assigned and 40 - the former Yugoslav Republic of Macedonia. Subsequent serial numbers are assigned to other countries in the chronological order of their ratification of the Agreement on the adoption of uniform technical requirements for wheeled vehicles, equipment and parts that can be installed and (or) used on wheeled vehicles, and on the conditions for mutual recognition of approvals issued on the basis of these requirements, or in the order of their accession to this Agreement. The numbers thus assigned to them shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.

4.6. The approval mark must be legible and indelible.

4.7. The approval mark shall be placed next to or on the plate affixed by the manufacturer giving the characteristics of the vehicles.

4.8. Annex 2 to this Regulation shows, as an example, schemes of approval marks.

5 Prescriptions (see annex 4)

5.1 As viewed from the driver's seat, the control pedals should be in the following order, from left to right: clutch pedal, if any, service brake pedal and accelerator pedal.

5.2 The left foot in the non-working position should normally be able to rest on the floor surface or on the foot rest in such a way that it cannot get stuck in the pedals.

5.3 It must be possible to fully depress any pedal without inadvertently depressing buttons or other foot control pedals.

5.4 The distance between the points of the contours of orthogonal projections on the supporting surfaces of the accelerator pedal and service brake pedal on a plane R, indicated in annex 4 by the letter E, should be? 100 mm and? 50 mm.

5.5 Distance between orthogonal projections of the bearing surfaces of the service brake and clutch pedals on the reference plane R should be< 50 мм.

5.6 The distance between the points of the contour of the projection of the clutch pedal on the plane R and the intersection of the closest partition with this plane should be? 50 mm.

5.7 Distances between the projection of the service brake pedal on the reference plane R and the intersection of each partition with this plane, indicated in Appendix 4, respectively, by the letters H And J, must be? 130 mm right and? 160 mm left for vehicles with three pedals and? 130 mm right and? 120 mm left for vehicles with two pedals.

6 Change of vehicle type and extension of approval

6.1. Any change to a vehicle type shall be notified to the administrative authority which approved the vehicle type. This body can:

6.1.1. or come to the conclusion that the changes made will not have significant adverse effects and that in any case the vehicle still complies with the regulations.

6.1.2 or require a new test report from the technical service authorized to carry out the tests.

7 Compliance of production

7.1. Every vehicle bearing an approval mark pursuant to this Regulation must conform to the approved vehicle type, in particular with regard to the position of the control pedals.

7.2. To check compliance with the requirements of 7.1., a sufficient number of spot checks shall be carried out on vehicles in series production bearing the approval mark pursuant to this Regulation.

8 Sanctions for non-conforming production

9 Definitive cessation of production

10 Names and addresses of technical services authorized to carry out approval tests and administrative authorities

ANNEX 1

(mandatory)

MESSAGE,

[Maximum size: A4 (210 x 297 mm)]

concerning 2) : APPROVAL,

EXTENDED APPROVAL,

REFUSAL OF APPROVAL,

WITHDRAWAL OF APPROVAL,

DEFINITELY DISCONTINUED PRODUCTION

vehicle type with regard to the placement of control pedals pursuant to Regulation No. 35

Approval No.: ___________ Distribution No.: _________

1 Manufacturer or trade mark of the vehicle __________________________

2 Type of vehicle _________________________________________________

3 Manufacturer and address ______________________________________________

4 Where appropriate, name and address of the manufacturer's representative ___

5 Brief description of the type of vehicle in relation to the location of the control pedals _________________________________________________________________

6 Vehicle submitted for approval on (date) __________

7 Technical service authorized to carry out approval tests ________________________________________________________________

8 Date of the test report issued by this service ____________________________

9 Number of the test report issued by this service __________________________

10 Approval granted / approval extended / approval denied / approval withdrawn 2) _________________________________________________________________

11 Location of the approval mark on the vehicle __

12 Place _________________________________________________________________

13 Date __________________________________________________________________________

14 Signature _________________________________________________________________

Attached to this communication is a list of documents which have been deposited with the administrative authority which granted the approval and which are available upon request.

1) Distinguishing number of the country which granted/extended/refused/withdrawn the approval (see the approval provisions of this Regulation).

2) Unnecessary cross out.

APPENDIX 2

(mandatory)

APPROVAL MARK SCHEMES

Sample A

(See paragraph 4.4 of these Rules)

The above approval mark affixed to a vehicle indicates that the type of vehicle has been approved in the Netherlands (E 4) with respect to the location of the pedals under number 002439. The first two digits of the approval number indicate that the approval was granted in accordance with the requirements of Regulation No. 35 in its original version.

Sample B

(See paragraph 4.5 of these Rules)

The above approval mark affixed to a vehicle indicates that the type of vehicle has been approved in the Netherlands (E 4) pursuant to Regulations Nos. 35 and 24 1) . (In the latest Rules, the corrected value of the extinction coefficient is 1.30 m -1). The approval numbers indicate that, at the time the respective approvals were granted, Regulation No. 35 had not been amended and Regulation No. 24 included the 03 series of amendments.

1) The second number is given as an example.

APPENDIX 3

(mandatory)

POINT DETECTION PROCEDURE H AND THE ACTUAL ANGLE OF THE TORSO IN THE SITTING POSITION IN MOTOR VEHICLES

1 Goal

The procedure described in this annex is for determining the position of a point H and the actual torso angle for one or more seating positions in the vehicle and to check the relationship between the measured parameters and the design specifications specified by the manufacturer 1) .

1) For all seating positions other than the front seats, for which the dot H cannot be determined using the 3D point detection mechanism H or appropriate methods, as a reference point may be used, at the discretion of the competent authority, the point R, specified by the manufacturer.

2 Definitions

In this annex, the following terms apply with their respective definitions:

2.1 control parameters: One or more of the following seating characteristics:

2.1.1 point H and dot R and their ratio;

2.1.2 actual torso angle and design torso angle and their relationship.

2.2 3D point detection mechanism H (mechanism 3-D H): The device used to determine the point H and actual torso angle. A description of this device is given in appendix 1 to this annex.

2.3 dot H : Center of rotation of the torso and hip of the 3-D mechanism H installed on the seat of the vehicle in accordance with the requirements of section 4 below. H is located in the middle of the center line of the device, passing between the target marks of the dot H on both sides of the 3-D mechanism H. Theoretically point H corresponds to (tolerances - see paragraph 3.2.2 below) point R. After defining the point H according to the procedure described in section 4, this point is considered to be fixed with respect to the seat cushion and moves with it when the seat is adjusted.

2.4 dot R or seating reference point: A reference point specified by the manufacturer for each seating position and set relative to a three-dimensional coordinate system.

2.5 body line: 3-D mechanism pin center line H when the pin is in its rearmost position.

2.6 actual torso angle: Angle measured between a vertical line through a point H, and the line of the body through the circular sector of the 3-D mechanism H. Theoretically, the actual torso angle corresponds to the design torso angle (tolerances are given in 3.2.2).

2.7 constructive torso angle: Angle measured between a vertical line through a point R, and a line of the torso in a position corresponding to the design position of the seatback specified by the vehicle manufacturer.

2.8 central plane of driver or passenger(C/LO): Center plane of the 3-D mechanism H located at each designated seating position; it is represented by the point coordinate H about the axis Y. On individual seats, the center plane of the seat is the same as the center plane of the driver or passenger. On other seats, the center plane of the driver or passenger is specified by the manufacturer.

2.9 3D coordinate system: The system described in appendix 2 to this annex.

2.10 reference points: Physical points (holes, planes, marks and recesses) on the vehicle body as specified by the manufacturer.

2.11 position for measurement on the vehicle: The position of the vehicle, defined by the coordinates of the original reference points in a three-dimensional coordinate system.

3 Precepts

3.1 Presentation of data

3.1.1 point coordinates R relative to the three-dimensional coordinate system;

3.1.2 design torso angle;

3.1.3. all instructions necessary to adjust the seat (if the seat is adjustable) and bring it into the measurement position specified in paragraph 4.3. of this annex.

3.2 Correlation of received data and design specifications

3.2.1 Point coordinates H and the value of the actual torso angle, set in accordance with the order specified in Section 4 below, are compared, respectively, with the coordinates of the point R and the value of the design angle of the torso, specified by the manufacturer.

3.2.2 Relative point position R and points H and the relationship between the design torso angle and the actual torso angle are considered satisfactory for the seating position under consideration if the point H, defined by its coordinates, is within a square, the horizontal and vertical sides of which, equal to 50 mm, have diagonals intersecting at a point R, and if the actual torso angle does not differ from the design torso angle by more than 5°.

3.2.3 If these conditions are met, the point R and design torso angle are used to check compliance with the provisions of these Rules.

