{
  "url": "https://openlegislation.uk/eu-regulation-2016-1824/annex-I",
  "json_url": "https://openlegislation.uk/eu-regulation-2016-1824/annex-I.json",
  "legislation": "eur/2016/1824",
  "legislation_title": "Commission Delegated Regulation (EU) 2016/1824 of 14 July 2016 amending Delegated Regulation (EU) No 3/2014, Delegated Regulation (EU) No 44/2014 and Delegated Regulation (EU) No 134/2014 with regard, respectively, to vehicle functional safety requirements, to vehicle construction and general requirements and to environmental and propulsion unit performance requirements (Text with EEA relevance)",
  "legislation_url": "https://openlegislation.uk/eu-regulation-2016-1824",
  "path": "annex/I",
  "kind": "annex",
  "number": "I",
  "heading": "Amendments to Delegated Regulation (EU) No 3/2014",
  "text": "The Annexes to Delegated Regulation (EU) No 3/2014 are amended as follows:\n(1) Annex I is replaced by the following:\n‘ANNEX I\nList of UNECE regulations which apply on a compulsory basis\nUNECE regulation No\nSubject\nSeries of amendments\nOJ reference\nApplicability\n1\nHeadlamps for motor vehicles (R2, HS1)\n02\nOJ L 177, 10.7.2010, p. 1.\nL1e, L2e, L3e, L4e, L5e, L6e and L7e\n3\nRetro-reflectors\nSupplement 12 to the 02 series of amendments\nOJ L 323, 6.12.2011, p. 1.\nL1e, L2e, L3e, L4e, L5e, L6e and L7e\n6\nDirection indicators\nSupplement 25 to the 01 series of amendments\nOJ L 213, 18.7.2014, p. 1.\nL1e, L2e, L3e, L4e, L5e, L6e and L7e\n7\nFront and rear position lamps and stop lamps\nSupplement 23 to the 02 series of amendments\nOJ L 285, 30.9.2014, p. 1.\nL1e, L2e, L3e, L4e, L5e, L6e and L7e\n8\nHead lamps for motor vehicles (H1, H2, H3, HB3, HB4, H7, H8, H9, H11, HIR1, HIR2)\n05\nOJ L 177, 10.7.2010, p. 71.\nL1e, L2e, L3e, L4e, L5e, L6e and L7e\n16\nSafety belts, restraint systems and child restraint systems\nSupplement 5 to the 06 series of amendments\nOJ L 304, 20.11.2015, p. 1.\nL2e, L4e, L5e, L6e and L7e\n19\nFront fog lamps\nSupplement 6 to the 04 series of amendments\nOJ L 250, 22.8.2014, p. 1.\nL3e, L4e, L5e and L7e\n20\nHeadlamps for motor vehicles (H4)\n03\nOJ L 177, 10.7.2010, p. 170.\nL1e, L2e, L3e, L4e, L5e, L6e and L7e\n28\nAudible warning devices\nSupplement 3 to the 00 series of amendments\nOJ L 323, 6.12.2011, p. 33.\nL3e, L4e and L5e\n37\nFilament bulbs\nSupplement 42 to the 03 series of amendments\nOJ L 213, 18.7.2014, p. 36.\nL1e, L2e, L3e, L4e, L5e, L6e and L7e\n38\nRear fog lamps\nSupplement 15 to the 00 series of amendments\nOJ L 4, 7.1.2012, p. 20.\nL3e, L4e, L5e and L7e\n39\nUniform provisions concerning the approval of vehicles with regard to the speedometer equipment including its installation\nSupplement 5 to the original version of the Regulation\nOJ L 120, 13.5.2010, p. 40.\nL1e, L2e, L3e, L4e, L5e, L6e and L7e\n43\nSafety glazing\nSupplement 2 to the 01 series of amendments\nOJ L 42, 12.2.2014, p. 1.\nL1e, L2e, L3e, L4e, L5e, L6e and L7e\n46\nDevices for indirect vision (rear-view mirrors)\nSupplement 1 to the 04 series of amendments\nOJ L 237, 8.8.2014, p. 24.\nL2e, L5e, L6e and L7e\n50\nLighting components for vehicles of category L\nSupplement 16 to the 00 series of amendments\nOJ L 97, 29.3.2014, p. 1.\nL1e, L2e, L3e, L4e, L5e, L6e and L7e\n53\nInstallation of lighting (motorcycle)\nSupplement 14 to the 01 series of amendments\nOJ L 166, 18.6.2013, p. 55.\nL3e\n56\nHeadlamps for mopeds and vehicles treated as such\n01\nOJ L 89, 25.3.2014, p. 1.\nL1e, L2e and L6e\n57\nHeadlamps for motorcycles and vehicles treated as such\n02\nOJ L 130, 1.5.2014, p. 45.\nL3e, L4e, L5e and L7e\n60\nIdentification of controls tell-tales and indicators\nSupplement 4 to the 00 series of amendments\nOJ L 297, 15.10.2014, p. 23.\nL1e and L3e\n72\nHeadlamps for motorcycles and vehicles treated as such (HS1)\n01\nOJ L 75, 14.3.2014, p. 1.\nL3e, L4e, L5e and L7e\n74\nInstallation of lighting (moped)\nSupplement 7 to the 00 series of amendments\nOJ L 166, 18.6.2013, p. 88.\nL1e\n75\nTyres\nSupplement 13 to the 01 series of amendments\nOJ L 84, 30.3.2011, p. 46.\nL1e, L2e, L3e, L4e and L5e\n78\nBraking, including anti-lock and combined brake systems\nCorrigendum 2 to the 03 series of amendments\nOJ L 24, 30.1.2015, p. 30.\nL1e, L2e, L3e, L4e and L5e\n81\nRear-view mirrors\nSupplement 2 to the 00 series of amendments\nOJ L 185, 13.7.2012, p. 1.