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28.4.2011 Official
Journal
of
the
European
Union L
109/1
II
(Non-legislative acts)
ACTS ADOPTED BY BODIES CREATED BY
INTERNATIONAL AGREEMENTS
Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation
should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at:
http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html
Regulation No 14 of the Economic Commission for Europe of the United Nations (UN/ECE) —
Uniform provisions concerning the approval of vehicles with regard to safety-belt anchorages,
Isofix anchorages systems and Isofix top-tether anchorages
Incorporating all valid text up to:
Supplement 1 to the 07 series of amendments — Date of entry into force: 19 August 2010
CONTENTS
REGULATION
1. Scope
2. Definitions
3. Application for approval
4. Approval
5. Specifications
6. Tests
7. Inspection during and after static tests for safety-belt anchorages
8. Modifications and extension of approval of the vehicle type
9. Conformity of production
10. Penalties for non-conformity of production
11. Operating instructions
12. Production definitely discontinued
13. Names and addresses of technical services conducting approval tests, and of administrative departments
14. Transitional provisions
ANNEXES
Annex 1 — Communication concerning the approval (or extension, or refusal, or withdrawal, or
production definitely discontinued) of a vehicle type with regard to safety-belt anchorages
and Isofix anchorages systems and Isofix top-tether anchorage if any pursuant to Regulation
No 14
Annex 2 — Arrangements of the approval mark

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Annex 3 — Location of effective belt anchorages
Annex 4 — Procedure for determining the ‘H’ point and the actual torso angle for seating positions in
motor vehicles
Appendix 1 — Description of the three-dimensional ‘H’ point machine
Appendix 2 — Three-dimensional reference system
Appendix 3 — Reference data concerning seating positions
Annex 5 — Traction device
Annex 6 — Minimum number of anchorage points and location of lower anchorages
Appendix — Location of lower anchorages — angle requirements only
Annex 7 — Dynamic test as an alternative to the safety-belt anchorages static strength test
Annex 8 — Dummy specifications
Annex 9 — Isofix anchorages systems and Isofix top-tether anchorages
1. SCOPE
This Regulation applies to:
(a) vehicles of categories M and N ( 1 ) with regard to their anchorages for safety-belts intended
for adult occupants of forward-facing or rearward-facing seats;
(b) vehicles of category M 1 with regard to their Isofix anchorage systems and their Isofix top-
tether anchorages intended for child restraint systems other categories of vehicles fitted with
Isofix anchorages have also to comply with the provisions of this Regulation.
2. DEFINITIONS
For the purposes of this Regulation:
2.1.
‘approval of a vehicle’ means the approval of a vehicle type equipped with anchorages for given
types of safety-belts;
2.2. ‘vehicle
type’
means
a
category
of
power-driven
vehicles,
which
do
not
differ
in
such
essential
respects as the dimensions, lines and materials of components of the vehicle structure or seat
structure to which the safety-belts anchorages and the Isofix anchorages systems and Isofix top-
tether anchorages if any are attached and, if the anchorages strength is tested according to the
dynamic test, the characteristics of any component of the restraint system, especially the load
limiter function, having an influence on the forces applying to the safety-belt anchorages.
2.3.
‘belt anchorages’ means the parts of the vehicle structure or the seat structure or any other part
of the vehicle to which the safety-belt assemblies are to be secured;
2.4.
‘effective belt anchorage’ means the point used to determine conventionally, as specified in
paragraph 5.4, the angle of each part of the safety-belt in relation to the wearer, that is, the
( 1 ) As defined in Annex 7 to the Consolidated Resolution on the Construction of vehicles (R.E.3), document TRANS/
WP29/78/Rev.1/Amend.2, as last amended by Amendment 4.

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Union L
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point to which a strap would need to be attached to provide the same lie as the intended lie of
the belt when worn, and which may or may not be the actual belt anchorage depending on the
configuration of the safety-belt hardware at its attachment to the belt anchorage.
2.4.1. For
example,
in
the
case
2.4.1.1.
where a strap guide is used on the vehicle structure or on the seat structure, the middle point of
the guide at the place where the strap leaves the guide on the belt wearer’s side, shall be
considered as the effective belt anchorage; and
2.4.1.2.
where the belt runs directly from the wearer to a retractor attached to the vehicle structure or
the seat structure without an intervening strap guide, the effective belt anchorage shall be
considered as being the intersection of the axis of the reel for storing the strap with the
plane passing through the centre line of the strap on the reel;
2.5.
‘floor’ means the lower part of the vehicle body-work connecting the vehicle side walls. In this
context it includes ribs, swages and possibly other reinforcements, even if they are below the
floor, such as longitudinal and transverse members;
2.6.
‘seat’ means a structure which may or may not be integral with the vehicle structure complete
with trim, intended to seat one adult person. The term covers both an individual seat as well as
part of a bench seat intended to seat one person;
2.6.1.
‘front passenger seat’ means any seat where the ‘foremost H point’ of the seat in question is in
or in front of the vertical transverse plane through the driver’s R point;
2.7.
‘group of seats’ means either a bench-type seat, or seats which are separate but side by side (i.e.
with the foremost anchorages of one seat in line with or forward of the rearmost anchorages
and in line with or behind the foremost anchorages of another seat) and accommodate one or
more seated adult person;
2.8. ‘bench
seat’
means
a
structure
complete
with
trim,
intended
to
seat
more
than
one
adult
person;
2.9. ‘seat
type’
means
a
category
of
seats
which
do
not
differ
in
such
essential
respects
as:
2.9.1.
the shape, dimensions and materials of the seat structure,
2.9.2.
the types and dimensions of the adjustment systems and all locking systems,
2.9.3.
the type and dimensions of the belt anchorages on the seat, of the seat anchorage and of the
affected parts of the vehicle structure;
2.10.
‘seat anchorage’ means the system by which the seat assembly is secured to the vehicle
structure, including the affected parts of the vehicle structure;
2.11.
‘adjustment system’ means the device by which the seat or its parts can be adjusted to a
position suited to the morphology of the seated occupant; this device may, in particular,
permit of:
2.11.1. longitudinal
displacement,
2.11.2. vertical
displacement,
2.11.3. angular
displacement;
2.12.
‘displacement system’ means a device enabling the seat or one of its parts to be displaced or
rotated without a fixed intermediate position, to permit easy access to the space behind the seat
concerned;
2.13.
‘locking system’ means any device ensuring that the seat and its parts are maintained in any
position of use and includes devices to lock both the seat back relative to the seat and the seat
relative to the vehicle.

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2.14. ‘reference
zone’
means
the
space
between
two
vertical
longitudinal
planes,
400
mm
apart
and
symmetrical with respect to the H point, and defined by rotation from vertical to horizontal of
the head-form apparatus, as described in Regulation No 21, Annex 1. The apparatus shall be
positioned as described in that Annex to Regulation No 21 and set to the maximum length of
840 mm.
2.15.
‘thorax load limiter function’ means any part of the safety-belt and/or the seat and/or the
vehicle intended to limit the level of the restraint forces applying to the occupant thorax in
case of a collision.
2.16. ‘Isofix’
is
a
system
for
the
connection
of
child
restraint
systems
to
vehicles
which
has
two
vehicle rigid anchorages, two corresponding rigid attachments on the child restraint system and
a mean to limit the pitch rotation of the child restraint system.
2.17. ‘Isofix
position’
means
a
system
which
allows
installing:
(a) either a universal Isofix forward facing child restraint system as defined in Regulation
No 44;
(b) or a semi-universal Isofix forward facing child restraint system as defined in Regulation
No 44;
(c) or a semi-universal Isofix rearward facing child restraint system as defined in Regulation
No 44;
(d) or a semi-universal Isofix lateral facing position child restraint system as defined in Regu
lation No 44;
(e) or a specific vehicle Isofix child restraint system as defined in Regulation No 44.
2.18. ‘Isofix
low
anchorage’
means
one
6
mm
diameter
rigid
round
horizontal
bar,
extending
from
vehicle or seat structure to accept and restrain an Isofix child restraint system with Isofix
attachments.
2.19.
‘Isofix anchorages system’ means a system made up of two Isofix low anchorages which is
designed for attaching an Isofix child restraint system in conjunction with an anti-rotation
device.
2.20.
‘Isofix attachment’ means one of the two connections, fulfilling the requirements of Regulation
No 44, extending from the Isofix child restraint system structure, and compatible with an Isofix
low anchorage.
2.21.
‘Isofix child restraint system’ means a child restraint system, fulfilling the requirements of
Regulation No 44, which has to be attached to an Isofix anchorages system.
2.22. ‘static
force
application
device
(SFAD)’
means
a
test
fixture
that
engages
the
vehicle
Isofix
anchorages systems and that is used to verify their strength and the ability of the vehicle or
seat structure to limit the rotation in a static test. The test fixture is described in the figures 1
and 2 of Annex 9.
2.23. ‘anti-rotation
device’
(a) an anti-rotation device for an Isofix universal child restraint system consists of the Isofix
top-tether;
(b) an anti-rotation device for an Isofix semi-universal child restraint system consists of either a
top-tether, the vehicle dashboard or a support leg intended to limit the rotation of the
restraint during a frontal impact;
(c) for Isofix, universal and semi-universal, child restraint systems the vehicle seat itself does
not constitute an anti-rotation device.

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2.24.
‘Isofix top-tether anchorage’ means a feature, such as a bar, located in a defined zone, designed
to accept an Isofix top-tether strap connector and transfer its restraint force to the vehicle
structure.
2.25.
‘Isofix top-tether connector’ means a device intended to be attached to an Isofix top-tether
anchorage.
2.26.
‘Isofix top-tether hook’ means an Isofix top-tether connector typically used to attach an Isofix
top-tether strap to an Isofix top-tether anchorage as defined in figure 3 of Annex 9 to this
Regulation.
2.27. ‘Isofix
top-tether
strap’
means
a
webbing
strap
(or
equivalent)
which
extends
from
the
top
of
an
Isofix child restraint system to the Isofix top-tether anchorage, and which is equipped with an
adjustment device, a tension-relieving device, and an Isofix top-tether connector.
2.28.
‘a guidance device’ is intended to help the person installing the Isofix child restraint system by
physically guiding the Isofix attachments on the Isofix child restraint into correct alignment
with the Isofix low anchorages to facilitate engagement.
2.29. ‘Isofix
marking
fixture’
means
something
that
informs
someone
whishing
to
install
an
Isofix
child restraint system of the Isofix positions in the vehicle and the position of each Isofix
corresponding Isofix anchorages systems.
2.30.
‘a child restraint fixture’ means a fixture according to one out of the seven Isofix size classes
defined in paragraph 4 of Annex 17 — Appendix 2 to Regulation No 16 and particularly
whose dimensions are given from figure 1 to figure 7 in the previous mentioned paragraph 4.
Those child restraint fixtures (CRF) are used in Regulation No 16, to check what are the Isofix
child restraint systems size classes which can be accommodated on the vehicle Isofix positions.
Also one of the CRF, the so-called ISO/F2 (B) which is described in figure 2 of the previous
mentioned paragraph 4, is used in this Regulation to check the location and the possibility of
access to any Isofix anchorages system.
3. APPLICATION
FOR
APPROVAL
3.1.
The application for approval of a vehicle type with regard to the belt anchorages, the Isofix
anchorages systems and the Isofix top-tether anchorages if any shall be submitted by the vehicle
manufacturer or by his duly accredited representative.
3.2.
It shall be accompanied by the undermentioned documents in triplicate and by the following
particulars:
3.2.1.
drawings of the general vehicle structure on an appropriate scale, showing the positions of the
belt anchorages, of the effective belt anchorages (where appropriate), of the Isofix anchorages
systems and of Isofix top-tether anchorages if any and detailed drawings of the belt anchorages,
of the Isofix anchorages systems if any, of the Isofix top-tether anchorage if any, and of the
points to which they are attached;
3.2.2.
a specification of the materials used which may affect the strength of the belt anchorages, of the
Isofix anchorages systems and Isofix top-tether anchorages if any;
3.2.3. a
technical
description
of
the
belt
anchorages,
of
the
Isofix
anchorages
systems
and
Isofix
top-
tether anchorages if any;
3.2.4.
in the case of belt anchorages, of the Isofix anchorages systems and of Isofix top-tether
anchorages if any affixed to the seat structure:
3.2.4.1.
detailed description of the vehicle type with regard to the design of the seats, of the seat
anchorages and of their adjustment and locking systems;