3.2.4 If point H or the actual torso angle does not comply with the requirements of paragraph 3.2.2 above, then the point H and the actual torso angle are determined two more times (three times in total). If the results of two of these three measurements satisfy the requirements, the provisions of paragraph 3.2.3. of this annex shall apply.

3.2.5. If at least two of the three measurements defined in paragraph 3.2.4. above do not satisfy the requirements of paragraph 3.2.2. above, or if verification is not possible because the vehicle manufacturer has not provided data concerning the position of the point R or design torso angle, the centroid of the three points obtained may be used, or the average of the three angle measurements, which will be considered acceptable in all cases where a point is mentioned in these Rules. R or constructive torso angle.

4 How to define a point H and actual torso angle

4.1. The test vehicle shall be kept at a temperature of (20 ± 10) °C, at the choice of the manufacturer, in order to bring the seat material to room temperature. If the seat under test has never been used, a person or device weighing between 70 and 80 kg should be placed on the seat twice within one minute to loosen the seat cushion and backrest. At the request of the manufacturer, all sets of seats are kept in an unloaded state for at least 30 minutes before installing the 3-D mechanism on them. H.

4.2. The vehicle must take the measurement position specified in paragraph 2.11. of this annex.

4.4 Seat seat surface contacted by the 3-D mechanism H, is covered with a muslin cotton fabric of sufficient size and texture, defined as a smooth cotton fabric having 18.9 threads per centimeter and a mass of 1 m 2 0.228 kg, or as a knitted or non-woven fabric having similar characteristics. If the test is carried out on a seat outside the vehicle, the floor on which the seat is to be installed shall have the same basic characteristics 1) as the floor of the vehicle in which the seat is to be installed.

1) Angle of inclination, seat height difference, surface texture, etc.

4.5 Place the base and back of the 3-D mechanism H so that the center plane of the driver or passenger (C/LO) coincides with the center plane of the 3-D mechanism H. At the request of the manufacturer, the 3-D mechanism H can be moved inward relative to the C/LO if it is outside and the edge of the seat does not allow it to be levelled.

4.6 Attach the feet and lower legs to the base of the body, either separately or by swivel T. Line passing through the point finders H, shall be parallel to the ground and perpendicular to the longitudinal center plane of the seat.

4.7 Arrange the feet and legs of the 3-D mechanism H in the following way:

4.7.1 Driver's and passenger's seats next to the driver.

4.7.1.1 The feet and legs are moved forward so that the feet take up a natural position, if necessary, between the working pedals. The left foot, if possible, is positioned so that it is approximately the same distance on the left side of the center plane of the 3-D mechanism H on which the right foot is located on the right side. With the help of the level of checking the transverse orientation of the device, it is brought to a horizontal position by adjusting, if necessary, the base of the body, or by moving the feet and legs back. The line passing through the H-point sight buttons shall be perpendicular to the longitudinal center plane of the seat.

4.7.2 Rear outer seats

4.7.3 Other seats

The general procedure given in paragraph 4.7.1. above should be followed, with the exception of the order of setting the feet, which is determined by the vehicle manufacturer.

4.8 Place weights on shins and thighs and install 3-D mechanism H to a horizontal position.

4.9 Tilt the back of the base of the body forward until it stops and retract the 3-D mechanism H from the back of the seat using the knee joint T. Reinstall the mechanism in its original place on the seat using one of the following methods:

4.9.1 If the mechanism is 3-D H slides backwards, proceed as follows: give the mechanism a 3-D H the ability to slide backwards until it is no longer necessary to use the front limiting horizontal load on the knee joint T, that is, until the rear of the mechanism comes into contact with the seatback. If necessary, change the position of the lower leg and foot.

4.9.2 If the mechanism is 3-D H does not slide back, proceed as follows: move the 3-D mechanism H back by using a horizontal rear load applied to the knee joint T, until the rear of the mechanism comes into contact with the seat back (see figure 2 of appendix 1 to this annex).

4.10 Apply a load of (100 ± 10) N to the back and base of the 3-D machine H at the intersection of the circular sector of the thigh and the casing of the knee joint T. This force must be directed at all times along a line passing through the above intersection to a point just above the thigh bracket casing (see figure 2 of appendix 1 to this annex). After that, carefully return the back of the mechanism until it comes into contact with the back of the seat. The rest of the procedure must be carried out with care in order to prevent the 3-D mechanism from slipping. H forward.

4.11 Place weights on the right and left sides of the base of the body and then alternately eight weights on the back. Horizontal position of the 3-D mechanism H checked with a level.

4.12 Tilt the back of the 3-D mechanism H forward to relieve pressure on the seatback. Runs three full cycles of 3-D side-swing H in a 10° arc (5° to each side of the vertical center plane) in order to identify and eliminate possible points of friction between the 3-D mechanism H and a seat.

During rocking, the knee joint T mechanism 3-D H may deviate from the established horizontal and vertical directions. Therefore, during the rocking of the mechanism, the hinge T must be supported by an appropriate shear force. When holding the hinge T and rocking mechanism 3-D H care must be taken to prevent the occurrence of unintended external vertical or longitudinal loads.

Do not hold the feet of the 3-D machine while doing this. H or restrict their movement. If the feet change their position, they should remain in the new position for a while.

Carefully return the back of the mechanism until it touches the back of the seat and bring both levels to the zero position. If the feet move while swinging the 3-D mechanism H they should be reinstalled as follows:

Bring the transverse level to the zero position; if necessary, apply a transverse load to the upper part of the back of the mechanism; the amount of load must be sufficient to establish the horizontal position of the back of the 3-D mechanism H on the seat.

4.13 Hold the knee joint T to prevent the 3-D mechanism from slipping H forward onto the seat cushion, and then:

a) return the back of the mechanism until it comes into contact with the back of the seat;

b) Alternately apply and release a horizontal rearward load not exceeding 25 N to the back angle bar at a height approximately at the center of the attachment of the weights to the back until the thigh circle indicates that a stable position has been achieved after the load has been removed. It must be ensured that the 3-D mechanism H there were no external forces directed downward or sideways. If necessary, reorient the 3-D mechanism H in the horizontal direction, tilt the back of the mechanism forward, check its horizontal position again and repeat the procedure indicated above in 4.12.

4.14 Carry out all measurements:

4.14.1 Point coordinates H measured relative to a three-dimensional coordinate system.

4.14.2 The actual torso angle is determined from the back angle of the 3-D machine. H, and the pin should be in the rearmost position.

4.15 In case of re-establishment of the 3-D mechanism H The seat must be free of any load for at least 30 minutes prior to installation. Mechanism 3-D H should not be left on the seat for more than the time necessary to carry out this test.

4.16. If seats in the same row can be considered identical (bench seat, identical seats, etc.), then only one point should be specified. H and one actual seatback angle for each row by placing the 3-D mechanism H described in appendix 1 to this annex to a position that can be considered as typical for this row of seats. This place is:

4.16.1 in the front row - the driver's seat;

4.16.2 in the back row or rows - one of the extreme places.

APPENDIX 3. APPENDIX 1

(mandatory)

Description of the three-dimensional mechanism for determining the point H(mechanism 3-D H)

1 Back and base

The back and base are made of reinforcing plastic and metal; they model the human torso and hips and are attached to each other mechanically at the point H. On a pin fixed at a point H, a circular sector is set to measure the actual backrest angle. The adjustable hip joint, connected to the base of the torso, defines the center line of the thigh and serves as the reference line for the circular sector of the hip tilt.

2 Elements of the torso and legs

Elements modeling the feet and lower legs are connected to the base of the body using a knee joint T, which is a longitudinal continuation of the adjustable hip bracket. To measure the angle of the bend of the knee, the elements of the lower leg and ankle are equipped with circular sectors. The elements that model the feet are graduated to determine the angle of the foot. The orientation of the device is provided through the use of two levels. The weights placed on the torso are installed in the respective centers of gravity and provide a pressure on the seat cushion equal to that exerted by a passenger - a man weighing 76 kg. All joints of the 3-D mechanism H must be checked to ensure that they move freely and that there is no noticeable friction.

1 - back; 2 - back weight bracket; 3 - the level of the angle of inclination of the back; 4 - circular sector of hip inclination; 5 - base; 6 - hip weight bracket; 7 - knee joint T; 8 - pin; 9- circular sector of an inclination of a back; 10 - point sighting marks H; 11 - point rotation axis H; 12- transverse level; 13 - hip bracket; 14 - circular sector of the bend of the knee; 15 - circular sector of the bend of the foot

Figure 1 - Designation of the elements of the 3-D mechanism H

Dimensions in mm

1 - back weights; 2 - ischial weights; 3 - thigh weights; 4 - leg weights; 5 - direction and point of application of the load

Figure 2 - Dimensions of 3-D mechanism elements H and distribution of goods

APPENDIX 3. APPENDIX 2

(mandatory)

3D coordinate system

1 The three-dimensional coordinate system is defined by three orthogonal planes set by the vehicle manufacturer (see figure) * .

