FEDERAL REG

Regulations Amending the Motor Vehicle Safety Regulations (Interpretation and Standards 108 and 108.1)

PROPOSED FEDERAL REGULATION - VIA PART I OF THE GAZETTE

Proposed
February 27, 2016


REGULATORY IMPACT ANALYSIS STATEMENT (This statement is not part of the Regulations.) Issues Vehicle lighting is a very important safety issue. To provide a safe driving environment for all road users, drivers must be able to see the road, other road users and road hazards, and their vehicles must be visible to other drivers and pedestrians at night as well as during the day. The current Canadian... (Click for more)


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Published on February 27, 2016

Bill Summary

Regulations Amending the Motor Vehicle Safety Regulations (Interpretation and Standards 108 and 108.1)

REGULATORY IMPACT ANALYSIS STATEMENT (This statement is not part of the Regulations.) Issues Vehicle lighting is a very important safety issue. To provide a safe driving environment for all road users, drivers must be able to see the road, other road users and road hazards, and their vehicles must be visible to other drivers and pedestrians at night as well as during the day. The current Canadian regulation is out of date and is no longer in alignment with the corresponding United States regulation, which was revised in 2012. Moreover, as Canada was the first country in the world to require daytime running lights, the 25-year-old provisions regarding this feature must be updated to reflect the acquired experience and evolution in motor vehicle technology. Also, as the United Nations introduced mandatory daytime running lights on all new vehicles and allowance for new technology for road illumination, there is a need to consider better alignment of Canadian regulatory provisions with those of the United States and international rules. Background Section 108 of the Motor Vehicle Safety Regulations (the Canadian safety standard) regarding lighting and light-signalling devices incorporates by reference Technical Standards Document No. 108, which reproduces an out-of-date United States Federal Motor Vehicle Safety Standard No. 108 (the United States safety standard) on the same subject. In addition to these requirements that were aligned with the United States safety standard, the current Canadian safety standard includes specific provisions for classes of vehicles, such as three-wheeled vehicles and motor tricycles, that are unique to Canada. The United States safety standard has been updated and revised and thus is no longer the same as the version incorporated into the Canadian safety standard. The goal of the United States revision was to improve the organization of the standard without significantly changing the requirements. Nevertheless, the new United States document is fundamentally different from its predecessor. It includes new text that represents legal interpretations of the previous regulatory provisions, and many sections of the referenced North American industry standards, developed by the Society of Automotive Engineers, have been incorporated into the regulatory text. Canada’s policy to pursue motor vehicle regulations that are aligned with the United States is designed to reduce trade barriers within North America. It assists the Government in achieving the mutual goals of the three North American Free Trade Agreement (NAFTA) nations; these goals include encouraging compatibility of regulations and eliminating redundant testing. The United States National Highway Traffic Safety Administration (NHTS) and Transport Canada cooperate in finding ways to prevent or reduce regulatory barriers to cross-border trade, while recognizing each country’s right to address specific safety needs. Objectives The proposed amendment would enhance safety for Canadian road users by introducing specific requirements regarding the installation, performance and switching of daytime running lights and night-time lights and by providing improved conspicuity for three-wheeled vehicles and motor-tricycles. The proposed amendment would also enhance the level of alignment with the revised United States safety standard. Updating the Canadian requirements will maintain the alignment of basic lighting requirements with the United States safety standard and the North American industry standards developed by the Society of Automotive Engineers. Finally, this publication solicits comments on potential allowance of new technology headlamps described in the United Nations regulations. Description Amendments are proposed to sections 2 and 108 of the Motor Vehicle Safety Regulations. This amendment would remove several definitions in section 2, “Interpretations,” of the Motor Vehicle