\nL1e, L2e, L3e, L4e, L5e, L6e and L7e\n82\nHeadlamps for mopeds and vehicles treated as such (HS2)\n01\nOJ L 89, 25.3.2014, p. 92.\nL1e, L2e and L6e\n87\nDaytime running lamps\nSupplement 15 to the 00 series of amendments\nOJ L 4, 7.1.2012, p. 24.\nL1e, L2e, L3e, L4e, L5e, L6e and L7e\n90\nReplacement brake lining assemblies and drum brake linings\n02\nOJ L 185, 13.7.2012, p. 24.\nL1e, L2e, L3e, L4e, L5e, L6e and L7e\n98\nHeadlamps with gas-discharge light sources\nSupplement 4 to the 01 series of amendments\nOJ L 176, 14.6.2014, p. 64.\nL3e\n99\nGas-discharge light sources\nSupplement 9 to the 00 series of amendments\nOJ L 285, 30.9.2014, p. 35.\nL3e\n112\nHeadlamps with asymmetrical beams\nSupplement 4 to the 01 series of amendments\nOJ L 250, 22.8.2014, p. 67.\nL1e, L2e, L3e, L4e, L5e, L6e and L7e\n113\nHeadlamps with symmetrical beams\nSupplement 3 to the 01 series of amendments\nOJ L 176, 14.6.2014, p. 128.\nL1e, L2e, L3e, L4e, L5e, L6e and L7e\nExplanatory note:\nThe fact that a component is included in this list does not make its installation mandatory. For certain components, however, mandatory installation requirements are laid down in other annexes to this Regulation.’;\n(2) Annex IV is amended as follows:\n(a) point 4.1.4. is replaced by the following:\n‘4.1.4.\nIf the on-board REESS can be externally charged by the driver, vehicle movement by its own propulsion system shall be impossible as long as the connector of the external electric power supply is physically connected to the vehicle inlet. For vehicles of category L1e with a mass in running order ≤ 35 kg vehicle movement by its own propulsion system shall be inhibited as long as the connector of the battery charger is physically connected to the external electric power supply. Compliance with this requirement shall be demonstrated by using the connector or battery charger specified by the vehicle manufacturer. In case of permanently connected charge cables, the requirement above is deemed to be met when use of the charge cable obviously prevents the use of the vehicle (e.g. cable is always routed over operator controls, rider's saddle, driver's seat, handle bar or steering wheel, or the seat covering the cable storage space needs to remain in open position).’;\n(b) point 4.3. is replaced by the following:\n‘4.3\nDriving backwards\nIt shall not be possible to activate the vehicle reverse control function in an uncontrolled manner whilst the vehicle is in forward motion, insofar as such activation could cause a sudden and strong deceleration or wheel lock. However, it may be possible for the vehicle reverse control function to be activated in such a way that it may slow down the vehicle gradually.’;\n(3) in Annex VII, in Part 1, point 1.1.1. is replaced by the following:\n‘1.1.1.\nAll safety glazing fitted to the vehicle shall be type-approved in accordance with UNECE regulation No 43.’;\n(4) Annex VIII is amended as follows:\n(a) points 1.1.1.1. and 1.1.1.2. are replaced by the following:\n‘1.1.1.1.\nIt shall be ensured that no deviations in the shape and orientation of the provided symbols are permitted, notably that any customised appearance of the provided symbols shall be prohibited.\n1.1.1.2.\nSmall irregularities concerning line thickness, the marking application and other relevant production tolerances shall be accepted, as provided in paragraph 4 of ISO 2575:2010/Amd1:2011 (design principles).’;\n(b) point 2.1.3. is replaced by the following:\n‘2.1.3.\nIt shall be ensured that no deviations in the shape and orientation of the provided symbols are permitted, notably that any customised appearance of the provided symbols shall be prohibited.\nSmall irregularities concerning line thickness, the marking application and other relevant production tolerances shall be accepted, as provided in paragraph 4 of ISO 2575:2010/Amd1:2011 (design principles).’;\n(5) Annex IX is amended as follows:\n(a) point 1.12 is replaced by the following:\n‘1.12\nWhere automatically switched-on headlamp or daytime running lamp activation is linked to the running of an engine, this shall be construed, for vehicles with electric or other alternative propulsion unit systems and vehicles equipped with an automatic stop/start system of the propulsion unit, as being linked to the master control switch having been activated with the vehicle in normal operation mode.’;\n(b) point 2.3.11.8. is replaced by the following:\n‘2.3.11.8.