* The coordinate system complies with the requirements of ISO 4130-78.

2 The measurement position on the vehicle is established by placing the vehicle on the reference surface so that the coordinates of the initial reference points correspond to the values specified by the manufacturer.

3 Coordinates of points R And H are set relative to the initial reference points determined by the vehicle manufacturer.

1 - initial plane X(vertical transverse reference plane); 2 - initial plane Y(vertical longitudinal reference plane); 3 - reference plane Z(horizontal reference plane); 4 - bearing surface

Figure - Three-dimensional coordinate system

APPENDIX 3. APPENDIX 3

(mandatory)

Seating inputs

1 Encoding source data

The reference data is listed sequentially for each seating position. Seating positions are identified by a two-digit code. The first character is an Arabic numeral and represents a number of places; Seats are counted from front to back. The second character is a capital letter which indicates the location of the seat in the row facing the direction of travel of the vehicle forward; the following letters are used:

C - central;

R - right.

2 Determining the position of the vehicle set for measurement

2.1 Coordinates of reference points:

Y ........................................

Z ........................................

3 List of initial data

3.1 Seating position:

3.1.1 Point coordinates R:

X ........................................

Y ........................................

Z ........................................

3.1.2 Design torso angle:

3.1.3 Seat adjustment position *

horizontal: ................................

vertical: ...................................

angular: ...............................................

torso angle: ...................

NOTE List references for other seating positions in 3.2, 3.3, etc.

* Cross out the unnecessary.

APPENDIX 4

(mandatory)

Pedal Location

Size designation

Meaning

Maximum

Minimum

Figure 2 - Three pedals - conventional type transmission

Keywords: vehicles, control pedals, placement

GOST 27815-88 (UNECE Regulation N 36) Buses. General requirements for structural safety (with Amendment No. 1) (cancelled on the territory of the Russian Federation)

Adopted August 31, 1988
USSR State Committee for Standards

GOST 27815-88
(UNECE Regulation No. 36)
Group D21
STATE STANDARD OF THE UNION OF THE SSR
BUSES
General requirements for structural safety
buses. Safety of construction. General requirements
OKP 45 1700
Valid from 01.01.89
until 01.01.94*

_______________________________
* Expiry date removed
according to protocol N 3-93 of the Interstate Council
for standardization, metrology and certification
(IUS N 5-6, 1993). - Note "CODE".

INFORMATION DATA
1. DEVELOPED AND INTRODUCED by the Ministry of Automobile Industry of the USSR PERFORMERS
V.I. Gnipovich, Ph.D. tech. sciences (topic leader); Yu.N.Sidorov; Ya.M.Shtoiko; L.S.Garonin, Ph.D. tech. sciences; S.P. Zamoisky; Yu.S.Chukhustov
2. APPROVED AND INTRODUCED BY Decree of the USSR State Committee for Standards dated 31.08.88 N 3086
3. The standard is the authentic text of UNECE Regulation N 36 "Uniform provisions concerning the construction of vehicles for public use", which entered into force on 01.03.76:
4. INSTEAD OF GOST 10022-75, GOST 21777-76, GOST 20774-75
INTRODUCED Amendment No. 1, approved and put into effect by the Decree of the USSR State Committee for Product Quality Management and Standards dated 12.11.90 N 3091 from 07.01.91 and published in IUS No. 3, 1991
Amendment No. 1 was introduced by the legal bureau "Kodeks" according to the text of IUS No. 3, 1991
This standard gives effect to UNECE Regulation No. 36 "Uniform provisions concerning the construction of public transport vehicles", annexed as appendix 35 to the Agreement "On the Adoption of Uniform Conditions for the Approval of Articles, Equipment and Parts of Motor Vehicles", concluded at Geneva on 20 March 1958.
Sections 2 (paragraphs 2.2 and 2.3), 3, 4, 6, 8, 9, 10, 11, annexes 1 and 2, concerning the type approval of a bus, apply to buses intended for export to countries applying this UNECE Regulation No 36.
The standard applies to buses intended for sale in the USSR.
The standard does not apply to buses, the production of which began before the introduction of this standard.
All requirements of the standard, except for Annex 6, are mandatory.
1. SCOPE OF DISTRIBUTION
This standard applies to single-deck single and articulated public buses with a capacity of more than sixteen standing and seated passengers, in addition to the driver.
(Changed edition, Rev. N 1).
2. TERMS AND THEIR DEFINITIONS
2.1. Public bus - a vehicle that is designed and equipped to carry more than 8 passengers as public transport. There are three classes of public buses: class I - city bus; class II - interurban bus and class III - long distance bus. In this case, a bus of any of the specified classes can be assigned to more than one class. In this case, it can be officially approved in each of the classes to which it corresponds.
2.1.1. City bus (class I) - a bus designed and equipped for urban and suburban transportation; a bus of this class has seats, as well as areas outside the aisle intended for standing passengers; the design of these buses provides for the possibility of moving passengers in accordance with frequent stops.
2.1.2. Intercity bus (class II) - a bus designed and equipped for intercity transportation; this class of bus does not have off-aisle sections specifically designed for standing passengers, but it can carry passengers standing in the aisle for short distances.
2.1.3. Long-distance bus (class III) - a bus designed and equipped to transport only seated passengers over long distances with a sufficiently high degree of comfort.
2.1.4. An articulated bus is a bus of classes I, II or III, which consists of two rigid sections permanently connected to each other by means of a swivel section. In buses of this type, the passenger spaces of both rigid sections are connected to each other. The swivel section allows passengers to move freely from one rigid section to another.
(Changed edition, Rev. N 1).
2.2. Type of bus - a category of buses that do not have significant differences among themselves in terms of design characteristics, which are subject to the requirements of this standard.
2.3. Approval of a bus means the approval of a type of bus with respect to the design characteristics for which the requirements of this standard apply.
2.4. Passenger door - a door used by passengers under normal operating conditions when the driver is at the workplace.
2.5. Double door - a door having two passages or a passage equivalent to two passages.
2.6. Emergency door - a door provided in addition to passenger doors and designed to be used by passengers as an exit only in exceptional circumstances and especially in case of danger.
2.7. Emergency window - a window, not necessarily glazed, intended to be used by passengers as an exit only in case of danger.
2.8. Double emergency window - an emergency window, when divided into two parts by an imaginary vertical line (or plane), such two parts are obtained, each of which meets the requirements for dimensions and access to a single emergency window.
2.9. Escape hatch – A hatch in the roof designed to be used by passengers as an exit only in case of danger.
2.10. Emergency exit - emergency door, emergency window or emergency hatch.
2.11. Exit - passenger door or emergency exit.
2.12. Floor or platform - a part of the body on which passengers stand, on which the legs of seated passengers and the driver rest, and which also serves to fasten the seats.
2.13. Aisle - A space intended for passengers to access from any seat or row of seats to any other seat or row of seats or to any entrance aisle from any passenger door. An aisle does not include a space up to 30 cm in front of a seat or row of seats that is intended to accommodate the legs of seated passengers, nor does it include stairs, steps or any other space in front of a seat or row of seats that is reserved solely for passengers occupying that seat or row of seats.
2.12, 2.13. (Changed edition, Rev. N 1).
2.14. Driver's compartment - a space reserved exclusively for the driver, in which the steering wheel, controls, instruments and other devices necessary for driving the bus are located.
2.15. Bus curb weight - the curb weight of the bus without driver, passengers and luggage, but with fuel, coolant, lubricant, tools and spare wheel, if any.
(Changed edition, Rev. N 1).
2.16. Gross Weight - The permitted maximum weight declared by the bus manufacturer and accepted by the approval authority (this mass may exceed the "maximum authorized mass" specified by the national authority).
2.17. The permanent connection of two sections of an articulated bus is a connection that can only be disconnected using equipment available only in the workshop.
3. APPLICATION FOR APPROVAL
3.1. An application for type approval of a bus with respect to its design characteristics shall be submitted by the bus manufacturer or its authorized representative.
3.2. Each application must be accompanied by the following documents and information in triplicate:
3.2.1. A detailed description of the bus type with regard to its design, dimensions, shape and materials used.
3.2.2. Drawings of the bus and its internal equipment.
3.2.3. Data below:
3.2.3.1. Gross structural mass in kilograms, for an articulated bus, the gross structural mass must be indicated for each section separately.
3.2.3.2. The load from the total structural mass attributable to each axle, in kilogram-force.
3.2.3.3. The curb weight of the bus in total with the weight of 75 kg, taking into account the weight of the driver, in kilograms.
3.2.4. Devices for carrying baggage, if provided.
3.2.5. The total volume of compartments for the carriage of luggage (except for hand luggage) in cubic meters. meters and the total weight of luggage that can be carried in these compartments in kilograms (if such luggage compartments are provided).
3.2.6. The total area allocated for the carriage of luggage on the roof in sq. meters, and the total weight of baggage that can be carried on this area in kilograms (if such an area is provided).
3.2.7. Horizontal projection of the total area intended for seated and standing passengers in sq. meters.
3.2.8. Horizontal projection of the total area intended for standing passengers, in sq. meters, calculated in accordance with clause 5.2.
3.2.9. Number of seats.
3.2.10. Estimated total number of passengers.
3.2.11. The class or classes to which or to which the bus submitted for approval belongs.
3.3. The Technical Service authorized to carry out approval tests must be presented with a bus representative of the type of bus to be approved.
4. APPROVAL
4.1. If a bus submitted for approval under UNECE Regulation No 36 satisfies the requirements of section 5 of this standard, this type of bus is granted approval.
4.2. Each type of coach approved is assigned an approval number, the first two digits of which indicate the series of amendments to UNECE Regulation No 36 (currently "02", corresponding to the 02 series of amendments that entered into force on 7 September 1986) corresponding to the last significant technical changes made to this Regulation at the time the approval was granted. The same Contracting Party may not assign the same number to another bus type defined in accordance with paragraph 2.2.
4.3. The Parties to the Agreement applying UNECE Regulation No. 36 shall be notified of the type approval or refusal of a bus type based on this standard in the form corresponding to the model given in annex 1 to this standard and the construction drawings of the bus (supplied by the enterprise that has applied for approval), maximum size A4 (210x297 mm) or a multiple of it and in the appropriate scale.
4.4. On every bus conforming to a type of bus approved to this standard, there shall be affixed in a conspicuous and easily accessible place as shown on the approval registration card:
(Changed edition, Rev. N 1).
4.4.1. International approval mark, consisting of:
4.4.1.1. From a circle containing the letter "" followed by the distinguishing number of the country that granted the approval*