Safety Regulations, as the same terms are defined in Technical Standards Document No. 108. Other definitions would be added in respect of expressions used in the text of amended section 108. It is also proposed that section 108.1, “Alternative Requirements for Headlamps,” be repealed and the requirements be updated and rolled into Canadian safety standard 108. The proposed Regulations incorporate by reference the new Technical Standards Document that reproduces the latest United States safety standard with adaptations where necessary to reflect specific Canadian requirements. As fog lamps are designed to be used in case of decreased visibility caused by fog or other airborne obstructions (such as dust, rain or snow), the Canadian safety standard would continue to be aligned with the United Nations regulations and would require activation of tail lamps, parking lamps, licence plate lamps and side marker lamps when front or rear fog lamps are activated by the driver. This increases vehicle conspicuity and helps prevent collisions under adverse weather conditions when fog lamps may be in use. Moreover, section 108 would continue to require that front fog lamps and auxiliary road illumination devices be vertically adjustable to allow proper aiming. The proposed amendment would also align with the United States safety standard that prohibits the use of front fog lamps as daytime running lights. As front fog lamps do not provide light above the horizontal level of the lamp, they may not draw sufficient attention to the vehicle in traffic during daytime operation. As some manufacturers have noted that they presently use front fog lamps as daytime running lights on certain vehicle models, manufacturers will be provided time to redesign their vehicle lighting systems to meet the new requirements. Finally, with regard to fog lamps, this proposal includes the mandatory deactivation of daytime running lamps when front fog lamps are switched on. Daytime running lights project light upward, causing feedback glare to the driver when driving in fog. Thus, this proposal would add the requirement for the daytime running lights to be deactivated once the front fog lamps are switched on by the driver. Furthermore, it is proposed to clarify current requirements regarding lighting and light-signalling devices installed on motor tricycles and three-wheeled vehicles. The current Canadian safety standard requires that these vehicles be equipped with specified lighting and lightsignalling devices arranged in the same way, as these devices would be installed on a passenger vehicle. The intent is to help ensure that the width of a motor tricycle or a three-wheeled vehicle is clearly marked and recognizable by drivers approaching from the front or rear. The proposed amendment would add the requirement for certain motor tricycles and three-wheeled vehicles to have additional reflex reflectors to clearly identify their overall width. With regard to motorcycles and the vertical arrangement of upper and lower beam headlamps, the proposed amendment would remove the North American unique requirement of mounting the headlamp upper beam below the lower beam. This would permit motorcycle manufacturers to install the lower beam closer to the road to reduce glare to other drivers and to mount upper beams higher for better road illumination. Moreover, the amendment would allow motorcycle manufacturers to use dedicated daytime running lamps instead of mandatory daytime headlamps. Use of a dedicated daytime running lamp may provide better visibility of a motorcycle during daylight conditions. This proposal addresses a safety concern that has been voiced by the Canadian public and international government experts: vehicles are frequently operated at dusk, in tunnels, or under bad weather conditions without their headlamps, tail lamps and side marker lamps activated. This situation is a result of an increasing number of vehicles being equipped with instrument panels (dashboards) that are illuminated at all times. Drivers, seeing an illuminated instrument panel, assume that other lights of the vehicle are also switched on. Consequently, this proposal includes the requirement for vehicles equipped with an instrument panel that is illuminated whenever the vehicle is in operation, to have the tail lamps activated together with the daytime running lamps or to have headlamps, tail lamps and side marker lamps activate automatically under specified low ambient light conditions. Alternatively, vehicles designed with an instrument panel that is not illuminated unless the headlamps, tail lamps and side marker lamps are switched on would not need to meet this requirement. It is proposed that the present requirement describing