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3.2.4.2.
drawings, on an appropriate scale and in sufficient detail, of the seats, of their anchorage to the
vehicle, and of their adjustment and locking systems;
3.2.5.
evidence that the safety-belt or the restraint system used in the anchorages approval test
complies with Regulation No 16, in the case where the car manufacturer chooses the alternative
dynamic strength test.
3.3.
At the option of the manufacturer, a vehicle representative of the vehicle type to be approved
or the parts of the vehicle considered essential for the belt anchorages test, for the Isofix
anchorages systems and for Isofix top-tether anchorages test if any, by the technical service
conducting approval tests shall be submitted to the service.
4. APPROVAL
4.1.
If the vehicle submitted for approval pursuant to this Regulation meets the relevant
requirements of this Regulation, approval of that vehicle type shall be granted.
4.2. An
approval
number
shall
be
assigned
to
each
type
approved.
Its
first
two
digits
(at
present
07,
corresponding to the 07 series of amendments) shall indicate the series of amendments incor
porating the most recent major technical amendments made to the Regulation at the time of
issue of the approval. The same Contracting Party may not assign the same number to another
vehicle type as defined in paragraph 2.2 above.
4.3.
Notice of approval or of extension or refusal or withdrawal of approval or production definitely
discontinued of a vehicle type pursuant to this Regulation shall be communicated to the Parties
to the 1958 Agreement which apply this Regulation by means of a form conforming to the
model in Annex 1 to the Regulation.
4.4. There
shall
be
affixed,
conspicuously
and
in
a
readily
accessible
place
specified
on
the
approval
form, to every vehicle conforming to a vehicle type approved under this Regulation an inter
national approval mark consisting of:
4.4.1.
a circle surrounding the letter ‘E’ followed by the distinguishing number of the country which
has granted approval ( 2 );
4.4.2.
the number of this Regulation, to the right of the circle prescribed in paragraph 4.4.1;
4.4.3.
the letter ‘e’, to the right of the number of this Regulation in the case of type approval
according to the dynamic test of Annex 7.
4.5.
If the vehicle conforms to a vehicle type approved, under one or more other Regulations
annexed to the Agreement, in the country which has granted approval under this Regulation,
the symbol prescribed in paragraph 4.4.1 need not be repeated; in such a case the additional
numbers and symbols of all the Regulations under 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 shall be clearly legible and be indelible.
4.7. The
approval
mark
shall
be
placed
close
to
or
on
the
vehicle
data
plate
affixed
by
the
manu
facturer.
( 2 ) 1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for the
Czech Republic, 9 for Spain, 10 for Serbia and Montenegro, 11 for the United Kingdom, 12 for Austria, 13 for
Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20
for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for
Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for Latvia,
33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania, 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The
former Yugoslav Republic of Macedonia, 41 (vacant), 42 for the European Community (approvals are granted by its
Member States using their respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for
South Africa, 48 for New Zealand, 49 for Cyprus, 50 for Malta, 51 for the Republic of Korea, 52 for Malaysia and 53
for Thailand. Subsequent numbers shall be assigned to other countries in the chronological order in which they ratify
or accede to the Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled Vehicles,
Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal
Recognition of Approvals Granted on the Basis of these Prescriptions, and the numbers thus assigned shall be
communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.

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4.8.
Annex 2 to this Regulation gives examples of arrangements of the approval mark.
5. SPECIFICATIONS
5.1. Definitions
(see
Annex
3)
5.1.1.
The H point is a reference point as defined in paragraph 2.3 of Annex 4 of this Regulation,
which must be determined in accordance with the procedure set out in that Annex.
5.1.1.1. Point
H
is
a
reference
point
corresponding
to
H
as
defined
in
paragraph
5.1.1
which
shall
be
determined for every normal position in which the seat is used.
5.1.1.2.
The R point is the seating reference point defined in paragraph 2.4 of Annex 4 of this
Regulation.
5.1.2.
The three-dimensional reference system is defined in Appendix 2 of Annex 4 of this Regulation.
5.1.3. Points
L 1 and L 2 are the lower effective belt anchorages.
5.1.4.
Point C is a point situated 450 mm vertically above the R point. However, if the distance S as
defined in paragraph 5.1.6 is not less than 280 mm and if the alternative formula BR =
260 mm + 0,8 S specified in paragraph 5.4.3.3 is chosen by the manufacturer, the vertical
distance between C and R shall be 500 mm.
5.1.5. The
angles
α 1 and α 2 are respectively the angles between a horizontal plane and planes
perpendicular to the median longitudinal plane of the vehicle and passing through the point
H 1 and the points L 1 and L 2 .
5.1.6.
S is the distance in millimetres of the effective upper belt anchorages from a reference plane P
parallel to the longitudinal median plane of the vehicle defined as follows:
5.1.6.1.
if the seating position is well-defined by the shape of the seat, the plane P shall be the median
plane of this seat.
5.1.6.2. in
the
absence
of
a
well-defined
position:
5.1.6.2.1. the plane P for the driver’s seat is a vertical plane parallel to the median longitudinal plane of
the vehicle which passes through the centre of the steering-wheel in the plane of the steering-
wheel rim when the steering-wheel, if adjustable, is in its central position;
5.1.6.2.2. the plane P for the front outboard passenger shall be symmetrical with that of the driver.
5.1.6.2.3. The
plane
P
for
the
rear
outboard
seating
position
shall
be
that
specified
by
the
manufacturer
on condition the following limits for distance A between the longitudinal median plane of the
vehicle and plane P are respected:
A is equal or more than 200 mm if the bench seat has been designed to accommodate two
passengers only;
A is equal or more than 300 mm if the bench seat has been designed to accommodate more
than two passengers.
5.2. General
specifications
5.2.1. Anchorages
for
safety-belts
shall
be
so
designed,
made
and
situated
as
to:
5.2.1.1.
enable the installation of a suitable safety-belt. The belt anchorages of the front outboard
positions shall be suitable for safety-belts incorporating a retractor and pulley, taking into
consideration in particular the strength characteristics of the belt anchorages, unless the manu
facturer supplies the vehicle equipped with other types of safety-belts which incorporate
retractors. If the anchorages are suitable only for particular types of safety-belts, these types
shall be stated on the form mentioned in paragraph 4.3 above;

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5.2.1.2.
reduce to a minimum the risk of the belt’s slipping when worn correctly;
5.2.1.3.
reduce to a minimum the risk of strap damage due to contact with sharp rigid parts of the
vehicle or seat structures;
5.2.1.4.
enable the vehicle, in normal use, to comply with the provisions of this Regulation;
5.2.1.5.
for anchorages which take up different positions to allow persons to enter the vehicle and to
restrain the occupants, the specifications of this Regulation shall apply to the anchorages in the
effective restraint position.
5.2.2.
Any Isofix anchorages system and any Isofix top-tether anchorage, installed or intended to be
installed, for Isofix child restraint systems shall be so designed, made and situated as to:
5.2.2.1. Any
Isofix
anchorages
system
and
any
top-tether
anchorage
shall
enable
the
vehicle,
in
normal
use, to comply with the provisions of this Regulation.
Any Isofix anchorages system and Isofix top-tether anchorage which could be added on any
vehicle shall also comply with the provisions of this Regulation. Consequently, such anchorages
shall be described on the application document for type approval.
5.2.2.2.
Isofix anchorages system and Isofix top-tether anchorage resistance are designed for any Isofix
child restraint systems of group of mass 0; 0+; 1 as defined in Regulation No 44.
5.2.3. Isofix
anchorage
systems,
design
and
positioning:
5.2.3.1.
Any Isofix anchorages system shall be 6 mm ± 0,1 mm diameter transverse horizontal rigid
bar(s) which cover(s) two zones of 25 mm minimum effective length located on the same axis
as defined in figure 4 Annex 9.
5.2.3.2. Any
Isofix
anchorages
system
installed
on
a
vehicle
seating
position
shall
be
located
not
less
than 120 mm behind the design H-point as determined in Annex 4 to this Regulation,
measured horizontally and up to the centre of the bar.
5.2.3.3. For
any
Isofix
anchorages
system
installed
in
the
vehicle,
it
shall
be
verified
the
possibility
to
attach the Isofix child restraint fixture ‘ISO/F2’ (B) described in Regulation No 16 (Annex 17,
Appendix 2, figure 2).
5.2.3.4. The
bottom
surface
of
the
fixture
‘ISO/F2’
(B)
as
defined
in
Regulation
No
16
(Annex
17,
Appendix 2, figure 2), shall have attitude angles within the following limits, angles measured
relatively to the vehicle reference planes as defined in Annex 4 Appendix 2 to this Regulation:
(a) Pitch: 15° ± 10°;
(b) Roll: 0° ± 5°;
(c) Yaw: 0° ± 10°.
5.2.3.5.
Isofix anchorage systems shall be permanently in position or storable. In case of storable
anchorages, the requirements relating to Isofix anchorages system shall be fulfilled in the
deployed position.
5.2.3.6.
Each Isofix low anchorage bar (when deployed for use) or each permanently installed guidance
device shall be visible, without the compression of the seat cushion or seat back, when the bar
or the guidance device is viewed, in a vertical longitudinal plane passing through the centre of
the bar or of the guidance device, along a line making an upward angle of 30 degrees with a
horizontal plane.

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As an alternative to the above requirement, the vehicle shall be permanently marked adjacent to
each bar or guidance device. This marking shall consist in one of the following, at the choice of
the manufacturer.
5.2.3.6.1. As a minimum, the symbol of Annex 9, figure 12 consisting of a circle with a diameter of
minimum 13 mm and containing a pictogram, meeting the following conditions:
(a) the pictogram shall contrast with the background of the circle;
(b) the pictogram shall be located close to each bar of the system;
5.2.3.6.2. The
word
‘Isofix’
in
capital
letters
of
at
least
6
mm
height.
5.2.4. Isofix
top-tether
anchorages,
design
and
positioning:
At the request of the car manufacturer, methods described in paragraphs 5.2.4.1 and 5.2.4.2
can be used alternatively.
Method described in paragraph 5.2.4.1 can only be used if the Isofix position is located on a
vehicle seat.
5.2.4.1. Subject
to
paragraphs
5.2.4.3
and
5.2.4.4,
the
portion
of
each
Isofix
top-tether
anchorage
that
is designed to bind with an Isofix top-tether connector shall be located not further than
2 000 mm far from the shoulder reference point and within the shaded zone, as shown in
figures 6 to 10 of Annex 9, of the designated seating position for which it is installed, with the
reference of a template described in SAE J 826 (July 1995) and shown in Annex 9, figure 5,
according to the following conditions:
5.2.4.1.1. The ‘H’ point of the template is located at the unique design ‘H’ point of the full downward and
full rearward position of the seat, except that the template is located laterally midway between
the two Isofix lower anchorages;
5.2.4.1.2. The torso line of the template is at the same angle to the transverse vertical plane as the seat
back in its most upright position, and
5.2.4.1.3. The template is positioned in the vertical longitudinal plane that contains the H point of the
template.
5.2.4.2. The
Isofix
top-tether
anchorage
zone
may
be
alternatively
located
with
the
aid
of
the
Fixture
‘ISO/F2’ (B), as defined in Regulation No 16 (Annex 17, Appendix 2, figure 2), in an Isofix
position equipped with Isofix low anchorages as shown in figure 11 of Annex 9.
The seating position shall be the seat’s rearmost, downmost position with the seat back in its
nominal position, or as recommended by the vehicle manufacturer.
In the side view, the Isofix top-tether anchorage shall lie behind the ‘ISO/F2’ (B) fixture rear
face.
The intersection between the ‘ISO/F2’ (B) fixture rear face and the horizontal line (Annex 9,
figure 11, reference 3) containing the last rigid point of a hardness greater than 50 Shore A at
the top of the seat back defines the reference point 4 (Annex 9, figure 11) on the centreline of
the ‘ISO/F2’ (B) fixture. At this reference point, a maximum angle of 45° above the horizontal
line defines the upper limit of the top-tether anchorage zone.
In the top view, at the reference point 4 (Annex 9, figure 11), a maximum angle of 90°
extending rearward and laterally and in the rear view, a maximum angle of 40° defines 2
volumes which limit the anchorage zone for the Isofix top-tether.
The origin of the Isofix top-tether strap (5) is located at the intersection of the ‘ISO/F2’ (B)
fixture with a plane 550 mm distant above the ‘ISO/F2’ (B) fixture horizontal face (1) on the
‘ISO/F2’ (B) fixture centreline (6).
Further, the Isofix top-tether anchorage shall be more than 200 mm but not more than
2 000 mm from the origin of the Isofix top-tether strap on the rear face of the ‘ISO/F2’ (B)
fixture, measured along the strap when it is drawn over the seat back to the Isofix top-tether
anchorage.