_________________
* 1 - Federal Republic of Germany, 2 - France, 3 - Italy, 4 - Netherlands, 5 - Sweden, 6 - Belgium, 7 - Hungary, 8 - Czechoslovakia, 9 - Spain, 10 - Yugoslavia, 11 - Great Britain, 12 - Austria, 13 - Luxembourg, 14 - Switzerland, 15 - German Democratic Republic, 16 - Norway, 17 - Finnish diya, 18 - Denmark, 19 - Romania, 20 - Poland, 21 - Portugal, 22 - Union of Soviet Socialist Republics; The following serial numbers will be assigned to other countries in the chronological order of their ratification of the Agreement Concerning the Acceptance of Uniform Conditions for Approval on Mutual Recognition of Approval of Motor Vehicle Equipment and Parts, or in the order of their accession to this Agreement, and the numbers thus assigned to them will be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.

4.4.1.2. From the figure "36" to the right of the circle prescribed in 4.4.1.1., followed by the letter , a dash and the approval number.
4.4.1.1, 4.4.1.2. (Changed edition, Rev. N 1).
4.4.2. An additional designation separated from the number specified in 4.4.1.2 by a vertical line and consisting of a Roman numeral corresponding to the class(es) in which the bus was approved.
4.5. If the bus corresponds to the type of bus officially approved in the USSR on the basis of other Rules attached to the Agreement, the designation provided for in clause 4.4.1.1 should not be repeated; in this case, the number referred to in paragraph 4.4.1.2 and the approval numbers and additional symbols of other UNECE Regulations under which approval is granted in the USSR shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1.1.
4.6. The approval mark must be legible and indelible.
4.7. The approval mark shall be placed next to the plate affixed by the manufacturer showing the characteristics of the bus or shall be affixed to this plate.
4.8. Examples of approval marks are given in annex 2.
5. TECHNICAL REQUIREMENTS
5.1. Load distribution
5.1.1. The distribution of the load from a bus standing on a level section of the road must be such that the front axle or axles carry at least:
5.1.1.1. 25% of the loaded weight of the bus plus the 75 kg weight placed on the driver's seat, this figure may be reduced to 20% for class I buses.
5.1.1.2. 25% of the load of the gross structural mass of the bus when it is loaded with the sum of the masses placed on each seat, the sum of the masses placed in the places provided for standing passengers and evenly distributed over the area, the mass evenly distributed in the luggage compartments, and, where appropriate, the mass evenly distributed on the luggage area provided on the roof.
5.1.1.3. For articulated buses, 20% of the load on the curb weight as specified in 5.1.1.1 and on the gross structural weight as specified in 5.1.1.2.
(Introduced additionally, Rev. N 1).
5.1.2. Values for different classes of buses are given in paragraph 5.3.
5.1.3. The numerical value in kilograms is taken on the basis that this value must be at least 100, expressed in cubic meters. meters.
5.1.4. The value is taken from the calculation of the distribution of the mass of luggage on the luggage area provided on the roof of at least 75 kg / m.
5.2. Passenger area
5.2.1. The total area intended for passengers is determined by subtracting from the total internal area of the bus body:
5.2.1.1. Driver compartment area;
5.2.1.2. The area of the steps at the door and any other steps with a depth of not more than 30 cm;
(Changed edition, Rev. N 1).
5.2.1.3. The area of any area having a free space less than 135 cm high from the floor level or a platform designed to accommodate the legs of a seated passenger;
5.2.1.4. The area of any part of the pivot section of an articulated bus behind handrails and/or guardrails.
5.2.2. The area available for standing passengers is determined (only for buses of classes I and II in which the carriage of standing passengers is allowed) by subtracting from:
5.2.2.1. For class I buses:
5.2.2.1.1. Areas of sites located outside the passage, where the slope of the floor is not less than 6%, and for the sites specified in clause 5.6.6, it exceeds 8%;
5.2.2.1.2. Areas of areas that are not accessible to a standing passenger with all seats occupied;
5.2.2.1.3. Areas of areas where the free height above the floor level is less than 190 cm, and for areas located behind a transverse vertical plane located at a distance of 1.5 m ahead of the axis of the rear axle - less than 180 cm (handrails and handles are not taken into account);
5.2.2.1.4. The area located in front of a vertical plane passing through the center of the surface of the driver's seat cushion (when it is in its rearmost position) and the center of the outside rear-view mirror located on the opposite side of the bus;
5.2.2.2. For class II buses:
the area of all plots located outside the passage.
5.3. Number of places
5.3.1. The bus must be provided with seating that meets the requirements of paragraph 5.6.8, the number of which must not be less than the number of square meters of area, rounded to the nearest whole number.
5.3.2. Passenger capacity is calculated by the formula:
,
where and - according to Table 1.
Table 1