voltage manipulation that allows incandescent bulbs to provide a reduced intensity lower beam be replaced by lamp performance requirements, thus allowing new technology light sources to provide a daytime running light function. Moreover, the proposed amendment would allow manufacturers to use daytime running lamps conforming to the new Society of Automotive Engineers standard reflecting the same requirements as the United States standard and the United Nations regulation. In addition, in response to requests from stakeholders, vehicle manufacturers would be allowed to provide a manual switch for deactivation of daytime running lights for up to a maximum of 100 m of vehicle travel. After the 100 m of travel, the daytime running lights would reactivate. This option would permit individuals, such as police officers, to switch daytime running lights off when parked or travelling for a short distance. As part of this proposed amendment, current section 108.1 of the Motor Vehicle Safety Regulations would be amalgamated with updated section 108. Section 108.1 currently allows the use of headlamp systems conforming to the United Nations regulations as an alternative to the headlamps required by the Canadian safety standard. It is proposed that the content of the current provisions of section 108.1 be revised and moved to the new Canadian safety standard 108. Although several of the United Nations regulations prescribe headlamps, which are manufactured and type-approved only as replacement headlamps for older vehicles, that use obsolete technology, the Department will, at this time, retain them as allowed alternatives to the Canadian requirements until a full evaluation of all United Nation regulations regarding headlamps has been completed. “One-for-One” Rule The “One-for-One” Rule does not apply to this proposal, as there is no change in administrative costs to business. Small business lens The small business lens does not apply to this proposal, as there are no costs to small business. Consultation Transport Canada periodically issues its Regulatory Plan, which describes planned regulatory initiatives and changes to the Motor Vehicle Safety Regulations. This Plan is distributed to stakeholders (automotive industry, public safety organizations, and interested members of the general public). Stakeholders have the opportunity to comment on these initiatives by letter or email. Transport Canada also consults regularly, in face-to-face meetings or teleconferences, with the automotive industry, public safety organizations, the provinces, and the territories. Transport Canada officials participate in meetings with industry technical committees. In the case of vehicle lighting and light signalling issues, Transport Canada meets with the Lighting Committee of the Society of Automotive Engineers. Standards and recommended practices developed by this group are often referred to or adopted into the text of government regulations. In addition, Transport Canada meets regularly with the federal authorities of other countries. Transport Canada and the United States Department of Transportation hold semi-annual meetings to discuss problems of mutual interest and planned regulatory changes. Moreover, Transport Canada officials participate in and support the development of Global Technical Regulations that are developed by the working parties formed under the auspices of the United Nations World Forum for the Harmonization of Vehicle Regulations. In the case of this regulatory initiative, Transport Canada announced a proposed update of the Canadian safety standard regarding lighting and light signalling devices and a future revision of the referred Technical Standards Document, in its Regulatory Plan distributed to Canadian stakeholders. Numerous meetings were held with vehicle manufacturers and their representative organizations, where the details of the planned changes to the regulatory requirements were discussed. Furthermore, several discussion drafts of the proposed regulatory amendments were distributed to industry associations. Specifically, Transport Canada held teleconferences and several face-to-face meetings with the Truck Manufacturers Association, the Canadian Vehicle Manufacturers’ Association, the Motorcycle & Moped Industry Council and the Global Automakers of Canada. Many vehicle manufacturers are supportive of this initiative, as it would again align the Canadian safety standard with the United States safety standard and North American industry standards . Many manufacturers are in support of the general requirements related to improving visibility when fog lamps are used, eliminating the optional use of front fog lamps as daytime running lights, and improving the visibility of