\nOther requirements:\nin the absence of prescriptions for reversing lamp lighting devices which can be type-approved for vehicles of category L, the reversing lamp shall be type-approved according to UNECE regulation No 23.’;\n(c) point 2.3.15.8. is replaced by the following:\n‘2.3.15.8.\nOther requirements:\nin the absence of prescriptions for side marker lamp lighting devices which can be type-approved for vehicles of category L, the lamps shall be type-approved according to UNECE regulation No 91.’;\n(6) Annex XV is amended as follows:\n(a) points 1.1. and 1.1.1. are replaced by the following:\n‘1.1.\nSubject to the provisions of points 1.1.1. to 1.1.2., all tyres fitted to vehicles, including any spare tyre, shall be type-approved according to UNECE regulation No 75.\n1.1.1.\nWhere a vehicle is designed for conditions of use which are incompatible with the characteristics of tyres type-approved according to UNECE regulation No 75 as applicable in the Union legislation at the time of type-approval testing of the vehicle and it is therefore necessary to fit tyres with different characteristics, the requirements of point 1.1. do not apply, provided that the following conditions are met:\nthe tyres are type-approved according to Council Directive 92/23/EEC, Regulation (EC) No 661/2009 of the European Parliament and of the Council or UNECE regulation No 106; and\nthe approval authority and technical service are satisfied that the tyres fitted are suitable for the operating conditions of the vehicle. The nature of this exemption and reasons for acceptance shall be clearly stated in the test report.’;\n(b) point 1.2. is deleted;\n(c) point 2.2. is replaced by the following:\n‘2.2.\nThe vehicle manufacturer may restrict the category of use of original and replacement tyres that may be installed on the vehicle. In this case, the categories of use of tyres that may be fitted to the vehicle shall be clearly stated in the vehicle's instruction manual.’;\n(d) point 2.2.1. is deleted;\n(e) point 2.3 is replaced by the following:\n‘2.3.\nThe space in which each wheel revolves shall be such as to allow unrestricted movement when using the maximum permissible size of tyres and rim widths, taking into account the minimum and maximum wheel off-sets if applicable, within the minimum and maximum suspension and steering constraints as declared by the vehicle manufacturer. This shall be verified by performing the checks for the largest and the widest tyre in each space, taking into account the applicable rim size and the maximum allowed section width and outer diameter of the tyre, in relation to the tyre size designation as specified in the applicable legislation. The checks shall be performed by rotating a representation of the tyre's permissible overall dimensions in the form of a maximum envelope, not just the actual tyre, in the space for the wheel in question.’;\n(f) the following points 2.3.1., 2.3.2. and 2.4 are inserted:\n‘2.3.1.\nAll tyres that may be fitted to the vehicle in accordance with point 2.2. shall be taken into account for the determination of the permissible overall dimensions (i.e. the maximum envelope) of the relevant tyre, as applicable in the Union legislation at the time of type-approval testing of the vehicle. For this purpose, either the specifications as provided for in Annex 5 of UNECE Regulation No 75 or the permitted percentages as provided for sizes not included in that Annex shall be taken into account (e.g. overall width of multiservice tyres (MST) + 25 %, normal and snow service tyres + 10 % in case of rim diameter code 13 and above and + 8 % in case of rim diameter codes up to 12 inclusive).\n2.3.2.\nIn addition, the permissible dynamic growth of the height of bias and bias/belted construction tyres which are type-approved according to UNECE regulation No 75 depends on the speed category and the category of use of the tyre. To ensure an appropriate selection of bias and bias/belted replacement tyres for the end-user of the vehicle, the vehicle manufacturer shall take into account both the permitted categories of use as well as the speed category that is compatible with the maximum design vehicle speed, for the determination of the permitted tolerance laid down in point 4.1. of Annex 9 to UNECE regulation No 75 (i.e. Hdyn = H × 1,10 up to Hdyn = H × 1,18). More stringent categories may be taken into account at the discretion of the vehicle manufacturer.