_________________
* Including the weight of hand luggage equal to 3 kg.

** If a class II or class III bus is officially approved as a class I bus, the mass of luggage carried in luggage compartments accessible only from the outside of the bus is not taken into account.
(Changed edition, Rev. N 1).
5.3.3. The total structural weight of the bus and axle loads should be determined based on passenger capacity and baggage weight () in kilograms.
5.4. fire protection
5.4.1. engine compartment
5.4.1.1. No flammable or absorbent fuel or oil material should be used in the engine compartment unless it is lined with fuel and oil impermeable material.
(Changed edition, Rev. N 1).
5.4.1.2. The design of the engine compartment must exclude the possibility of accumulation of fuel or oil in any of its places, for which, if necessary, drainage holes may be provided.
5.4.1.3. Between the engine compartment or any other source of heat (such as a device designed to absorb energy, such as a retarder, or a room heater, except for those using hot water for its functions) and the rest of the bus, a partition of fire-resistant material must be placed.
5.4.2. Filler necks of fuel tanks
5.4.2.1. The filler necks of the fuel tanks must only be accessible from the outside of the bus.
5.4.2.2. Filler necks of fuel tanks must be located at least 50 cm from any doorway if the fuel tank is intended for gasoline, and not less than 25 cm - if it is intended for diesel fuel; they must not be placed in the passenger or driver's compartment. The location of the filler openings must be such that there is no possibility of fuel getting on the engine or exhaust system when refueling.
5.4.2.3. Leakage of fuel through the filler plug or through the tank pressure equalizer is not allowed, even if the tank is completely tipped over, but seepage is allowed.
5.4.2.4. If the filler neck is located on the sides of the bus, then the plug in the closed position should not protrude beyond the adjacent surface of the body.
5.4.2.5. The design of filler caps should exclude the possibility of their spontaneous opening.
5.4.3. fuel tanks
5.4.3.1. The design of fastening of fuel tanks must be reliable. The location of the tanks must be such that they are protected by the structure of the bus in the event of a frontal collision. None of the elements of the fuel tank should be located at a distance of less than 60 cm from the front surface of the body.
5.4.3.2. None of the elements of the fuel tank should protrude beyond the overall width of the body.
5.4.3.3. All fuel tanks are subjected to a hydraulic internal pressure test carried out on a separate set with a serial production filler pipe, neck and plug. The tank is completely filled with water. After excluding any communication with the outside atmosphere in the tank through the fuel pipe, the relative pressure is gradually increased to a value twice the operating pressure, but not less than 0.3 bar, which is maintained for one minute. During this time, no cracks or leaks should appear in the walls of the tank, but permanent deformation is allowed.
5.4.3.4. Fuel tanks must be corrosion resistant.
5.4.3.5. Any overpressure or any pressure exceeding the working one must be automatically released using appropriate compensation devices (valves, safety valves, etc.). The design of these devices must completely exclude the possibility of a fire.
5.4.4. Supply system
5.4.4.1. In the compartments intended for passengers and the driver, there should not be any devices and elements of the fuel system.
5.4.4.2. The placement of fuel lines and other elements of the fuel system should provide maximum protection from damage.
5.4.4.3. Distortions, bending deformations and vibrations of the entire structure of the bus or its power plant must not cause excessive stresses in the fuel lines.
5.4.4.4. The design and installation of pipe or hose connections with rigid elements of the power system must ensure their tightness under operating conditions, regardless of natural aging, distortions, bending deformations and vibration of the entire structure of the bus or its power plant.
(Changed edition, Rev. N 1).
5.4.4.5. The location of the fuel system elements must be such that in the event of a leak, the fuel gets only onto the road and the possibility of its contact with the exhaust system elements is completely excluded.
5.4.5. Emergency switch
5.4.5.1. The bus must be equipped with an emergency switch located within reach from the driver's workplace and designed for the simultaneous implementation of the following functions:
5.4.5.1.1. Quick stop of the engine;
5.4.5.1.2. Activation of the device for cutting off the fuel supply, which should be installed on the fuel line as close as possible to the fuel tank;
5.4.5.1.3. Activation of the battery switch, which should be installed as close as possible to it and capable of disconnecting at least one of its terminals from the electrical equipment network, with the exception of the circuit providing the functions specified in paragraph 5.4.5.1.4, and the power supply circuit of the tachograph;
5.4.5.1.4. Automatic activation of the bus alarm system.
5.4.5.2. The emergency switch must be clearly marked and have a clear description of how to operate it.
5.4.5.3. In addition to the emergency stop switch, the functions described in 5.4.5.1 may also be carried out by separate controls, provided that these controls do not interfere with the operation of the emergency stop switch.
5.4.6. electrical equipment
5.4.6.1. All electrical wires must be properly insulated and all electrical equipment must be able to withstand the heat and humidity they are exposed to. In the engine compartment, all electrical components must be able to withstand the appropriate temperatures, oil and fumes.
(Changed edition, Rev. N 1).
5.4.6.2. None of the wires of the electrical circuit is allowed to have a current that exceeds the allowable value for this wire, taking into account the method of installation and the maximum ambient temperature.
5.4.6.3. Each electrical supply circuit of any item of equipment, except for the starter, ignition circuit (in the case of forced ignition), spark plugs, engine stop device, charging circuit and battery, must be equipped with a fuse or circuit breaker. However, circuits supplying devices with low current consumption may be equipped with a common fuse or circuit breaker, provided that the current flowing through it does not exceed 16 A.
5.4.6.4. All wires must be reliably protected and firmly reinforced to exclude the possibility of their breaking, chafing or wear.
5.4.6.5. In cases where the RMS voltage in one or more electrical circuits of the bus exceeds 100 V, an insulated manual switch must be installed at each terminal of an ungrounded power source, allowing all specified electrical circuits to be disconnected from the main power supply; these switches shall be located in the bus within reach from the driver's seat, provided that none of such switches shall switch off any electrical circuit supplying the mandatory external lights of the bus.
5.4.6.6. It is necessary to have at least two such internal lighting circuits so that the failure of one of them does not affect the functioning of the other. A circuit that only serves to permanently illuminate the entrance and exit can be considered one of these circuits.
5.4.7. Rechargeable batteries
5.4.7.1. Batteries must be located in an easily accessible place and well secured.
(Changed edition, Rev. N 1).
5.4.7.2. The battery compartment must be separated from the passenger and driver compartments and well ventilated with outside air.
(Introduced additionally, Rev. N 1).
5.4.8. Fire extinguishers and first aid kits
5.4.8.1. The bus must be provided with places for the installation of one or more fire extinguishers, while one of the places must be located near the driver's seat. The place provided for each fire extinguisher must have a size of at least 600x200x200 mm.
5.4.8.2. The bus must be provided space for the installation of one or more first-aid kits. The place intended for each first-aid kit must have a size of at least 360x200x100 mm.
5.4.9. materials
No flammable materials should be placed within 10 cm of the exhaust pipe unless they are properly protected.
5.5. Outputs
5.5.1. Number
5.5.1.1. For class I buses, the number of passenger doors must be at least as indicated in Table 2.
table 2

_________________
* Excluding the driver.

5.5.1.2. For buses of classes II and III, the number of doors must be at least two: either one passenger and one emergency, or two passenger.
5.5.1.3. Passenger doors of buses of all classes with a servo drive are considered in this context as exits only if they can be easily opened manually after actuating, if necessary, the controls specified in 5.5.4.1.1.
5.5.1.4. The minimum required number of emergency exits should be such that the total number of exits corresponds to those indicated in Table 3.
Table 3

_________________
* Excluding the driver.

Note. In the specified number of exits, escape hatches count as only one of the emergency exits.
(Changed edition, Rev. N 1).
5.5.1.5. When calculating the minimum number of exits that should be provided for an articulated bus, each of its rigid sections should be considered conditionally as a separate bus. The number of passengers for each section should be determined before and after a vertical transverse plane drawn through the center of the turntable.
5.5.1.6. If there is no access to the passenger compartment from the driver's compartment, then the driver's compartment must have two exits, which must not be located on the same side; if one of these exits is a window, then it must comply with the requirements for an emergency window given in paragraph 5.5.4.3.
5.5.1.7. A double passenger door counts as two doors and a double emergency window counts as two emergency windows.
(Changed edition, Rev. N 1).
5.5.1.8. If there are emergency hatches in the roof, their number must be at least indicated in Table 4.
Table 4

_________________
* Excluding the driver.

5.5.2. Location
5.5.2.1. The passenger doors of the bus must be located on the side closest to the curb*, with at least one of them in the front half of the bus.

_________________
* "Curbside" depends on the country in which the vehicle is registered.

5.5.2.2. In each half of the bus, front and rear, there must be at least one door, and they must be located so that the distance between the average vertical planes of any two of these doors, perpendicular to the average longitudinal plane of the bus, is at least 40% of its overall length.
5.5.2.3. The exits must be located in such a way that each side wall has an almost equal number of openings. The bus must have at least one emergency exit, either through the front or rear walls, or through an emergency hatch(es) in the roof. At the same time, for an articulated bus, each of its rigid sections should be conditionally considered as a separate bus, and their connection is not considered an exit.
5.5.2.4. Exit openings located on the same side of the bus must be evenly spaced along its length.
5.5.2.5. It is allowed to have a door in the rear wall of the bus, provided that it is not a passenger door.
(Changed edition, Rev. N 1).
5.5.2.6. If the bus has emergency hatches, they should be located as follows: if there is only one hatch, then it should be located in the middle part of the roof, if there are two hatches, then the distance between them, measured along a line parallel to the average longitudinal plane of the bus, should be at least 2 m.
5.5.3. Minimum dimensions
5.5.3.1. Outputs of various types must have dimensions, the values of which are not less than those indicated in Table 5.
Table 5
Size designation Class I Class II Class III Additional conditions Doorway Height, cm 180 - Width, cm This dimension may be reduced by 10 cm when measured at the level of the handrails. Doorway Height, cm - Width, cm Area, cm The window opening must fit a rectangle 50 cm high and 70 cm wide - The window opening must fit a rectangle 35 cm high and 155 cm wide, while its corners can be rounded with a radius of up to 25 cmescape hatch Area, cm The opening of the hatch should fit a rectangle measuring 50x70 cm
Output types
passenger door 165
Single door: 65 Double door: 120
emergency door 125
55
emergency window 4000
Emergency window in the rear wall* -
manhole opening 4000

_________________
* According to this requirement, an emergency window in the rear wall can be made if it is impossible to provide the dimensions of the emergency window indicated above in the table.