vehicles during low ambient light conditions by the automatic activation of night-time lights or other optional means. Some manufacturers have expressed concern with a few of the Canadian-specific requirements, noting that the proposal is not fully aligned with the United States requirements. They were informed that any new requirement will be compatible with the United States safety standards. While some allowances (such as allowing the upper beam over the lower beam on motorcycles) are not aligned with the United States requirements, they would not hinder Canadians travelling in the United States. Over the last decade, the United Nations Working Party on Lighting and Light-Signalling worked on regulatory provisions allowing headlamp systems that use advanced lighting technologies, which employ more than one light source or such features as shutters to alter the light produced by the headlamp. New United Nations Regulation 123 and United Nations Regulation 48 regarding installation describe the “adaptive forward-illumination system” (AFS) that is designed to provide road illumination in relation to vehicle speed, weather conditions, ambient light and road geometry and characteristics (city, suburban, country, divided or undivided highway, etc.). United Nations Regulation 48 also allows the “adaptive driving beam,” which adjusts the light intensity in relation to the traffic situation. Parts of the otherwise upper beam pattern are switched off in the direction of oncoming or preceding traffic to help control glare to the other drivers. Consequently, the driver has a full complement of upper beam road illumination, and the preceding and oncoming drivers are exposed only to the light equivalent to or lower than the lower beam intensity. The Lighting Committee of the Society of Automotive Engineers has also been working on the development of an industry standard regarding the adaptive driving beam. While all manufacturers have expressed support for the principle of regulatory alignment with the United States, many have noted concern that rigid alignment only with the United States reduces consumer choice in the area of new lighting technologies described in the previous paragraph. These manufacturers support the fact that Canada allows new lighting technologies even though some may be currently not permitted on vehicles sold in the United States. In response to these manufacturers’ suggestion, Transport Canada will consider their request for allowance of new technology lamps on vehicles to be sold in Canada. Therefore, as part of this prepublication, Transport Canada is soliciting comments from stakeholders regarding updating the Canadian safety standard to allow these new lighting technologies. Comments must include substantiating evidence to support a stakeholder’s position. Based on comments received and the Department’s review and evaluation of these systems, a decision will be made on whether to permit road illumination devices employing new technologies on Canadian vehicles. If permitted, this allowance would be published as part of the final amendment in the Canada Gazette, Part II. During the development of this proposed regulatory amendment, manufacturers requested lead time to help them adjust their new vehicle designs. Therefore, a lead time would be allowed before new vehicles are expected to comply with the specified new requirements. Rationale This regulatory initiative is intended to improve road safety in Canada. The proposed Canadian safety standard would continue to refer to the Technical Standards Document, which substantially reproduces the United States safety standard. It would also continue the current allowance for conventional vehicle headlamps conforming to the United Nations Regulations. This proposal includes new requirements to help ensure an appropriate level of vehicle lighting when ambient light levels are low, specifically the requirement for vehicles operating with their instrument panels illuminated at all times to have their tail lamps activated together with daytime running lights or to have their headlamps, tail lamps and side marker lamps automatically activated under low ambient light conditions. The alternative would be to have a dark instrument panel that would signal to the driver that the headlamps, tail lamps and side marker lamps are not on. This proposed requirement is important as many drivers are now operating their vehicle in low ambient light conditions with no tail lamps, no side marker lights and with reduced front visibility created by lower intensity daytime running lamps. Many Canadians have written to the Government noting this rising concern. As this proposal includes different options, some of them already implemented