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L 109/10
EN
Official Journal of the European Union
28.4.2011
5.2.4.3.
The portion of the Isofix top-tether anchorage in a vehicle that is designed to bind with the
Isofix top-tether connector may be located outside the shaded zones referred to paragraphs
5.2.4.1 or 5.2.4.2 if a location within a zone is not appropriate and the vehicle is equipped
with a routing device that:
5.2.4.3.1. ensures that the Isofix top-tether strap functions as if the portion of the anchorage designed to
bind with the Isofix top-tether anchorage were located within the shaded zone; and
5.2.4.3.2. is at least 65 mm behind the torso line, in case of a non-rigid webbing-type routing device or a
deployable routing device, or at least 100 mm behind the torso line, in the case of a fixed rigid
routing device; and
5.2.4.3.3. when tested after being installed as it is intended to be used, the device is of sufficient strength
to withstand, with the Isofix top-tether anchorage the load referred to in paragraph 6.6 of this
Regulation.
5.2.4.4.
A tether anchorage may be recessed in the seat back, provided that it is not in the strap wrap-
around area at the top of the vehicle seat back.
5.2.4.5.
The Isofix top-tether anchorage shall have dimensions to permit the attachment of an Isofix
top-tether hook as specified in figure 3.
Clearance shall be provided around each Isofix top-tether anchorage to allow latching and
unlatching to it. For each Isofix top-tether anchorage under a cover, the cover shall be identified
by for example one of the symbols or the mirror image of one of the symbols set out in figure
13 of Annex 9; the cover shall be removable without the use of tools.
5.3. Minimum
number
of
belt
and
Isofix
anchorages
to
be
provided
5.3.1. Any
vehicle
in
categories
M
and
N
(except
those
vehicles
of
categories
M 2 or M 3 which belong
to Classes I or A ( 3 )) shall be equipped with safety-belt anchorages which satisfy the
requirements of this Regulation.
5.3.1.1.
The anchorages of a harness belt system approved as a S-type belt (with or without retractor(s))
according to Regulation No 16 shall comply with the requirements of Regulation No 14, but
the additional anchorage or anchorages provided for the fitting of a crotch strap (assembly) are
exempted from the strength and location requirements of this Regulation.
5.3.2.
The minimum number of safety-belt anchorages for each forward and rearward directed seating
position shall be those specified in Annex 6.
5.3.3.
However, for outboard seating positions, other than front, of vehicles of category N 1 , shown in
Annex 6 and marked with the symbol , two lower anchorages are allowed, where there exists
a passage between a seat and the nearest side-wall of the vehicle intended to permit access of
passengers to other parts of the vehicle.
A space between a seat and the side-wall is considered as a passage if the distance between that
side-wall, with all doors closed, and a vertical longitudinal plane passing through the centre line
of the seat concerned, measured at the R point position and perpendicularly to the median
longitudinal plane of the vehicle is more than 500 mm.
5.3.4.
For the front centre seating positions shown in Annex 6 and marked with the symbol *, two
lower anchorages shall be considered adequate where the windscreen is located outside the
reference zone defined in Annex 1 to Regulation No 21; if located inside the reference zone,
three anchorages are required.
( 3 ) See footnote 1.

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EN
28.4.2011 Official
Journal
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the
European
Union L
109/11
As regards belt anchorages, the windscreen is considered as part of the reference zone when it
is capable of entering into static contact with the test apparatus according to the method
described in Annex 1 to Regulation No 21.
5.3.5. In
every
seating
position
marked
in
Annex
6
with
symbol ,
three
anchorages
shall
be
provided. Two anchorages may be provided if one of the following conditions is fulfilled:
5.3.5.1. there
is
a
seat
or
other
parts
of
the
vehicle
conforming
to
Regulation
No
80,
Appendix
1,
paragraph 3.5 directly in front, or
5.3.5.2.
no part of the vehicle is in the reference zone, or capable of being in the reference zone when
the vehicle is in motion, or
5.3.5.3. parts
of
the
vehicle
within
the
said
reference
zone
comply
with
the
energy
absorbing
requirements set out in Regulation No 80, Appendix 6.
5.3.6.
For all folding seats, or seating intended solely for use when the vehicle is stationary as well as
for all the seats of any vehicle which are not covered by paragraphs 5.3.1 to 5.3.4, no belt
anchorages are required. However, if the vehicle is fitted with anchorages for such seats, these
anchorages must comply with the provisions of this Regulation. Any anchorage intended solely
for use in conjunction with a disabled person’s belt, or any other restraint system according to
Regulation No 107, 02 series of amendments, Annex 8, do not need to conform to the
requirements of this Regulation.
5.3.7.
In the case of the upper deck of a double-deck vehicle, the requirements for the centre front
seating position shall apply also in the outboard front seating positions.
5.3.8. Minimum
number
of
Isofix
positions
to
be
provided.
5.3.8.1. Any
vehicle
of
category
M 1 shall be equipped at least with two Isofix positions which satisfy the
requirements of this Regulation.
At least two of the Isofix positions shall be equipped both with an Isofix anchorages system
and an Isofix top-tether anchorage.
The type and number of Isofix fixtures, defined in Regulation No 16, which can be installed on
each Isofix position are defined in Regulation No 16.
5.3.8.2. Notwithstanding
paragraph
5.3.8.1
if
a
vehicle
is
only
equipped
with
one
seat
row,
no
Isofix
position is required.
5.3.8.3. Notwithstanding
paragraph
5.3.8.1
at
least
one
of
the
two
Isofix
positions
systems
shall
be
installed at the second seat row.
5.3.8.4.
If an Isofix anchorages system is installed at a front seating position protected with a frontal
airbag, a de-activation device for this airbag shall be fitted.
5.3.8.5. Notwithstanding
paragraph
5.3.8.1
in
case
of
integrated
‘built
in’
child
restraint
system(s)
the
number of Isofix positions to be provided shall be at least two minus the number of the
integrated ‘built in’ child restraint system(s) of mass groups 0, or 0+, or 1.
5.3.8.6. Notwithstanding
the
provision
of
the
paragraph
5.3.8.1,
convertible
vehicles
as
defined
in
Annex 7, paragraph 8.1 of the Consolidated Resolution on the Construction of Vehicles
(R.E.3) ( 4 ) with more than one seat row shall be fitted with at least two Isofix low anchorages.
In case where an Isofix top-tether anchorage is provided on such vehicles, it shall comply with
the suitable provisions of this Regulation.
5.3.9.
In the case of seats capable of being turned to or placed in other orientations, for use when the
vehicle is stationary, the requirements of paragraph 5.3.1 shall apply only to those orientations
designated for normal use when the vehicle is travelling on a road, in accordance with this
Regulation. A note to this effect shall be included in the information document.
( 4 ) Document TRANS/WP29/78/Rev.1/Amend.2, as last amended by Amend.4.

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L 109/12
EN
Official Journal of the European Union
28.4.2011
5.4. Location
of
belt
anchorages
(see
Annex
3,
figure
1)
5.4.1. General
5.4.1.1.
The belt anchorages for any one belt may be located either wholly in the vehicle structure or in
the seat structure or any other part of the vehicle or dispersed between these locations.
5.4.1.2. Any
one
belt
anchorage
may
be
used
for
attaching
the
ends
of
two
adjacent
safety-belts,
provided that the test requirements are met.
5.4.2. Location
of
the
effective
lower
belt
anchorage
5.4.2.1. Front
seats,
vehicle
category
M 1
In motor vehicles of category M 1 the angle α 1 (other than buckle side) shall be within the range
of 30 to 80 degrees and the angle α 2 (buckle side) shall be within the range of 45 to 80
degrees. Both angle requirements shall be valid for all normal travelling positions of the front
seats. Where at least one of the angles α 1 and α 2 is constant (e.g. anchorage fixed at the seat) in
all normal positions of use, its value shall be 60 ± 10°. In the case of adjustable seats with an
adjusting device as described in paragraph 2.12 with a seatback angle of less than 20° (see
Annex 3, figure 1), the angle α 1 may be below the minimum value (30°) stipulated above,
provided it is not less than 20° in any normal position of use.
5.4.2.2. Rear
seats,
vehicle
category
M 1
In motor vehicles of category M 1 the angles α 1 and α 2 shall be within the range of 30 to 80
degrees for all rear seats. If rear seats are adjustable the above angles shall be valid for all
normal travelling positions.
5.4.2.3. Front
seats,
vehicle
categories
other
than
M 1
In motor vehicles of categories other than M 1 the angles α 1 and α 2 must be between 30 and 80
degrees for all normal travelling positions of the front seats. Where in the case of front seats of
vehicles having a maximum vehicle mass not exceeding 3,5 tonnes at least one of the angles α 1
and α 2 is constant in all normal positions of use, its value shall be 60 ± 10° (e.g. anchorage
fixed at the seat).
5.4.2.4. Rear
seats
and
special
front
or
rear
seats,
vehicle
categories
other
than
M 1
In vehicles of categories other than M 1 , in the case of:
(a) bench seats;
(b) adjustable seats (front and rear) with an adjusting device as described in paragraph 2.12
with a seatback angle of less than 20° (see Annex 3, figure 1); and
(c) other rear seats;
angles α 1 and α 2 may be between 20° and 80° in any normal position of use. Where in the case
of front seats of vehicles having a maximum vehicle mass not exceeding 3,5 tonnes at least one
of the angles α 1 and α 2 is constant in all normal positions of use, its value shall be 60 ± 10°
(e.g. anchorage fixed at the seat).
In the case of seats, other than front seats, of vehicles in categories M 2 and M 3 , the angles α 1
and α 2 shall be between 45 and 90 degrees for all normal positions of use.

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EN
28.4.2011 Official
Journal
of
the
European
Union L
109/13
5.4.2.5.
The distance between the two vertical planes parallel to the median longitudinal plane of the
vehicle and each passing through a different one of the two effective lower belt anchorages L 1
and L 2 of the same safety-belt shall not be less than 350 mm. In the case of any central seating
positions in rear rows of seats of vehicles of category M 1 and N 1 , the abovementioned distance
shall be not less than 240 mm, provided that it is not possible to exchange the centre rear seat
with any of the other seats of the vehicle. The median longitudinal plane of the seat shall pass
between points L 1 and L 2 and shall be at least 120 mm from these points.
5.4.3. Location
of
the
effective
upper
belt
anchorages
(see
Annex
3)
5.4.3.1.
If a strap guide or similar device is used which affects the location of the effective upper belt
anchorage, this location shall be determined in a conventional way by considering the position
of the anchorage when the longitudinal centre line of the strap passes through a point J 1
defined successively from the R point by the following three segments:
RZ: a segment of the torso line measured in an upward direction from R and 530 mm long;
ZX: a segment perpendicular to the median longitudinal plane of the vehicle, measured from
point Z in the direction of the anchorage and 120 mm long;
XJ 1 : a segment perpendicular to the plane defined by segments RZ and ZX, measured in a
forward direction from point X and 60 mm long.
Point J 2 is determined by symmetry with point J 1 about the longitudinal vertical plane passing
through the torso line described in paragraph 5.1.2 of the manikin positioned in the seat in
question.
Where a two-door configuration is used to provide access to both the front and rear seats and
the upper anchorage is fitted to the ‘B’ post, the system must be designed so as not to impede
access to or egress from the vehicle.
5.4.3.2. The
effective
upper
anchorage
shall
lie
below
the
plane
FN,
which
runs
perpendicular
to
the
longitudinal median plane of the seat and makes an angle of 65° with the torso line. The angle
may be reduced to 60° in the case of rear seats. The plane FN shall be so placed as to intersect
the torso line at a point D such that DR = 315 mm + 1,8 S. However, when S ≤ 200 mm, then
DR = 675 mm.
5.4.3.3. The
effective
upper
belt
anchorage
shall
lie
behind
a
plane
FK
running
perpendicular
to
the
longitudinal median plane of the seat and intersecting the torso line at an angle of 120° at a
point B such that BR = 260 mm + S. Where S ≥ 280 mm, the manufacturer may use BR =
260 mm + 0,8 S at his discretion.
5.4.3.4. The
value
of
S
shall
not
be
less
than
140
mm.
5.4.3.5.
The effective upper belt anchorage shall be situated to the rear of a vertical plane perpendicular
to the median longitudinal plane of the vehicle and passing through the R point as shown in
Annex 3.
5.4.3.6. The
effective
upper
belt
anchorage
shall
be
situated
above
a
horizontal
plane
passing
through
point C defined in paragraph 5.1.4.
5.4.3.7. In
addition
to
the
upper
anchorage
specified
in
paragraph
5.4.3.1
other
effective
upper
anchorages may be provided if one of the following conditions is satisfied:
5.4.3.7.1. The
additional
anchorages
comply
with
the
requirements
of
paragraphs
5.4.3.1
to
5.4.3.6.
5.4.3.7.2. The additional anchorages can be used without the aid of tools, comply with the requirements
of paragraphs 5.4.3.5 and 5.4.3.6 and are located in one of the areas determined by shifting the
area shown in figure 1 of Annex 3 of this Regulation, 80 mm upwards or downwards in a
vertical direction.