(Changed edition, Rev. N 1).
5.5.4. Technical requirements
5.5.4.1. Passenger doors
5.5.4.1.1. The remote control system for each of the doors must provide for the presence of controls that ensure their opening, which must be located near these doors both from the inside and outside of the bus, while the external control must be placed in a special nest.
5.5.4.1.2. Passenger doors must be able to be opened manually from the inside and outside. It is allowed to have a device for locking doors from the outside, if it is possible to open the door from the inside after locking.
5.5.4.1.3. The external door opening control must be located at a height of not more than 180 cm from the road level when the bus is in the equipped state, standing on a flat horizontal surface.
(Changed edition, Rev. N 1).
5.5.4.1.4. A single-leaf door that opens only manually must be hung on hinges or hinges in such a way that if the bus moves forward with the door open, when its parts protruding beyond the overall width of the bus come into contact with some immovable object, the door tends to close.
5.5.4.1.5. If the doors are equipped with automatically locking ("English") locks, then they must be of the two-position type.
5.5.4.1.6. There must be no devices on the inside of the door that close the inside steps when the door is closed.
5.5.4.1.5, 5.5.4.1.6. (Changed edition, Rev. N 1).
5.5.4.1.7. If direct visibility from the workplace of the areas near the passenger doors from the outside and from the inside is insufficient, optical devices must be provided to ensure the driver's visibility of these areas.
5.5.4.2. Emergency doors
5.5.4.2.1. Emergency doors must have devices for opening them manually from the inside and outside. Devices for locking doors from the outside are allowed if they can be opened from the inside after locking by means of a conventional opening mechanism.
5.5.4.2.2. Emergency doors must not have devices that involve the use of any source of energy (other than muscular) to open or close them and must not be of the sliding type.
5.5.4.2.3. The outer handle of the emergency door must be located at a height of no more than 180 cm from the road level when the bus is in the equipped state and standing on a flat horizontal surface.
(Changed edition. Rev. N 1).
5.5.4.2.4. Emergency doors should only be hung from the front. If there are devices to limit the opening of the door, they must allow the door to open to an angle of at least 100° and allow it to remain in that position.
5.5.4.2.5. Emergency doors should open outward, and their design should be such that the likelihood of jamming, even in the event of deformation of the bus body as a result of an impact, is minimal.
5.5.4.2.6. The driver's door cannot be considered an emergency exit door if the space between the driver's seat and the steering wheel must be used to access it.
5.5.4.2.7. Emergency doors, which are difficult to see from the driver's seat, must be equipped with audible devices that warn the driver that the doors are not fully closed and not locked. These devices must be actuated by door latches and not by door movement.
5.5.4.3. emergency windows
5.5.4.3.1. The emergency window must either have a device for quickly removing it from the opening, or open easily and quickly from the inside and outside, or have easily broken safety glass. * It is allowed to have a device for locking the emergency window from the outside if it is possible to open the window from the inside after locking.

__________________
* The latter excludes the possibility of using laminated glass or plastic emergency window glazing.

5.5.4.3.2. If the emergency window is hinged along its upper part, a device shall be provided to hold the window in the open position. Emergency windows that can be opened or removed must be openable or exposed to the outside.
5.5.4.3.3. The height of the emergency window edge panels above the floor level directly below the window must be no more than 100 and not less than 50 cm. The latter value can be reduced if there is a window opening railing installed at a height of at least 50 cm, while the part of the emergency window opening above the railing must be sized to accommodate the rectangle specified in clause 5.5.3.1.
5.5.4.3.4. All emergency windows, which are difficult to see from the driver's seat, except for those whose use involves removing them or breaking glass, must be equipped with sound devices that warn the driver that the windows are not completely closed and not fixed. These devices must be actuated by window latches, not by window movement.
5.5.4.4. emergency hatches
5.5.4.4.1. Escape hatches shall be of the sliding or retractable type. Drop hatches are not permitted. Each escape hatch must operate in such a way as not to impede free access to or from the bus.
5.5.4.4.2. Escape hatches should be easy to open from both inside and outside. This requirement should not be considered as precluding the possibility of locking the escape hatch to prevent unauthorized entry into the interior of the bus, provided that the escape hatch can always be opened from the inside using a normal opening mechanism.
5.5.4.5. Retractable steps
Retractable steps (footboards), if any, must meet the following requirements:
5.5.4.5.1. They must operate in sync with the corresponding passenger or emergency door.
5.5.4.5.2. When the door is closed, no element of the retractable step may protrude more than 10 mm beyond the contours of adjacent body parts.
5.5.4.5.3. With the door open and the retractable step extended, its surface area must comply with the requirements of clause 5.6.7.
5.5.4.5.4. The possibility of starting the bus from its place with the help of its engine with the step extended should be excluded.
5.5.4.5.5. The possibility of extending the step while the bus is in motion must be excluded. In the event of a step drive failure, the step must retract and remain in the retracted position. However, such failure or damage to the step must not impair the operation of the corresponding door.
(Changed edition, Rev. N 1).
5.5.4.5.6. If a passenger is standing on a retractable step, the possibility of closing the corresponding door must be excluded. Compliance with this requirement is checked by placing in the center of the step a weight of 15 kg, corresponding to the mass of a small child. This requirement does not apply to a door directly in the driver's field of vision.
5.5.4.5.7. The movement of the retractable step must not cause injury to passengers or persons waiting for the bus at bus stops.
5.5.4.5.8. The outer corners of the contours of the retractable steps must be rounded with a radius of at least 5 mm; the edges of the steps must be rounded with a radius of at least 2.5 mm.
5.5.4.5.9. With the passenger door open, the retractable step must be securely held in the extended position. When placing a load of 136 kg in the center of the step of a single door or a load of 272 kg in a double door, the deviation of any point of the step should not be more than 10 mm.
5.5.5. inscriptions
5.5.5.1. Each emergency exit must be marked "Emergency Exit" outside and inside the bus.
5.5.5.2. Controls for passenger doors and all emergency exits inside and outside the bus must be marked either with an appropriate symbol or clearly marked.
5.5.5.3. All emergency exit controls, or near them, should have clear instructions on how to use them.
(Changed edition, Rev. N 1).
5.5.5.4. The language in which the inscriptions specified in paragraphs 5.5.5.1-5.5.5.3 must be drawn up is established by the administrative authorities of the country of registration of the bus.
5.6. Passenger space layout
5.6.1. Access to passenger doors (see Appendix 3, drawing 1)
5.6.1.1. Through the free space inside the bus, from the side wall in which the door is located, a template must pass freely in a vertical position, consisting of a rectangular board 10 cm thick, 40 cm wide and 70 cm high and a second board 55 cm wide and symmetrically located on it and the height established for the corresponding bus class in clause 5.6.1.2. This template should remain parallel to the doorway as the template moves from its original position, where its side facing the inside of the bus is tangent to the outer edge of the doorway, to the position where it touches the first step, after which it should be moved along the steps, perpendicular to the likely direction of movement of the person using this exit.
5.6.1.2. For class I buses, the height of the top shield must be 110 cm, for class II - 95 cm, for class III - 85 cm.
5.6.1.3. After the axis of symmetry of the front side of the template has moved to a distance of 40 cm from its original position and the template touches the floor, it should be held in this position. Fulfillment of the conditions for access from the front side of this template to the passage should be checked using a cylindrical figure used to control the requirements of clause 5.6.5.
5.6.1.4. When passing a flat template, the distance between it and the front edge of the uncompressed cushion of any seat along its entire height must be at least 30 cm.
5.6.1.5. In the case of folding seats, the distance according to clause 5.6.1.4 must be checked without fail when the seats are not folded.
(Changed edition, Rev. N 1).
5.6.1.6. The slope of the floor in the aisle to the door should not be more than 3% when measured on a bus in running order, standing on a flat horizontal section of the road.
5.6.2. Access to emergency doors (see Appendix 3, drawing 2).
5.6.2.1. The space between the aisle and the emergency door opening must ensure the unhindered movement of a figure consisting of a vertical cylinder 30 cm in diameter and 70 cm high above the supporting surface, on which a second vertical cylinder 55 cm in diameter is installed, while the height of the figure should be 140 cm.
5.6.2.2. The base of the first cylinder must be within the projection of the second cylinder.
5.6.2.3. If there are folding seats on the way of movement of the figure to the doorway, the control of the space for the passage of this figure should be carried out with the seats in the unfolded position.
5.6.3. Access to emergency windows.
Directly in front of each emergency window, at a distance of up to 43 cm from it, free space must be provided, the section of which, parallel to the window opening, has a width of 60 cm and an area of 2300 cm. In this case, the corners of this section can be rounded with a radius of not more than 25 cm. which, parallel to the window opening, has a height of 35 cm and an area of at least 5000 cm. At the same time, the corners of this section can be rounded with a radius of not more than 25 cm.
(Changed edition, Rev. N 1).
5.6.4. Access to escape hatches
Escape hatches must be positioned relative to the seats and any other supports so that access to the hatches is provided.
5.6.5. Passages (see Appendix 3, drawing 3)
5.6.5.1. Aisles in buses must ensure the free passage of a figure consisting of two coaxial cylinders and an inverted truncated cone between them and having dimensions, the values of which must correspond to those indicated in Table 6.
(Changed edition, Rev. N 1).
Table 6
Dimensions in cm
5.6.5.2. For class I buses, the diameter of the lower cylinder of the reference figure may be reduced to 40 cm for any part of the aisle behind:
5.6.5.2.1. A transverse vertical plane located at a distance of 1.5 m ahead of the axis of the rear axle;
5.6.5.2.2. A transverse vertical plane drawn through the rear edge of the rearmost passenger door opening.
5.6.5.3. Class III buses located on one side of the aisle or on both sides of the aisle may be designed to allow their movement in the transverse direction, in which case the width of the aisle may be reduced to a size that allows the passage of a reference figure with a lower cylinder diameter of 22 cm, provided that the control of the moving device for each seat is easily accessible to a person standing in the aisle and allows him to automatically return to a position corresponding to a minimum width of the aisle of 30 cm, even if the seat is occupied.
(Changed edition, Rev. N 1).
5.6.5.4. It is allowed to reduce the height of the upper cylinder of the control figure by 10 cm for any part of the passage behind:
5.6.5.4.1. A transverse vertical plane located at a distance of 1.5 m ahead of the axis of the rear axle;
5.6.5.4.2. A transverse vertical plane drawn through the rear edge of the rearmost passenger door opening.
5.6.5.5. In articulated buses, the control figures specified in paragraph 5.6.5.1 must be free to pass, also through the turning section. No elements of the soft covering of the rotary section, including elements of the corrugated connection, should protrude into the passage.
5.6.5.6. The presence of steps in the passage is allowed, provided that the height of each step is from 15 to 25 cm, while the depth of the step must be at least 20 cm, and the width should not be less than the actual width of the passage at the level of the upper edge of the step.
5.6.5.7. Folding seats in the aisle are not permitted.
5.6.5.8. The use of laterally shifting seats, which in one of their positions can protrude into the aisle, is not allowed in buses, with the exception of class III buses, subject to the conditions provided for in clause 5.6.5.3.
5.6.6. Floor slope
The slope of the floor in places intended for standing passengers should not be equal to or more than 6%; however, in sections located behind a transverse vertical plane located at a distance of 1.5 m in front of the axis of the rear axle, a slope of up to 8% is allowed, while the test is carried out on a bus in running order, standing on a flat horizontal surface.
5.6.7. Steps at the passenger doors (see Appendix 3, drawing 4)
5.6.7.1. The maximum allowable height and the minimum required depth of the steps must correspond to those indicated in Table 7.
Table 7
Dimensions in cm
Notes:
1. For class I buses where the door(s) are located behind the rear axle, the height of steps at this door(s) is allowed up to 30 cm.
2. When checking these requirements, the height should be measured in the middle of the step.
(Changed edition, Rev. N 1).
5.6.7.2. The height of the first step above the road should be checked when the bus is in running order, while the tires and pressure in them must correspond to the data provided by the manufacturer for the bus with the full design weight declared in accordance with clause 3.2.3.
5.6.7.3. If there is more than one step, it is allowed to undercut the first step beyond the horizontal projection of the second step by no more than 10 cm.
5.6.7.4. The width of the steps should be such that on any step of a single door it is possible to place a rectangle measuring 40x20 cm, and on a double door - two rectangles measuring 40x20 cm each. This requirement is considered to be met if at least 95% of the area of the rectangle(s) is placed on each step.
5.6.8. passenger seats
5.6.8.1. Seat dimensions (see Appendix 3, drawings 5 and 7)
The dimensions of each seat, measured from the average vertical plane of this seat, must not be less than those indicated in Table 8.
Table 8
Dimensions in cm