on many vehicle models, vehicle manufacturers will be able to choose the option that best suits them. This proposal maintains the requirement for daytime running lights. The daytime running light provisions are updated to be aligned with the voluntary North American industry standard and are fully compatible with the requirements of the United States safety standard. International trade is further supported, as the new proposed Canadian requirements regarding daytime running lights, fog lamp and headlamp switching and the continued allowance for alternative conventional headlamp systems, facilitate the importation of vehicles conforming to United Nations regulations. Finally, allowing flexibility in motorcycle headlamp design and allowing the use of dedicated daytime running lights in lieu of headlamps may have a positive impact on the safety of motorcycle riders. The new requirement for better identification of three-wheeled vehicles and motor tricycles would enhance their visibility and consequently improve safety on Canadian roads. Implementation, enforcement and service standards Motor vehicle manufacturers and importers are responsible for ensuring compliance with the requirements of the Motor Vehicle Safety Act and its regulations. The Department of Transport monitors the self-certification programs of manufacturers and importers by reviewing their test documentation, inspecting vehicles, and testing vehicles obtained in the open market. In addition, when a manufacturer or importer identifies a defect in a vehicle or equipment, it must issue a Notice of Defect to the owners and to the Minister of Transport. Any person or company that contravenes a provision of the Motor Vehicle Safety Act or its regulations is guilty of an offence, and liable to the applicable penalty set out in the Act. It is proposed that these amendments come into force on publication in the Canada Gazette, Part II. However, for a period of one year after these amendments come into force, a vehicle may comply with the previous version of the Regulations. It is also proposed that vehicles to which the proposed amendments would apply be required to fully comply if manufactured on or after September 1, 2019. This would provide adequate lead time for manufacturers to modify any unique Canadian market models not already complying with Federal Motor Vehicle Safety Standard No. 108. Contact Marcin Gorzkowski, P.Eng. Senior Regulatory Development Engineer Motor Vehicle Safety Directorate Transport Canada 330 Sparks Street Ottawa, Ontario K1A 0N5 Please note: It is important that your submission be provided to the attention of the contact person noted above before the closing date. Submissions not sent directly to the person noted may not be considered as part of this regulatory proposal. Individual responses to your submission will not be provided by Transport Canada. Any subsequent final regulation that is published in the Canada Gazette, Part II, will contain any changes that are made, along with a summary of the relevant comments received. Please indicate in your submission if you do not wish to be identified or if you do not wish to have your comments published in the Canada Gazette, Part II. Please note that the proposed amendment refers to revision 6 of Technical Standards Document No. 108. An advance copy of this document may be obtained on the Internet at http://www.tc.gc.ca/eng/acts-regulations/regulations-crc-c1038.htm. PROPOSED REGULATORY TEXT Notice is given that the Governor in Council, pursuant to subsections 5(1) (see footnote a) and 11(1) (see footnote b) of the Motor Vehicle Safety Act (see footnote c), proposes to make the annexed Regulations Amending the Motor Vehicle Safety Regulations (Interpretation and Standards 108 and 108.1). Interested persons may make representations with respect to the proposed Regulations within 75 days after the date of publication of this notice. All such representations must be in writing and cite the Canada Gazette, Part I, and the date of publication of this notice, and be sent to Marcin Gorzkowski, P.Eng., Senior Regulatory Development Engineer, Motor Vehicle Safety, Department of Transport, 11th Floor, 330 Sparks Street, Ottawa, Ontario K1A 0N5 (email: [email protected]). Ottawa, February 18, 2016 Jurica Čapkun Assistant Clerk of the Privy Council Regulations Amending the Motor Vehicle Safety Regulations (Interpretation and Standards 108 and 108.1) Amendments 1 (1) The definitions H-V axis, headlamp assembly, optically combined lamps and sealed beam headlamp in subsection 2(1) of the Motor Vehicle Safety Regulations (see footnote 1) are repealed. (2) The definitions daytime running lamp, headlamp and overall width in subsection 2(1) of the Regulations