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L 109/14
EN
Official Journal of the European Union
28.4.2011
5.4.3.7.3. The
anchorage(s)
is/are
intended
for
a
harness
belt,
complies/comply
with
the
requirements
laid
down in paragraph 5.4.3.6 if it lie(s) behind the transverse plane passing through the reference
line and is/are located:
5.4.3.7.3.1. In the case of a single anchorage, within the area common to two dihedrals defined by the
verticals passing through points J 1 and J 2 as defined in paragraph 5.4.3.1 and whose horizontal
sections are shown in figure 2 of Annex 3 to this Regulation;
5.4.3.7.3.2. In the case of two anchorages, within whichever of the above defined dihedrals is suitable,
provided that each anchorage is not more than 50 mm distant from the symmetrically-located,
mirror-image position of the other anchorage about plane P, as defined in paragraph 5.1.6 of
the seat in question.
5.5. Dimensions
of
threaded
anchorage
holes
5.5.1. An
anchorage
shall
have
a
threaded
hole
of
7/16
inch
(20
UNF
2B).
5.5.2.
If the vehicle is fitted by the manufacturer with safety-belts which are attached to all anchorages
prescribed for the seat in question, these anchorages need not meet the requirement set out in
paragraph 5.5.1, provided that they comply with the other provisions of this Regulation. In
addition, the requirement set out in paragraph 5.5.1 shall not apply to additional anchorages
which meet the requirement set out in paragraph 5.4.3.7.3.
5.5.3.
It shall be possible to remove the safety-belt without damaging the anchorage.
6. TESTS
6.1. General
tests
for
seat
belt
anchorages
6.1.1.
Subject to application of the provisions of paragraph 6.2, and at the request of the manu
facturer;
6.1.1.1.
the tests may be carried out either on a vehicle structure or on a completely finished vehicle;
6.1.1.2.
The tests may be restricted to the anchorages relating to only one seat or one group of seats on
the condition that:
(a) the anchorages concerned have the same structural characteristics as the anchorages relating
to the other seats or group of seats; and
(b) where such anchorages are fitted totally or partially on the seat or group of seats, the
structural characteristics of the seat or group of seats are the same as those for the other
seats or groups of seats;
6.1.1.3. windows
and
doors
may
be
fitted
or
not
and
closed
or
not;
6.1.1.4.
any fitting normally provided and likely to contribute to the rigidity of the vehicle structure
may be fitted.
6.1.2.
The seats shall be fitted and placed in the position for driving or use chosen by the technical
service responsible for conducting approval tests to give the most adverse conditions with
respect to the strength of the system. The position of the seats shall be stated in the report.
The seat-back shall, if its inclination is adjustable, be locked as specified by the manufacturer or,
in the absence of any such specification, in a position corresponding to an effective seat-back
angle as close as possible to 25° for vehicles of categories M 1 and N 1 and to 15° for vehicles of
all other categories.
6.2. Securing
the
vehicle
for
seat
belt
anchorages
tests
and
for
Isofix
anchorages
tests
6.2.1.
The method used to secure the vehicle during the test shall not be such as to strengthen the
seat belt anchorages or the Isofix anchorages and their anchorage area or to lessen the normal
deformation of the structure.

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EN
28.4.2011 Official
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the
European
Union L
109/15
6.2.2.
A securing device shall be regarded as satisfactory if it produces no effect on an area extending
over the whole width of the structure and if the vehicle or the structure is blocked or fixed in
front at a distance of not less than 500 mm from the anchorage to be tested and is held or
fixed at the rear not less than 300 mm from that anchorage.
6.2.3.
It is recommended that the structure should rest on supports arranged approximately in line
with the axes of the wheels or, if that is not possible, in line with the points of attachment of
the suspension.
6.2.4.
If a securing method other than that prescribed in paragraphs 6.2.1 to 6.2.3 of this Regulation
is used, evidence must be furnished that it is equivalent.
6.3. General
test
requirements
for
seat
belt
anchorages
6.3.1. All
the
belt
anchorages
of
the
same
group
of
seats
shall
be
tested
simultaneously.
However,
if
there is a risk that non-symmetrical loading of the seats and/or anchorages may lead to failures,
an additional test may be carried out with non-symmetrical loading.
6.3.2. The
tractive
force
shall
be
applied
in
a
direction
corresponding
to
the
seating
position
at
an
angle of 10 degrees ± 5° above the horizontal in a plane parallel to the median longitudinal
plane of the vehicle.
A preload of 10 per cent with a tolerance of ± 30 per cent of the target load shall be applied;
the load shall be increased to 100 per cent of the relevant target load.
6.3.3.
Full application of the load shall be achieved as rapidly as possible, and within a maximum load
application time of 60 seconds.
However, the manufacturer may request the application of the load to be achieved within 4
seconds.
The belt anchorages must withstand the specified load for not less than 0,2 second.
6.3.4.
Traction devices to be used in the tests described in paragraph 6.4 below are shown in Annex
5. The devices shown in Annex 5, figure 1 are placed onto the seat cushion and then, when
possible, pushed back into the seat back while the belt strap is pulled tight around it. The
device shown in Annex 5, figure 2 is placed in position, the belt strap is fitted over the device
and pulled tight. No preload beyond the minimum necessary for correct positioning of the test
device shall be introduced to safety-belt anchorages during this operation.
The traction device of either 254 mm or 406 mm used at each seating position shall be such
that its width is as close as possible to the distance between the lower anchorages.
The positioning of the traction device shall avoid any mutual influences during the pull test
which adversely affects the load and load distribution.
6.3.5.
The belt anchorages for seats for which upper belt anchorages are provided shall be tested
under the following conditions:
6.3.5.1. Front
outboard
seats:
The belt anchorages shall be submitted to the test prescribed in paragraph 6.4.1 in which the
loads are transmitted to them by means of a device reproducing the geometry of a three-point
belt equipped with a retractor having a pulley or strap guide at the upper belt anchorage. In
addition, if the number of anchorages is more than that prescribed in paragraph 5.3, these
anchorages shall be subjected to the test specified in paragraph 6.4.5, in which the loads shall
be transmitted to the anchorages by means of a device reproducing the geometry of the type of
safety-belt intended to be attached to them.

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L 109/16
EN
Official Journal of the European Union
28.4.2011
6.3.5.1.1. In the case where the retractor is not attached to the required outboard lower belt anchorage or
in the case where the retractor is attached to the upper belt anchorage, the lower belt
anchorages shall also be submitted to the test prescribed in paragraph 6.4.3.
6.3.5.1.2. In the above case the tests prescribed in paragraphs 6.4.1 and 6.4.3 can be performed on two
different structures if the manufacturer so requests.
6.3.5.2. Rear
outboard
seats
and
all
centre
seats:
The belt anchorages shall be subjected to the test prescribed in paragraph 6.4.2 in which the
loads are transmitted to them by means of a device reproducing the geometry of a three-point
safety-belt without a retractor, and to the test prescribed in paragraph 6.4.3, in which the loads
are transmitted to the two lower belt anchorages by means of a device reproducing the
geometry of a lap belt. The two tests can be performed on two different structures if the
manufacturer so requests.
6.3.5.3. When
a
manufacturer
supplies
his
vehicle
with
safety-belts,
the
corresponding
belt
anchorages
may, at the request of the manufacturer, be submitted only to a test in which the loads are
transmitted to them by means of a device reproducing the geometry of the type of belts to be
attached to these anchorages.
6.3.6.
If no upper belt anchorages are provided for the outboard seats and the centre seats, the lower
belt anchorages shall be submitted to the test prescribed in paragraph 6.4.3, in which the loads
are transmitted to these anchorages by means of a device reproducing the geometry of a lap
belt.
6.3.7.
If the vehicle is designed to accept other devices which do not enable the straps to be directly
attached to belt anchorages without intervening sheaves, etc or which require belt anchorages
supplementary to those mentioned in paragraph 5.3, the safety-belt or an arrangement of wires,
sheaves, etc. representing the equipment of the safety-belt, shall be attached by such a device to
the belt anchorages in the vehicle and the belt anchorages shall be subjected to the tests
prescribed in paragraph 6.4, as appropriate.
6.3.8. A
test
method
other
than
those
prescribed
in
paragraph
6.3
may
be
used,
but
evidence
must
be
furnished that it is equivalent.
6.4. Particular
test
requirements
for
seat
belt
anchorages
6.4.1.
Test in configuration of a three-point belt incorporating a retractor having a pulley or strap
guide at the upper belt anchorage
6.4.1.1.
A special pulley or guide for the wire or strap appropriate to transmit the load from the
traction device, or the pulley or strap guide supplied by the manufacturer shall be fitted to the
upper belt anchorage.
6.4.1.2. A
test
load
of
1
350
daN
±
20
daN
shall
be
applied
to
a
traction
device
(see
Annex
5,
figure
2)
attached to the belt anchorages of the same belt, by means of a device reproducing the
geometry of the upper torso strap of such a safety-belt. In the case of vehicles of categories
other than M 1 and N 1 , the test load shall be 675 ± 20 daN, except that for M 3 and N 3 vehicles
the test load shall be 450 ± 20 daN.
6.4.1.3.
At the same time a tractive force of 1 350 daN ± 20 daN shall be applied to a traction device
(see Annex 5, figure 1) attached to the two lower belt anchorages. In the case of vehicles of
categories other than M 1 and N 1 , the test load shall be 675 ± 20 daN, except that for M 3 and
N 3 vehicles the test load shall be 450 ± 20 daN.
6.4.2.
Test in configuration of a three-point belt without retractor or with a retractor at the upper belt
anchorage

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EN
28.4.2011 Official
Journal
of
the
European
Union L
109/17
6.4.2.1. A
test
load
of
1
350
daN
±
20
daN
shall
be
applied
to
a
traction
device
(see
Annex
5,
figure
2)
attached to the upper belt anchorage and to the opposite lower belt anchorage of the same belt
using, if supplied by the manufacturer, a retractor fixed at the upper belt anchorage. In the case
of vehicles of categories other than M 1 and N 1 , the test load shall be 675 ± 20 daN, except that
for M 3 and N 3 vehicles the test load shall be 450 ± 20 daN.
6.4.2.2.
At the same time a tractive force of 1 350 daN ± 20 daN shall be applied to a traction device
(see Annex 5, figure 1) attached to the lower belt anchorages. In the case of vehicles of
categories other than M 1 and N 1 , the test load shall be 675 ± 20 daN, except that for M 3
and N 3 vehicles the test load shall be 450 ± 20 daN.
6.4.3. Test
in
configuration
of
a
lap
belt
A test load of 2 225 daN ± 20 daN shall be applied to a traction device (see Annex 5, figure 1)
attached to the two lower belt anchorages. In the case of vehicles of categories other than M 1
and N 1 , the test load shall be 1 110 ± 20 daN, except that for M 3 and N 3 vehicles the test load
shall be 740 ± 20 daN.
6.4.4.
Test for belt anchorages located wholly within the seat structure or dispersed between the
vehicle structure and the seat structure
6.4.4.1.
The test specified in paragraphs 6.4.1, 6.4.2 and 6.4.3 above shall be performed, as appropriate,
at the same time superimposing for each seat and for each group of seats a force as stated
below.
6.4.4.2.
The loads indicated in paragraphs 6.4.1, 6.4.2 and 6.4.3 above shall be supplemented by a
force equal to 20 times the mass of the complete seat. The inertia load shall be applied to the
seat or to the relevant parts of the seat corresponding to the physical effect of the mass of the
seat in question to the seat anchorages. The determination of the additional applied load or
loads and the load distribution shall be made by the manufacturer and agreed by the technical
service.
In the case of vehicles in categories M 2 and N 2 , this force must be equal to 10 times the mass
of the complete seat; for categories M 3 and N 3 it shall be equal to 6,6 times the mass of the
complete seat.
6.4.5. Test
in
configuration
of
a
special-type
belt
6.4.5.1. A
test
load
of
1
350
±
20
daN
shall
be
applied
to
a
traction
device
(see
Annex
5,
figure
2)
attached to the belt anchorages of such a safety-belt by means of a device reproducing the
geometry of the upper torso strap or straps.
6.4.5.2.
At the same time, a tractive force of 1 350 ± 20 daN shall be applied to a traction device (see
Annex 5, figure 3) attached to the two lower belt anchorages.
6.4.5.3. In
the
case
of
vehicles
of
categories
other
than
M 1 and N 1 , this test load shall be 675 ± 20 daN,
except that for M 3 and N 3 vehicles the test load shall be 450 ± 20 daN.
6.4.6. Test
in
the
case
of
rearward-facing
seats
6.4.6.1. The
anchorage
points
shall
be
tested
according
to
the
forces
prescribed
in
paragraphs
6.4.1,
6.4.2 or 6.4.3, as appropriate. In each case the test load shall correspond to the load prescribed
for M 3 or N 3 vehicles.
6.4.6.2.
The test load shall be directed forward in relation to the seating position in question, corre
sponding to the procedure prescribed in paragraph 6.3.
6.5.
In the case of a group of seats as described in paragraph 1 of Annex 7, the dynamic test of
Annex 7 can be performed, at the option of the car manufacturer, as an alternative to the static
test prescribed in paragraphs 6.3 and 6.4.