Seat type Size designation Class I Class II Class IIISingle seats Width of the seat cushion part on each side 22,5 Width of headroom measured horizontally to each side along the seat back over the entire height range from 27 cm to 65 cm above the uncompressed seat cushion Double and Bench Seats 22,5 Width of the free space for each passenger, measured horizontally to each side along the seat back over the entire height range from 27 cm to 65 cm above the uncompressed seat cushion 35

20
25
20
22,5
seat cushion height		The height of the cushion in an uncompressed state relative to the level of the floor area on which the legs of the seated passenger are located must be such that the height of the horizontal plane tangent to the surface of the seat cushion above this area is from 40 to 50 cm; above the wheel covers, this height may be reduced to 35 cm, not less than
Seat cushion depth		40

5.6.8.2. Seat arrangement (see Appendix 3, drawing 6).
5.6.8.2.1. For seats mounted in the same direction, the distance between the front surface of the seat-back and the rear surface of the seat-back in front of the seat, measured horizontally from a horizontal plane tangential to the surface of the seat cushion to a horizontal plane located 62 cm above the occupant's footwell, shall not be less than:
For class I - 65 cm;
For class II - 68 cm;
For class III - 75 cm.
5.6.8.2.2. All measurements should be taken with the seat and back cushions uncompressed, in the median vertical plane of each seat.
5.6.8.2.3. For transversely facing seats, the distance between the front surfaces of the backs of these seats, measured along a line passing through the highest points of the seat cushions, shall be at least 130 cm.
5.6.8.2.4. If the seat faces the bulkhead, there must be a free space of at least 28 cm in front of the transverse vertical plane, tangent to the front, of the seat cushion. This space shall be increased to a minimum of 35 cm from the floor to a height of 10 cm above it, either by a recess in the bulkhead or by free space under the seats behind a plane tangent to the front of the seat, or by a combination of the two. Where the space under the seat is used for this purpose, it shall extend upwards to a height of 10 cm from the floor, and then its contour shall be defined by an inclined plane passing through the front edge of the seat frame directly under the front of the seat cushion (see annex 3, drawing 8).
5.6.8.3. Free height above seating
Above each seating position there must be free space at a height of at least 90 cm from the top of the uncompressed seat cushion and at least 135 cm from the floor area for the feet of the seated passenger. This space must be provided over the entire projection of the area of the seat with the area of the floor adjacent to it for the feet. The backrest of another seat can protrude into this space.
5.7. Artificial interior lighting
5.7.1. The system of internal electric lighting should provide lighting:
5.7.1.1. Places to accommodate passengers, as well as the rotary section of the articulated bus;
5.7.1.2. All steps;
5.7.1.3. Approaches to all exits;
5.7.1.4. Internal designations and inscriptions and internal controls for all outputs;
5.7.1.5. All places where there are obstacles.
5.8. Articulated bus turntable
5.8.1. The design of the swivel section, which connects the rigid sections of the articulated bus, must allow its angular movement relative to the horizontal transverse and vertical axes. These axes must intersect at the point of articulation.
5.8.2. The value of the open gap between the edges of the floor of the turning section and the edges of the floor of adjacent rigid sections of an articulated bus in running order, installed on a flat horizontal surface, must not be more than:
5.8.2.1. 1 cm if all wheels rest on the same plane;
5.8.2.2. 2 cm if the wheels of the axle closest to the turning section rest on a plane located 15 cm above the plane on which the wheels of the other axles rest.
5.8.3. The difference between the floor level of the rotary section and the floor levels of the rigid sections adjacent to it, measured at the joints, should not be more than:
5.8.3.1. 2 cm, under the conditions given in paragraph 5.8.2.1;
5.8.3.2. 3 cm, under the conditions given in paragraph 5.8.2.2.
5.8.4. Handrails and/or partitions shall be provided in the turning section to prevent passengers from accessing any of its sections where:
there is an unclosed gap in the floor, the size of which does not meet the requirements of clause 5.8.2; the floor does not withstand the load from passengers; the movement of the walls poses a danger to passengers.
5.9. Maneuverability
5.9.1. When cornering both to the right and to the left, the bus must completely fit along the most protruding point of the body or bumper into a circle with a radius of 12.0 m.
5.9.2. When the bus is turning both to the right and to the left, when the most protruding points of the body or bumper describe a circle with a radius of 12.0 m, the bus must fit in a corridor of 6.7 m (see Appendix 4, drawing A).
5.9.3. When the bus is in a stationary state, and its steering wheels are turned to the right or left so that during its subsequent movement, the most protruding front point of the body or bumper describes a circle with a radius of 12.0 m, a trace of a vertical plane is drawn on the road surface, tangent to the outer side of the bus with respect to the center of rotation. For an articulated bus, the trace of this plane is drawn when the rigid sections are in a straight line. When the bus moves forward both to the right and to the left along a circle with a radius of 12.0 m, not a single element of it should protrude beyond the above vertical plane by more than 0.8 m - for a single bus (see Appendix 4, drawing B) or more than 1.2 m - for an articulated bus (see Appendix 4, drawing C).
5.10. The movement of articulated buses in a straight line
When an articulated bus moves in a straight line, the average vertical longitudinal planes of its rigid sections must coincide with each other and form a continuous plane without deviations.
5.11. Handrails and handles
5.11.1. General requirements
5.11.1.1. Handrails and handles must be of adequate strength.
5.11.1.2. The design and installation of handrails and handles must exclude the possibility of injury to passengers.
5.11.1.3. The dimensions of the handrails and handles should provide ease of use. Any size of their section should be from 2.0 cm to 4.5 cm, with the exception of handrails and handles installed on the door leaves and seats; for such handrails and handles, a minimum section size of 1.5 cm is allowed, provided that its other size is not less than 2.5 cm.
5.11.1.4. The size of the free space between the handrail or handle and the nearest elements of the bus body must be at least 4.0 cm. If handrails or handles are installed on the door leaves or seats, a minimum free space of 3.5 cm is allowed.
5.11.2. Handrails and handles for standing passengers (buses of classes I and II).
5.11.2.1. For any area of the floor intended for standing passengers in accordance with paragraph 5.2.2, handrails or handles in sufficient quantity must be provided. This requirement is considered fulfilled if, for all possible positions of the control device indicated in the drawing in Appendix 5, its movable lever; imitating the hand of a passenger, reaches at least two handrails or handles. In this case, the control device can be rotated around its vertical axis.
5.11.2.2. When checking according to clause 5.11.2.1, only those handrails and handles that are located from 80 to 190 cm above the floor are taken into account.
5.11.2.3. For each possible position of a standing passenger, at least one of the two required handrails or handles must be located no more than 150 cm above the floor at that location.