\n2.4.\nThe technical service may agree to an alternative test procedure (e.g. virtual testing) to verify that the requirements of point 2.3. to 2.3.2. are met, provided that the clearance between the tyre's maximum envelope and vehicle structure exceeds 10 mm at all points.’;\n(g) point 4.2.2. is replaced by the following:\n‘4.2.2.\nIn the case of vehicles normally equipped with ordinary tyres and occasionally fitted with snow tyres, where the speed category symbol of the snow tyre shall correspond to a speed either greater than the maximum design vehicle speed or not less than 130 km/h (or both). However, if the maximum design vehicle speed is greater than the speed corresponding to the lowest speed category symbol of the fitted snow tyres, a maximum speed warning label, specifying the lowest value of the maximum speed capability of the fitted snow tyres or the manufacturer's recommended speed for the vehicle (whichever is lower), shall be displayed inside the vehicle in a prominent position or, if the vehicle does not have an interior, as close as possible to the instrument cluster, readily and permanently visible to the driver.’;\n(7) Annex XVI is amended as follows:\n(a) point 2.1 is replaced by the following:\n‘2.1.\nAll characters on the plate shall be formed by retro-reflective material type-approved as Class D, E or D/E according to UNECE regulation No 104.’;\n(b) point 3.3.1. is replaced by the following:\n‘3.3.1.\nThe plate shall be perpendicular, ± 5°, to the longitudinal plane of the vehicle.’;\n(c) in point 3.6.1, the first indent is replaced by the following:\n‘the two vertical planes touching the two lateral edges of the plate and forming an angle measured outwards to the left and to the right of the plate of 30° in relation to the longitudinal plane, parallel to the longitudinal median plane of the vehicle, passing through the centre of the plate;’;\n(d) in point 3.6.2, the first indent is replaced by the following:\n‘the two vertical planes touching the two lateral edges of the plate and forming an angle measured outwards to the left and to the right of the plate of 30° in relation to the longitudinal plane, parallel to the longitudinal median plane of the vehicle, passing through the centre of the plate;’;\n(8) Annex XVII is amended as follows:\n(a) the following point 1.1.6.3.1. is inserted:\n‘1.1.6.3.1.\nHowever, in case the level of the instrument panel is located above the level of the horizontal plane coinciding with the R-point of the seating position of the driver, a knee-form testing apparatus shall be used above the upper horizontal boundary of interior zone 2 to assess contactable edges of the instrument panel, as well as any elements mounted directly onto it, located below the level of the instrument panel. The technical service shall clearly indicate in the test report which parts of the interior are deemed to be instrument panel and relevant elements, in agreement with the type-approval authority. The steering control shall be disregarded for the determination of the level of the instrument panel.’;\n(b) the following point 2.1.8. is inserted:\n‘2.1.8.\nContactable edges of type-approved interior rear-view mirrors (Class I) are deemed to comply with the requirements of this Annex.’;\n(c) point 2.2.1. is replaced by the following:\n‘2.2.1.\nIn this zone, as well as that covered by point 1.1.6.3.1., a knee-form testing apparatus shall be moved from any given starting location in a horizontal and forward direction, while the orientation of the X-axis of the device may be varied within the specified limits. All contactable edges, except those mentioned below, shall be rounded with a radius of curvature of at least 3.2 mm. Contacts made with the rear face of the device shall be disregarded.’;\n(d) the following points 2.4., 2.4.1. and 2.4.2. are added:\n‘2.4.\nInterior zones 1, 2 and 3\n2.4.1.\nRadii of contactable edges that cannot be determined accurately with the use of conventional measuring tools (e.g. radius gauge) due to oblique corners, limited protrusions, character or style lines, ribs and bumps as well as surface graining, are deemed in compliance with the requirements provided that such edges are at least blunted.\n2.4.2.