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Official Journal of the European Union
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6.6. Static
test
requirements.
6.6.1.
The strength of the Isofix anchorage systems shall be tested applying the forces, as prescribed in
paragraph 6.6.4.3, to the static force application device (SFAD) with Isofix attachments well
engaged.
In case of Isofix top-tether anchorage an additional test shall be performed as prescribed in
paragraph 6.6.4.4.
All the Isofix positions of a same seat row, which can be used simultaneously, shall be tested
simultaneously.
6.6.2.
The test may be carried out either on a completely finished vehicle or on sufficient parts of the
vehicle so as to be representative of the strength and rigidity of the vehicle structure.
Windows and doors may be fitted or not and closed or not.
Any fitting normally provided and likely to contribute to the vehicle structure may be fitted.
The test may be restricted to the Isofix position relating to only one seat or group of seats on
the condition that:
(a) the Isofix position concerned have the same structural characteristics as the Isofix position
relating to the other seats or group of seats; and
(b) where such Isofix positions are fitted totally or partially on the seat or group of seats, the
structural characteristics of the seat or group of seats are the same as those for the other
seats or groups of seats.
6.6.3. If
the
seats
and
head
restraint
are
adjustable,
they
shall
be
tested
in
the
position
defined
by
the
technical service within the limited range prescribed by the car manufacturer as provided in
Appendix 3 of Annex 17 of Regulation No 16.
6.6.4. Forces,
directions
and
excursion
limits.
6.6.4.1.
A force of 135 N ± 15 N shall be applied to the centre of the lower front crossbar of the SFAD
in order to adjust the fore-aft position of the SFAD rearward extension to remove any slack or
tension between the SFAD and its support.
6.6.4.2. Forces
shall
be
applied
to
the
static
force
application
device
(SFAD)
in
forward
and
oblique
directions according to table 1.
Table 1
Directions of test forces
Forward 0°
±
5°
8 kN ± 0,25 kN
Oblique 75°
±
5°
(to
both
sides
of
straight
forward,
or
if
any
5 kN ± 0,25 kN
worst case side, or if both side are symmetric, only one
side)
Each of these tests may be performed on different structures if the manufacturer so requests.
Forces in the forward direction shall be applied with an initial force application angle of 10 ±
5° above the horizontal. Oblique forces shall be applied horizontally 0° ± 5°. A pre-load force
of 500 N ± 25 N shall be applied at the prescribed loading point X indicated in figure 2 Annex
9. Full application of the load shall be achieved as rapidly as possible, and within a maximum
load application time of 30 seconds. However, the manufacturer may request the application of
the load to be achieved within 2 seconds. The force shall be maintained for a minimum period
of 0,2 s.
All measurements shall be made according to ISO 6487 with CFC of 60 Hz or any equivalent
method.

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Union L
109/19
6.6.4.3. Tests
of
Isofix
anchorages
system
only:
6.6.4.3.1. Forward
direction
force
test:
Horizontal longitudinal excursion (after pre-load) of point X of SFAD during application of the
8 kN ± 0,25 kN force shall be limited to 125 mm and permanent deformation including partial
rupture or breakage of any Isofix low anchorage or surrounding area shall not constitute failure
if the required force is sustained for the specified time.
6.6.4.3.2. Oblique
direction
force
test:
Excursion in the direction of the force (after pre-load) of point X of SFAD during application of
the 5kN ± 0,25 kN force shall be limited to 125 mm and permanent deformation including
partial rupture or breakage of any Isofix low anchorage or surrounding area shall not constitute
failure if the required force is sustained for the specified time.
6.6.4.4.
Test of Isofix anchorages systems and Isofix top-tether anchorage:
A tension pre-load of 50 N ± 5 N must be applied between the SFAD and the top-tether
anchorage. Horizontal excursion (after pre-load) of point X during application of the 8 kN ±
0,25 kN force shall be limited to 125 mm and permanent deformation including partial rupture
or breakage of any Isofix low anchorage and top-tether anchorage, or surrounding area shall
not constitute failure if the required force is sustained for the specified time.
Table 2
Excursion limits
Force direction
Maximum excursion of point X of SFAD
Forward 125
mm
longitudinal
Oblique 125
mm
force
direction
6.6.5. Additional
forces.
6.6.5.1. Seat
inertia
forces.
For the installation position where the load is transferred into a vehicle seat assembly, and not
directly into the vehicle structure, a test shall be carried out to ensure that the strength of the
vehicle seat anchorages to the vehicle structure is sufficient. In this test, a force equal to 20
times the mass of the relevant parts of the seat assembly shall be applied horizontally and
longitudinally in a forward direction to the seat or the relevant part of the seat assembly
corresponding to the physical effect of the mass of the seat in question to the seat anchorages.
The determination of the additional applied load or loads and the load distribution shall be
made by the manufacturer and agreed by the technical service.
At the request of the manufacturer, the additional load can be applied at the X point of SFAD
during the static tests described above.
If the top-tether anchorage is integrated to the vehicle seat, this test shall be performed with the
Isofix top-tether strap.
No breakage shall occur and excursion requirements given in the table 2 have to be fulfilled.

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L 109/20
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Official Journal of the European Union
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Note: This test does not have to be performed in case of any anchorage of the vehicle safety-
belt system is integrated to the vehicle seat structure, and the vehicle seat is already tested and
approved to meet the anchorage load tests required by this Regulation for adult passenger
restraint.
7. INSPECTION
DURING
AND
AFTER
STATIC
TESTS
FOR
SAFETY-BELT
ANCHORAGES
7.1. All
the
anchorages
shall
be
capable
of
withstanding
the
test
prescribed
in
paragraphs
6.3
and
6.4. Permanent deformation, including partial rupture or breakage of any anchorage or
surrounding area, shall not constitute failure if the required force is sustained for the
specified time. During the test, the minimum spacings for the effective lower belt anchorages
specified in paragraph 5.4.2.5 and the requirements of paragraph 5.4.3.6 for effective upper
belt anchorages shall be respected.
7.1.1. For
vehicles
of
category
M 1 of a total permissible mass not exceeding 2,5 tonnes, if the upper
safety-belt anchorage is attached to the seat structure, the effective upper safety-belt anchorage
shall not be displaced during the test forward of a transverse plane passing through the R point
and point C of the seat in question (see figure 1 of Annex 3 to this Regulation)
For vehicles other than mentioned above, the effective upper safety-belt anchorage shall not be
displaced during the test forward of a transverse plane inclined 10° in forward direction and
passing through the R point of the seat.
The maximum displacement of the effective upper anchorage point shall be measured during
the test.
If the displacement of the effective upper anchorage point exceeds the abovementioned limi
tation, the manufacturer shall demonstrate to the satisfaction of the technical service that there
is no danger to the occupant. As an example, the test procedure according to Regulation No 94
or a sled test with corresponding pulse may be carried out to demonstrate a sufficient survival
space.
7.2. In
vehicles
where
such
devices
are
used,
the
displacement
and
locking
devices
enabling
the
occupants of all seats to leave the vehicle must still be operable by hand after the tractive force
was removed.
7.3.
After testing any damage to the anchorages and structures supporting load during tests shall be
noted.
7.4.
By derogation, the upper anchorages fitted to one or more seats of vehicles of category M 3 and
those of category M 2 with a maximum mass exceeding 3,5 tonnes, which meet the
requirements of Regulation No 80, need not to comply with the requirements of paragraph
7.1 concerning compliance with paragraph 5.4.3.6.
8. MODIFICATIONS
AND
EXTENSION
OF
APPROVAL
OF
THE
VEHICLE
TYPE
8.1.
Every modification of the vehicle type shall be notified to the administrative department which
approved the vehicle type. The department may then either:
8.1.1. consider
that
the
modifications
made
are
unlikely
to
have
an
appreciable
adverse
effect
and
that
in any case the vehicle still complies with the requirements; or
8.1.2.
require a further test report from the technical service responsible for conducting the tests.
8.2. Confirmation
or
refusal
of
approval,
specifying
the
alterations,
shall
be
communicated
by
the
procedure specified in paragraph 4.3 above to the Parties to the Agreement which apply this
Regulation.

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8.3. The
competent
authority
issuing
the
extension
of
approval
shall
assign
a
series
number
for
such
an extension and inform thereof the other Parties to the 1958 Agreement applying this
Regulation by means of a communication form conforming to the model in Annex 1 to
this Regulation.
9. CONFORMITY
OF
PRODUCTION
The conformity of production procedures shall comply with those set out in the Agreement,
Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following requirements:
9.1. Every
vehicle
bearing
an
approval
mark
as
prescribed
under
this
Regulation
shall
conform
to
the vehicle type approved with regard to details affecting the characteristics of the safety-belt
anchorages and the Isofix anchorages system and Isofix top-tether anchorage.
9.2. In
order
to
verify
conformity
as
prescribed
in
paragraph
9.1
above,
a
sufficient
number
of
serially-produced vehicles bearing the approval mark required by this Regulation shall be
subjected to random checks.
9.3.
As a general rule the checks as aforesaid shall be confined to the taking of measurements.
However, if necessary, the vehicles shall be subjected to some of the tests described in
paragraph 6 above, selected by the technical service conducting approval tests.
10. PENALTIES
FOR
NON-CONFORMITY
OF
PRODUCTION
10.1.
The approval granted in respect of a vehicle type pursuant to this Regulation may be
withdrawn if the requirement laid down in paragraph 9.1 above is not complied with or if
its safety-belt anchorages or the Isofix anchorages system and Isofix top-tether anchorage failed
to pass the checks prescribed in paragraph 9 above.
10.2. If
a
Contracting
Party
to
the
Agreement
which
applies
this
Regulation
withdraws
an
approval
it
has previously granted, it shall forthwith so notify the other Contracting Parties applying this
Regulation, by means of a communication form conforming to the model in Annex 1 to this
Regulation.
11. OPERATING
INSTRUCTIONS
The national authorities may require the manufacturers of vehicles registered by them to state
clearly in the instructions for operating the vehicle
11.1. where
the
anchorages
are;
and
11.2.
for what types of belts the anchorages are intended (see Annex 1, item 5).
12. PRODUCTION
DEFINITELY
DISCONTINUED
If the holder of the approval completely ceases to manufacture a type of safety-belt anchorages
or a type of Isofix anchorages system and Isofix top-tether anchorage approved in accordance
with this Regulation, he shall so inform the authority which granted the approval. Upon
receiving the relevant communication that authority shall inform thereof the other Parties to
the 1958 Agreement, which apply this Regulation by means of a communication form
conforming to the model in Annex 1 to this Regulation.
13. NAMES
AND
ADDRESSES
OF
TECHNICAL
SERVICES
RESPONSIBLE
FOR
CONDUCTING
APPROVAL
TESTS, AND OF ADMINISTRATIVE DEPARTMENTS
The Parties to the 1958 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 departments which grant approval and to which forms
certifying approval or extension, or refusal or extension or withdrawal of approval, issued in
other countries, are to be sent.