5.11.2.4. In areas for standing passengers along the side or rear walls of the bus free from seats, handrails located horizontally and parallel to the walls should be provided, which should be installed at a height of 80 to 150 cm from the floor.
5.11.3. Handrails and handles in the aisles of passenger doors
(Changed edition, Rev. N 1).
5.11.3.1. Passenger door passages must be equipped with handrails or handles on both sides. For a double door passage, this requirement can be considered met if a central post or handrail is installed in the middle of the opening.
5.11.3.2. Handrails, posts or handles in the aisles of passenger doors must be located in such a way as to provide areas on them that a person standing on the road at the passenger door or on any step could hold on to. These sections should be located vertically at a height of 80 to 100 cm from the surface of the road or from the surface of each step, and horizontally:
1) for a person standing on the road - they should not be more than 40 cm inward in relation to the outer edge of the first step;
2) for a person standing on any step, they must not protrude outward beyond the outer edge of this step, and also stand more than 40 cm inside the bus in relation to the inner border of the same step.
5.12. Fencing openings for steps
Where a passenger seated in a seat could be caught in a step opening as a result of sudden braking, adequate guarding shall be provided. This barrier must have a height of at least 80 cm from the floor section on which the passenger's legs are located, and overlap the section from the body wall into the interior of the room either by at least 10 cm beyond the median longitudinal plane of the place for the seat on which the passenger is endangered, or to the end of the step opening; while the smallest of these two widths of the fence is allowed.
(Changed edition, Rev. N 1).
5.13. Shelves for hand luggage, driver protection
The driver must be protected from objects that could fall out of the carry-on luggage racks in the event of a sudden stop.
5.14. manhole covers
The cover of each hatch in the floor of the bus must be installed and fixed in such a way that it is not possible to move it under the influence of vibration. No lifting or securing devices for manhole covers should protrude above the floor surface.
(Changed edition, Rev. N 1).
6. BUS TYPE CHANGES
6.1. Any modification to the design of a bus shall be brought to the attention of the administrative authority which granted the approval for the type of bus. This body can:
6.1.1. Either come to the conclusion that the changes made will not have a significant negative impact and that in any case this bus still meets the requirements of this standard;
6.1.2. Or require a new protocol from the technical service authorized to conduct tests.
6.2. A message confirming approval or denying approval with a list of changes shall be sent to the Parties to the Agreement applying UNECE Regulation No. 36 in accordance with the procedure provided for in paragraph 4.3 of this standard.
(Changed edition, Rev. N 1).
7. COMPLIANCE PRODUCTION
7.1. Every bus bearing an approval mark pursuant to UNECE Regulation No 36 must correspond to the approved type of bus.
7.2. To check the conformity referred to in paragraph 7.1, a sufficient number of spot checks shall be carried out on serial production buses bearing the approval mark pursuant to UNECE Regulation No 36.
8. SANCTIONS FOR NON-CONFORMING PRODUCTION
8.1. The approval of a bus type granted under this standard (UNECE Regulation No. 36) may be withdrawn if the condition specified in paragraph 7.1 of this standard is not met.
8.2. In the event that any Party to the Agreement applying UNECE Regulation No 36 withdraws an approval it has previously granted, it shall immediately notify the other Parties to the Agreement applying this Regulation by means of a copy of the registration card, which shall be marked at the bottom in large letters "APPROVAL WITHDRAWN" and signed and dated.
(Changed edition, Rev. N 1).
9. DEFINITELY DISCONTINUED
If the holder of the approval completely ceases to manufacture a type of bus approved in accordance with this standard (UNECE Regulation No. 36), he shall so inform the authority which granted the approval. Upon receipt of this message, the competent authority shall inform the other Parties to the Agreement applying UNECE Regulation No. 36 by means of a copy of the registration card, on which the mark "PRODUCTION IS DISCONTINUED" is made in large letters at the bottom and signed and dated.
(Changed edition, Rev. N 1).
10. TRANSITIONAL PROVISIONS
10.1. As from the official date of entry into force of the 02 series of amendments to UNECE Regulation No. 36, Contracting Parties applying this Regulation may not, in accordance with UNECE Regulation No. 36, as amended by the 02 series of amendments, refuse to issue an approval.
10.2. After 24 months after the official date of entry into force of the amendments referred to in paragraph 10.1, Contracting Parties applying UNECE Regulation No 36 shall grant approval only if the bus complies with the requirements of this Regulation as amended by the 02 series of amendments.
10.3. At the end of 24 months after the official date referred to in paragraph 10.1, Contracting Parties applying UNECE Regulation No 36 may refuse to recognize approvals granted which do not comply with the 02 series of amendments to that Regulation.
(Changed edition, Rev. N 1).
11. NAMES AND ADDRESSES OF TECHNICAL SERVICES AUTHORIZED TO PERFORM APPROVAL TESTING AND ADMINISTRATIVE AUTHORITIES
The Parties to the Agreement applying UNECE Regulation No. 36 shall communicate to the United Nations Secretariat the names and addresses of the technical services responsible for conducting approval tests and of the administrative authorities which grant approval and to which forms of approval, refusal or withdrawal of approval issued in other countries should be sent.
12. REMARKS REGARDING THE PERMISSIBLE AXLE LOAD OR TOTAL STRUCTURAL WEIGHT OF THE BUS
In accordance with Article 3 of the Agreement referred to in the introductory part of this standard, Contracting Parties to the Agreement may prohibit the registration in their territories of type-approved buses in accordance with UNECE Regulation No. 36 by other Contracting Parties whose mass, including passengers and luggage, is such that the load on any axle or the gross structural mass of the bus exceeds their permissible limits established in their territories.

Output types
passenger door	165
	Single door: 65 Double door: 120
emergency door	125
	55
emergency window		4000
Emergency window in the rear wall*		-
manhole opening	4000

Uniform provisions concerning the approval of vehicles with regard to the placement of control pedals. Uniform provisions concerning the approval of vehicles with regard to the placement of control pedals

1 area of ​​use

2 Definitions

3 Application for approval

4 Approval

5 Prescriptions (see annex 4)

6 Change of vehicle type and extension of approval

7 Compliance of production

8 Sanctions for non-conforming production

9 Definitive cessation of production

10 Names and addresses of technical services authorized to carry out approval tests and administrative authorities

ANNEX 1

MESSAGE,

vehicle type with regard to the placement of control pedals pursuant to Regulation No. 35

APPENDIX 2

APPROVAL MARK SCHEMES

APPENDIX 3

POINT DETECTION PROCEDURE H AND THE ACTUAL ANGLE OF THE TORSO IN THE SITTING POSITION IN MOTOR VEHICLES

APPENDIX 4

Pedal Location

GOST 27815-88 (UNECE Regulation N 36) Buses. General requirements for structural safety (with Amendment No. 1) (cancelled on the territory of the Russian Federation)

1 area of use