\nThe vehicle manufacturer may as an alternative choose to apply in full all relevant requirements of UNECE regulation No 21 as prescribed for vehicle category M1, covering the entire, not just portions, of the interior.’;\n(9) Annex XVIII is amended as follows:\n(a) point 1.1.2.1.1. is replaced by the following:\n‘1.1.2.1.1.\nAdjustment of the spark properties, including timing and/or presence, in order to limit the maximum design vehicle speed and/or maximum power shall be allowed for (sub)categories L3e-A2 (only if maximum net power ≥ 20 kW), L3e-A3, L4e-A, L5e, L6eB and L7eC. It may also be allowed for other (sub)categories provided that the adjustment concept does not negatively affect emission of gaseous pollutants, CO2 emissions and fuel consumption while at maximum design vehicle speed and/or maximum power conditions which shall be verified by the technical service.’;\n(b) point 1.1.2.5. is replaced by the following:\n‘1.1.2.5.\nAt least two of the limitation methods used, as referred to in points 1.1.2.1 to 1.1.2.4., shall operate independently of each other, be different in nature and have different design philosophies, although they may apply similar elements (e.g. both methods based on the notion of rotation speed as a criterion, but one measured inside a motor and the other in the drive-train's transmission). Failure of one method to work as intended (e.g. due to tampering) shall not impair the limitation function of other methods. In this case, the maximum power and/or vehicle speed which can be attained may be lower than under normal conditions. Without prejudice to the conformity of production tolerance set out in point 4.1.4. of Annex IV to Regulation (EU) No 44/2014, the maximum power and/or vehicle speed may not be higher than demonstrated at type-approval, if one out of the two redundant limitation methods is eliminated.’;\n(c) the following points 1.1.2.6. to 1.1.2.9. are inserted:\n‘1.1.2.6.\nThe vehicle manufacturer shall be allowed to make use of limitation methods other than those listed in points 1.1.2.1 to 1.1.2.4. if the manufacturer can prove to the technical service and to the satisfaction of the type approval authority that those alternative limitation methods meet the principles of redundancy set out in point 1.1.2.5. and provided that at least one of the parameters listed in points 1.1.2.1., 1.1.2.2. or 1.1.2.3. (e.g. limitation of fuel mass, air mass, spark delivery and drivetrain rotation limitation) is applied in one of the limitation methods.\n1.1.2.7.\nThe manufacturer shall be allowed to combine two or more of the individual limitation methods referred to in points 1.1.2.1 to 1.1.2.4. as part of a limitation strategy. Such combination of limitation methods shall be regarded as a single limitation method within the meaning of point 1.1.2.5.\n1.1.2.8.\nIndividual limitation methods or combinations of the limitation methods referred to in points 1.1.2.1 to 1.1.2.4. may be applied more than once provided that their multiple uses operate independently of each other, as required by point 1.1.2.5., so that failure of one of the methods to work as intended (e.g. due to tampering) does not impair the functioning in another application, of the same limitation method or combination of methods.\n1.1.2.9.\nA limitation strategy that in case of failure (e.g. due to tampering) includes the activation of a special operating (e.g. ‘limp home’) mode with substantially reduced maximum vehicle speed and/or maximum power not suitable for normal operation or that activates an ignition interlock preventing the engine from running for as long as the failure remains, shall be regarded as one limitation method.’;\n(d) point 1.1.4. is replaced by the following:\n‘1.1.4.\nThe provision and use of any other means enabling the vehicle operator to directly or indirectly adjust, set, select or alter the maximum propulsion unit performance determined on the basis of the information submitted in accordance with Annex I, Part B, point 2.8., items 1.8.2. to 1.8.9. of Regulation (EU) No 901/2014 (e.g. high performance switch, special encoded recognition transponder in ignition key, physical or electronic jumper setting, selectable option through electronic menu, programmable feature of control unit) resulting in exceedance is prohibited.’;\n(e) point 2.1. is replaced by the following:\n‘2.1.