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L 109/22
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14. TRANSITIONAL
PROVISIONS
14.1.
As from the official date of entry into force of the 06 series of amendments, no Contracting
Party applying this Regulation shall refuse to grant ECE approvals under this Regulation as
amended by the 06 series of amendments.
14.2.
As from two years after the enter into force of the 06 series of amendments to this Regulation,
Contracting parties applying this Regulation shall grant ECE type approvals only if the
requirements of this Regulation, as amended by the 06 series of amendments, are satisfied.
14.3.
As from seven years after the enter into force of the 06 series of amendments to this Regu
lation, Contracting parties applying this Regulation may refuse to recognise approvals which
were not granted in accordance with the 06 series of amendments to this Regulation. However,
existing approvals of the vehicle categories which are not affected by the 06 series of
amendments to this Regulation shall remain valid and Contracting Parties applying this Regu
lation shall continue to accept them.
14.4. For
vehicles
not
affected
by
paragraph
7.1.1
above,
approvals
granted
according
to
the
04
series
of amendments to this Regulation shall remain valid.
14.5. For
vehicles
not
affected
by
Supplement
4
to
the
05
series
of
amendments
to
this
Regulation
the existing approvals shall remain valid, if they had been granted in compliance with the 05
series of amendments, up to its Supplement 3.
14.6.
As from the official date of entry into force of Supplement 5 to the 05 series of amendments,
no Contracting Party applying this Regulation shall refuse to grant ECE approvals under this
Regulation as modified by Supplement 5 to the 05 series of amendments.
14.7. For
vehicles
not
affected
by
Supplement
5
to
the
05
series
of
amendments
to
this
Regulation
the existing approvals shall remain valid, if they had been granted in compliance with the 05
series of amendments, up to its Supplement 3.
14.8. As
from
20
February
2005
for
vehicles
of
category
M1,
Contracting
Parties
applying
this
Regulation shall grant ECE approvals only if the requirements of this Regulation, as
amended by Supplement 5 to the 05 series of amendments, are satisfied.
14.9. As
from
20
February
2007
for
vehicles
of
category
M1,
Contracting
Parties
applying
this
Regulation may refuse to recognise approvals which were not granted in accordance with
Supplement 5 to the 05 series of amendments to this Regulation.
14.10. As
from
16
July
2006
for
vehicles
of
category
N,
Contracting
Parties
applying
this
Regulation
shall grant approval only if the vehicle type satisfies the requirements of this Regulation as
amended by the Supplement 5 to the 05 series of amendments.
14.11. As
from
16
July
2008
for
vehicles
of
category
N,
Contracting
Parties
applying
this
Regulation
may refuse to recognise approvals not granted in accordance with Supplement 5 to the 05
series of amendments to this Regulation.
14.12.
As from the official date of entry into force of the 07 series of amendments, no Contracting
Party applying this Regulation shall refuse to grant ECE approvals under this Regulation as
amended by the 07 series of amendments.
14.13.
As from 24 months after the date of entry into force of the 07 series of amendments,
Contracting Parties applying this Regulation shall grant ECE approvals only if the requirements
of this Regulation, as amended by the 07 series of amendments, are satisfied.
14.14.
As from 36 months after the date of entry into force of the 07 series of amendments,
Contracting Parties applying this Regulation may refuse to recognise approvals which were
not granted in accordance with the 07 series of amendments to this Regulation.

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14.15.
Notwithstanding paragraphs 14.13 and 14.14, approvals of the vehicle categories to the
preceding series of amendments to the Regulation which are not affected by the 07 series of
amendments shall remain valid and Contracting Parties applying the Regulation shall continue
to accept them.
14.16.
As long as there are no requirements concerning the compulsory fitting of safety-belt
anchorages for folding seats in their national requirements at the time of acceding to this
Regulation, Contracting Parties may continue to allow this non-fitment for the purpose of
national approval and in this case these bus categories cannot be type approved under this
Regulation.

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L 109/24
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Official Journal of the European Union
28.4.2011
ANNEX 1
COMMUNICATION
(maximum format: A4 (210 × 297 mm)

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28.4.2011 Official
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L 109/26
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Official Journal of the European Union
28.4.2011
ANNEX 2
ARRANGEMENTS OF THE APPROVAL MARK
MODEL A
(see paragraph 4.4 of this Regulation)
a = 8 mm min.
The above approval mark affixed to a vehicle shows that the vehicle type concerned has, with regard to safety-belt
anchorages, been approved in the Netherlands (E 4), pursuant to Regulation No 14, under the number 072439. The first
two digits of the approval number indicate that Regulation No 14 already included the 07 series of amendments when
the approval was given.
MODEL B
(see paragraph 4.5 of this Regulation)
a = 8 mm min.
The above approval mark affixed to a vehicle shows that the vehicle type concerned has been approved in the
Netherlands (E 4) pursuant to Regulations Nos 14 and 24 (*). (In the case of the latter Regulation the corrected absorption
co-efficient is 1,30 m -1 ). The approval numbers indicate that on the dates on which these approvals were granted,
Regulation No 14 included the 07 series of amendments and Regulation No 24 was in its 03 series of amendments.
(*) The second number is given merely as an example.

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EN
28.4.2011 Official
Journal
of
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European
Union L
109/27
ANNEX 3
LOCATION OF EFFECTIVE BELT ANCHORAGES
Figure 1
Areas of location of effective belt anchorages
(The drawing shows one example, where the upper anchorage is fixed to the vehicle body side panel)

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L 109/28
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Official Journal of the European Union
28.4.2011
Figure 2
Effective upper anchorages conforming to paragraph 5.4.3.7.3 of the Regulation

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EN
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European
Union L
109/29
ANNEX 4
PROCEDURE FOR DETERMINING THE ‘H’ POINT AND THE ACTUAL TORSO ANGLE FOR SEATING
POSITIONS IN MOTOR VEHICLES
1. PURPOSE
The procedure described in this Annex is used to establish the ‘H’ point location and the actual torso angle for
one or several seating positions in a motor vehicle and to verify the relationship of measured data to design
specifications given by the vehicle manufacturer ( 1 ).
2. DEFINITIONS
For the purposes of this Annex:
2.1.
‘reference data’ means one or several of the following characteristics of a seating position:
2.1.1. the ‘H’ point and the ‘R’ point and their relationship,
2.1.2. the actual torso angle and the design torso angle and their relationship.
2.2.
‘three-dimensional ‘H’ point machine’ (3-D H machine) means the device used for the determination of ‘H’ points
and actual torso angles. This device is described in Appendix 1 to this Annex;
2.3.
‘ “H” point’ means the pivot centre of the torso and the thigh of the 3-D H machine installed in the vehicle seat
in accordance with paragraph 4 below. The ‘H’ point is located in the centre of the centreline of the device which
is between the ‘H’ point sight buttons on either side of the 3-D H machine. The ‘H’ point corresponds theor
etically to the ‘R’ point (for tolerances see paragraph 3.2.2 below). Once determined in accordance with the
procedure described in paragraph 4, the ‘H’ point is considered fixed in relation to the seat-cushion structure and
to move with it when the seat is adjusted;
2.4. ‘
“R”
point’
or
‘seating
reference
point’
means
a
design
point
defined
by
the
vehicle
manufacturer
for
each
seating
position and established with respect to the three-dimensional reference system;
2.5.
‘torso-line’ means the centreline of the probe of the 3-D H machine with the probe in the fully rearward
position;
2.6.
‘actual torso angle’ means the angle measured between a vertical line through the ‘H’ point and the torso line
using the back angle quadrant on the 3-D H machine. The actual torso angle corresponds theoretically to the
design torso angle (for tolerances see paragraph 3.2.2 below);
2.7.
‘design torso angle’ means the angle measures between a vertical line through the ‘R’ point and the torso line in a
position which corresponds to the design position of the seat-back established by the vehicle manufacturer;
2.8.
‘centreplane of occupant’ (C/LO) means the median plane of the 3-D H machine positioned in each designated
seating position; it is represented by the coordinate of the ‘H’ point on the ‘Y’ axis. For individual seats, the
centreplane of the seat coincides with the centreplane of the occupant. For other seats, the centreplane of the
occupant is specified by the manufacturer;
2.9. ‘three-dimensional
reference
system’
means
a
system
as
described
in
Appendix
2
to
this
Annex;
2.10. ‘fiducial
marks’
are
physical
points
(holes,
surfaces,
marks
or
indentations)
on
the
vehicle
body
as
defined
by
the
manufacturer;
2.11. ‘vehicle measuring attitude’ means the position of the vehicle as defined by the coordinates of fiducial marks in
the three-dimensional reference system.
( 1 ) In any seating position other than front seats where the ‘H’ point cannot be determined using the ‘Three-dimensional “H” point
machine’ or procedures, the ‘R’ point indicated by the manufacturer may be taken as a reference at the discretion of the competent
authority.

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3. REQUIREMENTS
3.1. Data
presentation
For each seating position where reference data are required in order to demonstrate compliance with the
provisions of the present Regulation, all or an appropriate selection of the following data shall be presented
in the form indicated in Appendix 3 to this Annex:
3.1.1. the coordinates of the ‘R’ point relative to the three-dimensional reference system;
3.1.2. the
design
torso
angle;
3.1.3. all
indications
necessary
to
adjust
the
seat
(if
it
is
adjustable)
to
the
measuring
position
set
out
in
paragraph
4.3
below.
3.2. Relationship
between
measured
data
and
design
specifications
3.2.1. The coordinates of the ‘H’ point and the value of the actual torso angle obtained by the procedure set out in
paragraph 4 below shall be compared, respectively, with the coordinates of the ‘R’ point and the value of the
design torso angle indicated by the vehicle manufacturer.
3.2.2. The relative positions of the ‘R’ point and the ‘H’ point and the relationship between the design torso angle and
the actual torso angle shall be considered satisfactory for the seating position in question if the ‘H’ point, as
defined by its coordinates, lies within a square of 50 mm side length with horizontal and vertical sides whose
diagonals intersect at the ‘R’ point, and if the actual torso angle is within 5° of the design torso angle.
3.2.3. If
these
conditions
are
met,
the
‘R’
point
and
the
design
torso
angle
shall
be
used
to
demonstrate
compliance
with the provisions of this Regulation.
3.2.4. If the ‘H’ point or the actual torso angle does not satisfy the requirements of paragraph 3.2.2 above, the ‘H’ point
and the actual torso angle shall be determined twice more (three times in all). If the results of two of these three
operations satisfy the requirements, the conditions of paragraph 3.2.3 above shall apply.
3.2.5. If the results of at least two of the three operations described in paragraph 3.2.4 above do not satisfy the
requirements of paragraph 3.2.2 above, or if the verification cannot take place because the vehicle manufacturer
has failed to supply information regarding the position of the ‘R’ point or regarding the design torso angle, the
centroid of the three measured points or the average of the three measured angles shall be used and be regarded
as applicable in all cases where the ‘R’ point or the design torso angle is referred to in this Regulation.
4. PROCEDURE
FOR
‘H’
POINT
AND
ACTUAL
TORSO
ANGLE
DETERMINATION
4.1.
The vehicle shall be preconditioned at the manufacturer’s discretion, at a temperature of 20 ± 10 °C to ensure
that the seat material reached room temperature. If the seat to be checked has never been sat upon, a 70 to
80 kg person or device shall sit on the seat twice for one minute to flex the cushion and back. At the
manufacturer’s request, all seat assemblies shall remain unloaded for a minimum period of 30 min prior to
installation of the 3-D H machine.
4.2. The
vehicle
shall
be
at
the
measuring
attitude
defined
in
paragraph
2.11
above.
4.3. The
seat,
if
it
is
adjustable,
shall
be
adjusted
first
to
the
rearmost
normal
driving
or
riding
position,
as
indicated
by the vehicle manufacturer, taking into consideration only the longitudinal adjustment of the seat, excluding
seat travel used for purposes other than normal driving or riding positions. Where other modes of seat
adjustment exist (vertical, angular, seat-back, etc.) these will then be adjusted to the position specified by the
vehicle manufacturer. For suspension seats, the vertical position shall be rigidly fixed corresponding to a normal
driving position as specified by the manufacturer.
4.4.
The area of the seating position contacted by the 3-D H machine shall be covered by a muslin cotton, of
sufficient size and appropriate texture, described as a plain cotton fabric having 18,9 threads per cm 2 and
weighing 0,228 kg/m 2 or knitted or non-woven fabric having equivalent characteristics. If test is run on a seat
outside the vehicle, the floor on which the seat is placed shall have the same essential characteristics ( 1 ) as the
floor of the vehicle in which the seat is intended to be used.
( 1 ) Tilt angle, height difference with a seat mounting, surface texture, etc.

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EN
28.4.2011 Official
Journal
of
the
European
Union L
109/31
4.5.
Place the seat and back assembly of the 3-D H machine so that the centreplane of the occupant (C/LO) coincides
with the centreplane of the 3-D H machine. At the manufacturer’s request, the 3-D H machine may be moved
inboard with respect to the C/LO if the 3-D H machine is located so far outboard that the seat edge will not
permit levelling of the 3-D H machine.
4.6.
Attach the foot and lower leg assemblies to the seat pan assembly, either individually or by using the T-bar and
lower leg assembly. A line through the ‘H’ point sight buttons shall be parallel to the ground and perpendicular
to the longitudinal centreplane of the seat.
4.7.
Adjust the feet and leg positions of the 3-D H machine as follows:
4.7.1. Designated
seating
position:
driver
and
outside
front
passenger
4.7.1.1. Both feet and leg assemblies shall be moved forward in such a way that the feet take up natural positions on the
floor, between the operating pedals if necessary. Where possible the left foot shall be located approximately the
same distance to the left of the centreplane of the 3-D H machine as the right foot is to the right. The spirit level
verifying the transverse orientation of the 3-D H machine is brought to the horizontal by readjustment of the
seat pan if necessary, or by adjusting the leg and foot assemblies towards the rear. The line passing through the
‘H’ point sight buttons shall be maintained perpendicular to the longitudinal centreplane 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 supported by the structure, move
the left foot until it is supported. The alignment of the sight buttons shall be maintained.
4.7.2. Designated
seating
position:
outboard
rear
For rear seats or auxiliary seats, the legs are located as specified by the manufacturer. If the feet then rest on parts
of the floor, which are at different levels, the foot which first comes into contact with the front seat shall serve as
a reference and the other foot shall be so arranged that the spirit level giving the transverse orientation of the
seat of the device indicates the horizontal.
4.7.3. Other
designated
seating
positions:
The general procedure indicated in paragraph 4.7.1 above shall be followed except that the feet shall be placed as
specified by the vehicle manufacturer.
4.8.
Apply lower leg and thigh weights and level the 3-D H machine.
4.9.
Tilt the back pan forward against the forward stop and draw the 3-D H machine away from the seat-back using
the T-bar. Reposition the 3-D H machine on the seat by one of the following methods:
4.9.1. If the 3-D H machine tends to slide rearward, use the following procedure. Allow the 3-D H machine to slide
rearward until a forward horizontal restraining load on the T-bar is no longer required i.e. until the seat pan
contacts the seat-back. If necessary, reposition the lower leg.
4.9.2. If the 3-D H machine does not tend to slide rearward, use the following procedure. Slide the 3-D H machine
rearwards by applying a horizontal rearward load to the T-bar until the seat pan contacts the seat-back (see
figure 2 of Appendix 1 to this Annex).
4.10. Apply a 100 ± 10 N load to the back and pan assembly of the 3-D H machine at the intersection of the hip
angle quadrant and the T-bar housing. The direction of load application shall be maintained along a line passing
by the above intersection to a point just above the thigh bar housing (see figure 2 of Appendix 1 to this Annex).
Then carefully return the back pan to the seat-back. Care must be exercised throughout the remainder of the
procedure to prevent the 3-D H machine from sliding forward.
4.11. Install the right and left buttock weights and then, alternately, the eight torso weights. Maintain the 3-D H
machine level.
4.12. Tilt the back pan forward to release the tension on the seat-back. Rock the 3-D H machine from side to side
through 10° arc (5° to each side of the vertical centreplane) for three complete cycles to release any accumulated
friction between the 3-D H machine and the seat.

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L 109/32
EN
Official Journal of the European Union
28.4.2011
During the rocking action, the T-bar of the 3-D H machine may tend to diverge from the specified horizontal
and vertical alignment. The T-bar must therefore be restrained by applying an appropriate lateral load during the
rocking motions. Care shall be exercised in holding the T-bar and rocking the 3-D H machine to ensure that no
inadvertent exterior loads are applied in a vertical or fore and aft direction.
The feet of the 3-D H machine are not to be restrained or held during this step. If the feet change position, they
should be allowed to remain in that attitude for the moment.
Carefully return the back pan to the seat-back and check the two spirits levels for zero position. If any
movement of the feet has occurred during the rocking operation of the 3-D H machine, they must be reposi
tioned as follows:
Alternately, lift each foot off the floor the minimum necessary amount until no additional foot movement is
obtained. During this lifting, the feet are to be free to rotate; and no forward or lateral loads are to be applied.
When each foot is placed back in the down position, the heel is to be in contact with the structure designed for
this.
Check the lateral spirit level for zero position; if necessary, apply a lateral load to the top of the back pan
sufficient to level the 3-D H machine’s seat pan on the seat.
4.13. Holding the T-bar to prevent the 3-D H machine from sliding forward on the seat cushion, proceed as follows:
(a) return the back pan to the seat-back;
(b) alternately apply and release a horizontal rearward load, not to exceed 25 N, to the back angle bar at a height
approximately at the centre of the torso weights until the hip angle quadrant indicates that a stable position
has been reached after load release. Care shall be exercised to ensure that no exterior downward or lateral
loads are applied to the 3-D H machine. If another level adjustment of the 3-D H machine is necessary,
rotate the back pan forward, re-level, and repeat the procedure from paragraph 4.12.
4.14. Take
all
measurements:
4.14.1. The coordinates of the ‘H’ point are measured with respect to the three-dimensional reference system.
4.14.2. The actual torso angle is read at the back angle quadrant of the 3-D H machine with the probe in its fully
rearward position.
4.15. If a re-run of the installation of the 3-D H machine is desired, the seat assembly should remain unloaded for a
minimum period of 30 min prior to the re-run. The 3-D H machine should not be left loaded on the seat
assembly longer than the time required to perform the test.
4.16. If the seats in the same row can be regarded as similar (bench seat, identical seats, etc.) only one ‘H’ point and
one ‘actual torso angle’ shall be determined for each row of seats, the 3-D H machine described in Appendix 1 to
this Annex being seated in a place regarded as representative for the row. This place shall be:
4.16.1. in the case of the front row, the driver’s seat;
4.16.2. in the case of the rear row or rows, an outer seat.

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EN
28.4.2011 Official
Journal
of
the
European
Union L
109/33
Appendix 1
DESCRIPTION OF THE THREE DIMENSIONAL ‘H’ POINT MACHINE (*)
(3-D H machine)
1. Back and seat pans
The back and seat pans are constructed of reinforced plastic and metal; they simulate the human torso and thigh and
are mechanically hinged at the ‘H’ point. A quadrant is fastened to the probe hinged at the ‘H’ point to measure the
actual torso angle. An adjustable thigh bar, attached to the seat pan, establishes the thigh centreline and serves as a
baseline for the hip angle quadrant.
2. Body and leg elements
Lower leg segments are connected to the seat pan assembly at the T-bar joining the knees, which is a lateral extension
of the adjustable thigh bar. Quadrants are incorporated in the lower leg segments to measure knee angles. Shoe and
foot assemblies are calibrated to measure the foot angle. Two spirit levels orient the device in space. Body element
weights are placed at the corresponding centres of gravity to provide seat penetration equivalent to a 76 kg male. All
joints of the 3-D H machine should be checked for free movement without encountering noticeable friction.
Figure 1
3-D H machine elements designation
(*) For details of the construction of the 3-D H machine refer to Society of Automobile Engineers (SAE), 400 Commonwealth Drive,
Warrendale, Pennsylvania 15096, United States of America.
The machine corresponds to that described in ISO Standard 6549:1980.

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L 109/34
EN
Official Journal of the European Union
28.4.2011
Figure 2
Dimensions of the 3-D H machine elements and load distribution

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EN
28.4.2011 Official
Journal
of
the
European
Union L
109/35
Appendix 2
THREE-DIMENSIONAL REFERENCE SYSTEM
1. The three-dimensional reference system is defined by three orthogonal planes established by the vehicle manufacturer
(see figure) (*).
2. The vehicle measuring attitude is established by positioning the vehicle on the supporting surface such that the
coordinates of the fiducial marks correspond to the values indicated by the manufacturer.
3. The coordinates of the ‘R’ point and the ‘H’ point are established in relation to the fiducial marks defined by the
vehicle manufacturer.
Figure
Three-dimensional reference system
(*) The reference system corresponds to standard ISO 4130:1978.

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L 109/36
EN
Official Journal of the European Union
28.4.2011
Appendix 3
REFERENCE DATA CONCERNING SEATING POSITIONS
1. Coding
of
reference
data
Reference data are listed consecutively for each seating position. Seating positions are identified by a two-digit
code. The first digit is an Arabic numeral and designates the row of seats, counting from the front to the rear of
the vehicle. The second digit is a capital letter, which designates the location of the seating position in a row, as
viewed in the direction of forward motion of the vehicle; the following letters shall be used:
L = left
C = centre
R = right
2. Description
of
vehicle
measuring
attitude
2.1. Coordinates
of
fiducial
marks
X ...........................
Y ...........................
Z ...........................
3. List
of
reference
data
3.1. Seating
position:
...........................
3.1.1. Coordinates of ‘R’ point
X ...........................
Y ...........................
Z ...........................
3.1.2. Design torso angle: ............................
3.1.3. Specifications for seat adjustment (*)
horizontal: .............................
vertical: .............................
angular: .............................
torso angle: ...........................
Note: List reference data for further seating positions under 3.2, 3.3, etc.
(*) Strike out what does not apply.

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EN
28.4.2011 Official
Journal
of
the
European
Union L
109/37
ANNEX 5
TRACTION DEVICE
Figure 1
Figure 1a

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L 109/38
EN
Official Journal of the European Union
28.4.2011
Figure 2
All dimensions are in millimetres
For the fixing of the strap the shoulder belt traction device may be modified by adding of two land edges and/or some
bolts to avoid any drop off of the strap during the pull test.
Figure 3
All dimensions are in millimetres

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EN
28.4.2011 Official
Journal
of
the
European
Union L
109/39
ANNEX 6
MINIMUM NUMBER OF ANCHORAGE POINTS AND LOCATION OF LOWER ANCHORAGES
Forward-facing seating positions
Vehicle category
Outboard Centre
Rear-facing
Front Other Front Other
M 1
3
3
3
3
2
M 2 ≤ 3,5 tonnes
3
3
3
3
2
M 3 & M 2 > 3,5 tonnes
3 3
or
2 3
or
2 3
or
2
2
N 1
3 3
or
2

3 or 2 *
2
2
N 2 & N 3
3
2
3 or 2 *
2
2
Key to symbols:
2: two lower anchorages, which allow the installation of a safety-belt type B, or of safety-belts types Br, Br3, Br4m or Br4Nm, where
required by the Consolidated Resolution on the Construction of Vehicles (R.E.3), Annex 13, Appendix 1.
3: two lower anchorages and one upper anchorage which allow the installation of a three-point safety-belt type A, or of safety-belts
types Ar, Ar4m or Ar4Nm, where required by the Consolidated Resolution on the Construction of Vehicles (R.E.3), Annex 13,
Appendix 1.
: refers to paragraph 5.3.3 (two anchorages permitted if a seat is inboard of a passageway).
*: refers to paragraph 5.3.4 (two anchorages permitted if the windscreen is outside reference zone).
: refers to paragraph 5.3.5 (two anchorages permitted if nothing is in the reference zone).
: refers to paragraph 5.3.7 (special provision for the upper deck of a vehicle).

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L 109/40
EN
Official Journal of the European Union
28.4.2011
Appendix
LOCATION OF LOWER ANCHORAGES — ANGLE REQUIREMENTS ONLY
Seat
M 1
Other than M 1
buckle side (α 2 ) 45°
–
80° 30°
–
80°
other than buckle side (α 1 ) 30°
–
80° 30°
–
80°
angle constant 50°
–
70° 50°
–
70°
Front (*)
bench — buckle side (α 2 ) 45°
–
80° 20°
–
80°
bench — other than buckle side (α 1 ) 30°
–
80° 20°
–
80°
adjustable seat with seat back angle
45° – 80° (α 2 ) (*)
20° – 80°
< 20°
20° – 80° (α 1 ) (*)
Rear ≠
30° – 80° 20°
–
80°
Ψ
No belt anchorage required.
Folding
If anchorage fitted: see angle requirements Front and Rear.
Notes:
≠: outboard and centre.
(*) if angle is not constant see paragraph 5.4.2.1.
Ψ: 45° – 90° in the case of seats on M 2 and M 3 vehicles.