\nThe vehicle manufacturer shall demonstrate compliance with the specific requirements of points 1.1 to 1.1.2.9 by proving that two or more of the methods implemented, by integrating specific devices and/or functions in the vehicle propulsion system, ensure the required maximum continuous rated or net power and/or maximum vehicle speed limitation and that each method does so in a fully independent manner.’;\n(10) Annex XIX is amended as follows:\n(a) point 1.1.1. of is replaced by the following:\n‘1.1.1.\nVehicles of category L1e-A and cycles designed to pedal of vehicle category L1e-B shall be designed and constructed as to conform with all prescriptions regarding requirements and test methods laid down for handlebar stem-assembly, seat-post, front forks and frames as encompassed in standard ISO 4210:2014, irrespective of any scope mismatch in that technical standard. The minimum value of the required test forces shall be in accordance with Table 19-1 in point 1.1.1.1.’;\n(b) the following point 1.1.1.1. is inserted:\n‘ 1.1.1.1.\nTable 19-1\nTest and minimum forces or number of test cycles for vehicles of category L1e-A and cycles designed to pedal of vehicle category L1e-B\nSubject\nName of test\nReference of test which shall be used\nMinimum value of the required test force or minimum number of test cycles\nHandlebar and stem\nLateral bending test (static test)\nISO 4210-5:2014, test method 4.3\n800 N (= Force, F 2 )\nFatigue test (Stage 1 — Out of phase loading)\nISO 4210-5:2014, test method 4.9\n270 N (= Force, F 6 )\nFatigue test (Stage 2 — In phase loading)\nISO 4210-5:2014, test method 4.9\n370 N (= Force, F 7 )\nFrame\nFatigue test with pedalling forces\nISO 4210-6:2014, test method 4.3\n1 000 N (= Force, F 1 )\nFatigue test with horizontal forces\nISO 4210-6:2014, test method 4.4\nForward force, F 2 = 850 N,\nRearward force, F 3 = 850 N,\nC1 = 100 000 (= Number of test cycles)\nFatigue test with a vertical force\nISO 4210-6:2014, test method 4.5\n1 100 N (= Force, F 4 )\nFront fork\nStatic bending test\nISO 4210-6:2014, test method 5.3\n1 500 N (= Force, F 5 )\nSeat-post\nStage 1, fatigue test\nISO 4210-9:2014, test method 4.5.2\n1 100 N (= Force, F 3 )\nStage 2, static strength test\nISO 4210-9:2014, test method 4.5.3\n2 000 N (= Force, F 4 )\n’\n(c) in point 1.2, ‘drivetrain’ is replaced by ‘powertrain’.",
  "extent": "E+W+S+N.I.",
  "status": null,
  "version": "current",
  "annotations": [
    {
      "type": "X",
      "label": "X1",
      "text": "Substituted by Corrigendum to Commission Delegated Regulation (EU) 2016/1824 of 14 July 2016 amending Delegated Regulation (EU) No 3/2014, Delegated Regulation (EU) No 44/2014 and Delegated Regulation (EU) No 134/2014 with regard, respectively, to vehicle functional safety requirements, to vehicle construction and general requirements and to environmental and propulsion unit performance requirements (Official Journal of the European Union L 279 of 15 October 2016)."
    },
    {
      "type": "footnote",
      "label": "f1",
      "text": "OJ L 42, 12.2.2014, p. 1.’;"
    },
    {
      "type": "footnote",
      "label": "f2",
      "text": "OJ L 237, 8.8.2014, p. 1’;"
    },
    {
      "type": "footnote",
      "label": "f3",
      "text": "OJ L 4, 7.1.2012, p. 27’;"
    },
    {
      "type": "footnote",
      "label": "f4",
      "text": "Council Directive 92/23/EEC of 31 March 1992 on tyres for motor vehicles and their trailers (OJ L 129, 14.5.1992, p. 95)."
    },
    {
      "type": "footnote",
      "label": "f5",
      "text": "Regulation (EC) No 661/2009 of the European Parliament and of the Council of 13 July 2009 concerning type-approval requirements for the general safety of motor vehicles, their trailers and systems, components and separate technical units intended therefor (OJ L 200, 31.7.2009, p. 1).’;"
    },
    {
      "type": "footnote",
      "label": "f6",
      "text": "OJ L 75, 14.3.2014, p. 29’;"
    },
    {
      "type": "footnote",
      "label": "f7",
      "text": "OJ L 188, 16.7.2008, p. 32.’;"
    }
  ],
  "outstanding_effects": [],
  "provenance": {
    "source": "legislation.gov.uk",
    "source_url": "https://www.legislation.gov.uk/eur/2016/1824/annex/I",
    "retrieved_at": "2026-11-01T14:45:26.025378+00:00"
  },
  "licence": "Open Government Licence v3.0",
  "licence_url": "https://www.nationalarchives.gov.uk/doc/open-government-licence/version/3/",
  "attribution": "Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives."
}