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EN
28.4.2011 Official
Journal
of
the
European
Union L
109/41
ANNEX 7
DYNAMIC TEST AS AN ALTERNATIVE TO THE SAFETY-BELT ANCHORAGES STATIC STRENGTH TEST
1. SCOPE
This Annex describes a dynamic sled test that can be performed as an alternative to the safety-belt anchorages
static strength test prescribed in paragraphs 6.3 and 6.4 of this Regulation.
This alternative can apply at the request of the car manufacturer in the case of a group of seats where all the
seating positions are equipped with 3-point safety-belts to which thorax load limiter functions are associated and
when the group of seats additionally comprises a seating position for which the upper safety-belt anchorage is
located on the seat structure.
2. PRESCRIPTIONS
2.1.
In the dynamic test prescribed in paragraph 3 of this Annex, there shall be no rupture of any anchorage or
surrounding area. A programmed rupture necessary for the functioning of the load limiter device is however
permitted.
The minimum spacings for the effective lower anchorages specified in paragraph 5.4.2.5 of this Regulation, and
the requirements for the effective upper anchorages specified in paragraph 5.4.3.6 of this Regulation and, when
applicable, completed by the following paragraph 2.1.1, shall be respected.
2.1.1. For
vehicles
of
category
M 1 of a total permissible mass not exceeding 2,5 tonnes, the upper safety-belt
anchorage, if attached to the seat structure, shall not be displaced forward of a transverse plane passing
through the R point and point C of the seat in question (see figure 1 of Annex 3 to this Regulation).
For vehicles other than mentioned above, the upper safety-belt anchorage shall not be displaced forward of a
transverse plane inclined 10° in forward direction and passing through the R point of the seat.
2.2.
In vehicles where such devices are used, the displacement and locking devices enabling the occupants of all seats
to leave the vehicle must still be operable by hand after the test.
2.3.
The vehicle owner’s manual shall include indications that each safety-belt shall only be replaced by an approved
safety-belt for the considered seating position in the vehicle, and shall in particular identify those seating
positions which may only be fitted with an appropriate safety-belt equipped with a load limiter.
3. DYNAMIC
TEST
CONDITIONS
3.1. General
conditions
The general conditions described in paragraph 6.1 of this Regulation apply to the test described in this Annex.
3.2. Installation
and
preparation
3.2.1. Sled
The sled must be so constructed that no permanent deformation appears after the test. It must be so guided that,
during the impact phase, the deviation does not exceed 5° in the vertical plane and 2° in the horizontal plane.
3.2.2. Securing
of
the
vehicle
structure
The part of the vehicle structure considered essential for the vehicle rigidity regarding the seat anchorages and the
safety-belt anchorages shall be secured on the sled, according to the disposals described in paragraph 6.2 of this
Regulation.
3.2.3. Restraint
systems
3.2.3.1. The restraint systems (the complete seats, the safety-belt assemblies and the load limiter devices) shall be
mounted on the vehicle structure according to the series production vehicle specifications.
The vehicle environment facing the tested seat (dashboard, seat, etc., depending on the tested seat) can be
mounted on the test sled. If there were a frontal airbag, it has to be deactivated.

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L 109/42
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Official Journal of the European Union
28.4.2011
3.2.3.2. At the request of the car manufacturer and in agreement with the technical service in charge of the tests, some
components of the restraint systems other than the complete seats, the safety-belt assemblies and the load limiter
devices, may not be mounted on the test sled or may be replaced by components having equivalent or lower
stiffness and whose dimensions are comprised in the vehicle interior fittings dimensions, provided that the tested
configuration is at least as unfavourable as the series configuration regarding the forces applying to the seat and
safety-belt anchorages.
3.2.3.3. The seats shall be adjusted as required in paragraph 6.1.2 of this Regulation, in the position for use chosen by
the technical service in charge of the tests as the one giving the most adverse conditions regarding the
anchorages strength and compatible with the installation of the dummies in the vehicle.
3.2.4. Dummies
A dummy whose dimensions and mass are defined in Annex 8 shall be positioned on each seat and restrained
by the safety-belt provided in the vehicle.
No dummy instrumentation is required.
3.3. Test
3.3.1. The sled shall be so propelled that, during the test, its speed variation is 50 km/h. The sled deceleration shall be
within the corridor specified in Annex 8 of Regulation No 16.
3.3.2. If
applicable,
the
activation
of
additional
restraining
devices
(preloading
devices,
etc.,
except
airbags)
is
triggered
according to the car manufacturer’s indications.
3.3.3. It shall be checked that the safety-belt anchorages’ displacement does not exceed the limits specified in
paragraphs 2.1 and 2.1.1 of this Annex.

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EN
28.4.2011 Official
Journal
of
the
European
Union L
109/43
ANNEX 8
DUMMY SPECIFICATIONS (*)
Mass 97,5
±
5
kg
Erect sitting height
965 mm
Hip breadth (sitting)
415 mm
Hip circumference (sitting)
1 200 mm
Waist circumference (sitting)
1 080 mm
Chest depth
265 mm
Chest circumference
1 130 mm
Shoulder height
680 mm
Tolerance on all length dimensions
± 5 per cent
Remark: A sketch explaining the dimensions is given in the figure below.
(*) Devices described in the Australian Design Rule (ADR) 4/03 and Federal Motor Vehicle Safety Standard (FMVSS) No. 208 are
considered equivalent.

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L 109/44
EN
Official Journal of the European Union
28.4.2011
ANNEX 9
ISOFIX ANCHORAGES SYSTEMS AND ISOFIX TOP-TETHER ANCHORAGES
Figure 1
Static force application device (SFAD), isometric views

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EN
28.4.2011 Official
Journal
of
the
European
Union L
109/45
Figure 2
Static force application device (SFAD), dimensions
Dimensions are in millimetres
Key:
1. Top-tether attachment point.
2. Pivot attachment for stiffness testing as described below.
Stiffness of SFAD: When attached to rigid anchorage bar(s) with the front cross member of the SFAD supported by a rigid
bar that is held at the centre by a longitudinal pivot 25 mm below the SFAD base (to allow bending and twisting of the
SFAD base) the movement of point X shall not be greater than 2 mm in any direction when forces are applied in
accordance with table No 1 of paragraph 6.6.4 of this Regulation. Any deformation of the Isofix anchorages system shall
be excluded from the measurements.

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L 109/46
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Official Journal of the European Union
28.4.2011
Figure 3
ISOFIX top-tether connector (hook type) dimensions
Dimensions are in millimetres
Figure 4
Distance between both low anchorage zones

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EN
28.4.2011 Official
Journal
of
the
European
Union L
109/47
Figure 5
Two dimensions template
Note: Dimensions are in millimetres

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L 109/48
EN
Official Journal of the European Union
28.4.2011
Figure 6
ISOFIX top-tether anchorage location, ISOFIX zone — side view
Dimensions are in millimetres
1. Back angle
2. Intersection of torso line reference plane and floor pan
3. Torso line reference plane
4. H-point
5. ‘V’ point
6. ‘R’ point
7. ‘W’ point
8. Vertical longitudinal plane
9. Strap wrap-around length from ‘V’ point: 250 mm
10. Strap wrap-around length from ‘W’ point: 200 mm
11. ‘M’ plane cross-section
12. ‘R’ plane cross-section
13. Line represents the vehicle specific floor pan surface within the prescribed zone
Note 1: Portion of top-tether anchorage that is designed to bind with the top-tether hook to be located within shaded
zone.
Note 2: ‘R’ point: Shoulder reference point.
Note 3: ‘V’ point: V-reference point, 350 mm vertically above and 175 mm horizontally back from H-point.
Note 4: ‘W’ point: W-reference point, 50 mm vertically below and 50 mm horizontally back from ‘R’ point.
Note 5: ‘M’ Plane: M-reference plane, 1 000 mm horizontally back from ‘R’ point.
Note 6: The forward-most surfaces of the zone are generated by sweeping the two wraparound lines throughout their
extended range in the front part of the zone. The wraparound lines represent the minimum adjusted length of
typical top-tether straps extending from either the top of the CRS (W-point) or lower on the back of the CRS (V-
point).

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EN
28.4.2011 Official
Journal
of
the
European
Union L
109/49
Figure 7
Isofix top-tether anchorage location, Isofix zone — enlarged side view of wrap-around area
Dimensions are in millimetres
1. ‘V’ point
2. ‘R’ point
3. ‘W’ point
4. Strap wrap-around length from ‘V’ point: 250 mm
5. Vertical longitudinal plane
6. Strap wrap-around length from ‘W’ point: 200 mm
7. Arcs created by wrap-around lengths
8. H-point
Note 1: Portion of top-tether anchorage that is designed to bind with the top-tether hook to be located within shaded
zone.
Note 2: ‘R’ point: Shoulder reference point.
Note 3: ‘V’ point: V-reference point, 350 mm vertically above and 175 mm horizontally back from H-point.
Note 4: ‘W’ point: W-reference point, 50 mm vertically below and 50 mm horizontally back from ‘R’ point.
Note 5: ‘M’ plane: M-reference plane, 1 000 mm horizontally back from ‘R’ point.
Note 6: The forward-most surfaces of the zone are generated by sweeping the two wraparound lines throughout their
extended range in the front part of the zone. The wraparound lines represent the minimum adjusted length of
typical top-tether straps extending from either the top of the CRS (W-point) or lower on the back of the CRS (V-
point).

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L 109/50
EN
Official Journal of the European Union
28.4.2011
Figure 8
ISOFIX top-tether anchorage location, ISOFIX zone — plan view
(R-plane cross section)
Dimensions are in millimetres
1. Median plane
2. ‘V’ point
3. ‘R’ point
4. ‘W’ point
5. Vertical longitudinal plane
Note 1: Portion of top-tether anchorage that is designed to bind with the top-tether hook to be located within shaded
zone.
Note 2: ‘R’ point: Shoulder reference point.
Note 3: ‘V’ point: V-reference point, 350 mm vertically above and 175 mm horizontally back from H-point.
Note 4: ‘W’ point: W-reference point, 50 mm vertically below and 50 mm horizontally back from ‘R’ point.

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EN
28.4.2011 Official
Journal
of
the
European
Union L
109/51
Figure 9
ISOFIX top-tether anchorage location, ISOFIX zone — front view
1. ‘V’ point
2. ‘W’ point
3. ‘R’ point
4. Median plane
5. Area view along torso reference plane
Note 1: Portion of top-tether anchorage that is designed to bind with the top-tether hook to be located within shaded
zone.
Note 2: ‘R’ point: Shoulder reference point.
Note 3: ‘V’ Point: V-reference point, 350 mm vertically above and 175 mm horizontally back from H-point.
Note 4: ‘W’ point: W-reference point, 50 mm vertically below and 50 mm horizontally back from ‘R’ point.

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L 109/52
EN
Official Journal of the European Union
28.4.2011
Figure 10
ISOFIX top-tether anchorage location, ISOFIX zone — three-dimensional schematic view
1. H-point
2. ‘V’ point
3. ‘W’ point
4. ‘R’ point
5. 45° plane
6. ‘R’ plane cross-section
7. Floor pan surface
8. Front edge of zone
Note 1: Portion of top-tether anchorage that is designed to bind with the top-tether hook to be located within shaded
zone.
Note 2: ‘R’ point: Shoulder reference point.

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EN
28.4.2011 Official
Journal
of
the
European
Union L
109/53
Figure 11
Alternative method of locating the top-tether anchorage using the ‘ISO/F2’ (B) fixture, Isofix zone — side, top
and rear views
Dimensions are in millimetres
1. ‘ISO/F2’ (B) fixture horizontal face
2. ‘ISO/F2’ (B) fixture rear face
3. horizontal line tangent to top of seat back (last rigid point of a hardness greater than 50 Shore A)
4. intersection between 2 and 3
5. tether reference point
6. ‘ISO/F2’ (B) fixture centreline
7. top-tether strap
8. limits of anchorage zone
Figure 12
ISOFIX low anchorage symbol
Notes:
1. Drawing not to scale.
2. Symbol may be shown in mirror image.
3. Colour of the symbol at choice of manufacturer.

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L 109/54
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Official Journal of the European Union
28.4.2011
Figure 13
Symbol used to identify the location of a top-tether anchorage that is under a cover
Notes:
1. Dimensions in mm
2. Drawing not to scale
3. The symbol shall be clearly visible either by means of contrast colours or by adequate relief if it is moulded or
embossed.

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