are replaced by the following: daytime running lamp means a lamp that produces a steady-burning light signal intended to improve the visibility of a vehicle from the front and front sides; (feu de jour) headlamp means a lighting device that produces an upper beam, a lower beam, or both; (projecteur) overall width means, except for the purposes of section 104 of Schedule IV, the widest part of a vehicle with the doors and windows closed and the wheels in the straight-ahead position, exclusive of signal lamps, marker lamps, outside rearview mirrors, flexible fender extensions and mud flaps; (largeur hors tout) (3) Subsection 2(1) of the Regulations is amended by adding the following in alphabetical order: lower beam means a beam intended to illuminate the road and its environs ahead of a vehicle when the vehicle is meeting or closely following another vehicle; (faisceau de croisement) reflex reflector means a device on a vehicle intended to indicate the position and dimensions of the vehicle to the driver of an approaching vehicle using light reflected from the lamps of the approaching vehicle; (cataphote) upper beam means a beam intended primarily for distance illumination ahead of a vehicle when the vehicle is not meeting or closely following another vehicle; (faisceau de route) 2 The portion of item 108 in Schedule III of the Regulations in column II of is replaced the following: This table presents the modifications to the portion of item 108 in Schedule III of the Regulations in column II. Column I Item (CMVSS) Column II Description 108 Lighting System and Reflective Devices 3 Item 108.1 of Schedule III to the Regulations is repealed. 4 Section 108 of Part II of Schedule IV to the Regulations and the headings before it are replaced by the following: Lighting System and Reflective Devices (Standard 108) Passenger Cars, Multi-purpose Passenger Vehicles, Trucks, Trailers and Buses 108 (1) Every passenger car, multi-purpose passenger vehicle, truck, trailer and bus shall conform to Technical Standards Document No. 108, Lamps, Reflective Devices and Associated Components (TSD 108), as amended from time to time, except that the following provisions and texts in TSD 108 do not apply: (a) S6.1.1.4 (Daytime Running Lamps), S6.5.1 (DOT Marking), S6.5.2 (Daytime Running Lamp Marking), S6.5.3.1 (Trademark), S6.5.3.4.1.1 (Headlamp Marking Exception), S7.10 (Daytime Running Lamps) and S14.2.4 (Daytime Running Lamp (DRL) Photometry Measurements); and (b) the texts relating to daytime running lamps in tables I-a and III. Three-wheeled Vehicles (2) Every three-wheeled vehicle shall be equipped with lamps, reflex reflectors and associated components as required under subsection (1) for passenger cars, and (a) if an outermost parking lamp is installed more than 400 mm from the nearest of the two outer edges of the vehicle that are used to determine the overall width of the vehicle, with a white forward-facing reflex reflector that is installed not more than 400 mm from that edge to indicate the width of the vehicle; and (b) if an outermost tail lamp or outermost rear reflex reflector is installed more than 400 mm from the nearest of the two outer edges of the vehicle that are used to determine the overall width of the vehicle, with a red rearward-facing reflex reflector that is installed not more than 400 mm from that edge to indicate the width of the vehicle. Alternative Headlamps for Passenger Cars, Three-wheeled Vehicles, Multi-purpose Passenger Vehicles, Trucks and Buses (3) Instead of being equipped with headlamps as required under subsection (1) or (2), as the case may be, passenger cars, three-wheeled vehicles, multi-purpose passenger vehicles, buses and trucks may be equipped with headlamps that meet the following requirements: (a) they conform to (i) ECE Regulation No. 8, Uniform Provisions Concerning the Approval of Motor Vehicle Headlamps Emitting an Asymmetrical Passing Beam or a Driving Beam or Both and Equipped with Halogen Filament Lamps (H1, H2, H3, HB3, HB4, H7, H8, H9, HIR1, HIR2 and/or H11), as amended from time to time, (ii) ECE Regulation No. 20, Uniform Provisions Concerning the Approval of Motor Vehicle Headlamps Emitting an Asymmetrical Passing Beam or a Driving Beam or Both and Equipped with Halogen Filament Lamps (H4 Lamps), as amended from time to time, (iii) ECE Regulation No. 31, Uniform Provisions Concerning the Approval of Power-Driven Vehicle’s Halogen Sealed-beam Headlamps (HSB) Emitting a European Asymmetrical Passing Beam or a Driving Beam or Both, as amended from time to time, (iv) ECE Regulation No. 98, Uniform Provisions Concerning the Approval of Motor Vehicle Headlamps Equipped with Gas-discharge Light Sources, as amended from time to time, or (v) ECE Regulation No. 112, Uniform Provisions Concerning the Approval of Motor Vehicle Headlamps Emitting an Asymmetrical Passing-beam or a Driving-beam or Both and Equipped with Filament Lamps and/or light-emitting diode (LED) modules, as amended from time to time; (b) they are installed on the vehicle in such a manner as to produce only a beam pattern for right-hand traffic, and, if the vehicle is fitted with a mechanism that allows the headlamps to produce a beam pattern for left-hand traffic, that mechanism is inoperative; and (c) they conform, as applicable, to the physical tests referred to in the following paragraphs of TSD 108: (i) S10.13.4, (ii) S10.14.7, and (iii) S10.15.7. (4) For the purposes of subsection (3), the following requirements of the ECE Regulations referred to in that subsection do not apply: (a) any requirements respecting the type-approval process; (b) any requirements respecting the marking of type-approved headlamps; and (c) any requirements respecting (i) the conformity of production of type-approved headlamps, (ii) the penalties for non-conformity of production, and (iii) the modification of a headlamp type and extension of approval. Motorcycles other than Motor Tricycles (5) Every motorcycle other than a motor tricycle shall conform to TSD 108, except that (a) the following provisions in TSD 108 and text do not apply: (i) S6.1.3.5.1 (Vertical Headlamp Arrangement), S6.5.1 (DOT Marking), S6.5.2 (Daytime Running Lamp Marking), S6.5.3.1 (Trademark), S6.5.3.4.1.1 (Headlamp Marking Exception), S7.10 (Daytime Running Lamps) and S14.2.4 (Daytime Running Lamp (DRL) Photometry Measurement), and (ii) the text relating to turn signal lamps setting out exceptions for motor driven cycles, in the column entitled “Number and color” of Table I-c; (b) despite S10.17(a) of TSD 108, if more than one lamp is mounted vertically, the lower beam does not have to be mounted as high as practicable; (c) despite S10.17.1.1.2 and S10.17.1.3.1 of TSD 108, if the headlamps are mounted on the vertical centreline of the motorcycle, the upper beam headlamp may be higher than the lower beam headlamp; and (d) despite S10.18 of TSD 108, S10.18.1 of TSD 108 applies, except that “both vertical and horizontal aim” shall be read as “the vertical aim”. Motor Tricycles (6) Every motor tricycle shall conform to TSD 108, except that (a) the following provisions and text of TSD 108 do not apply: (i) S6.1.3.5.1 (Vertical Headlamp Arrangement), S6.5.1 (DOT Marking), S6.5.2 (Daytime Running Lamp Marking), S6.5.3.1 (Trademark), S6.5.3.4.1.1 (Headlamp Marking Exception), S7.10 (Daytime Running Lamps), S10.17.1.2.2 (Distance Between Headlamps) and S14.2.4 (Daytime Running Lamp (DRL) Photometry Measurement), and (ii) the text relating to turn signal lamps setting out exceptions for motor driven cycles, in the column entitled “Number and color” of Table I-c; (b) despite S10.17(a) of TSD 108, when more than one lamp is mounted vertically, the lower beam does not have to be mounted as high as practicable; (c) despite S10.17.1.1.2 and S10.17.1.3.1 of TSD 108, if the headlamps are mounted on the vertical centerline of the motor tricycle, the upper beam headlamp may be higher than the lower beam headlamp; (d) despite S10.18 of TSD 108, S10.18.1 of TSD 108 applies, except that “both vertical and horizontal aim” shall be read as “the vertical aim”; (e) despite S6.1.1 and S6.1.3.1 and Table I-c of TSD 108, a motor tricycle shall be equipped with tail lamps, stop lamps and reflex reflectors in the number and at the mounting locations specified in Table I-a of TSD 108 for passenger cars; and (f) instead of being equipped with headlamps as specified in S6.1 and Table I-c of TSD 108, a motor tricycle may be equipped with lower beam headlamps and upper beam headlamps as specified in S6.1 and Table I-a of TSD 108 for passenger cars. (7) In addition to being equipped with reflex reflectors and lamps as specified in S6.1 and Table I-c of TSD 108, a motor tricycle shall be (a) equipped with parking lamps as specified in S6.1 and Table I-a of TSD 108 for passenger cars; (b) if an outermost parking lamp is installed more than 400 mm from the nearest of the two outer edges of the motor tricycle that are used to determine the overall width of the motor tricycle, equipped with a white forward-facing reflex reflector that is installed not more than 400 mm from that edge to indicate the width of the motor tricycle; and (c) if an outermost tail lamp or outermost rear reflex reflector is installed more than 400 mm from the nearest of the two outer edges of the motor tricycle that are used to determine the overall width of the motor tricycle, equipped with a red rearward-facing reflex reflector that is installed not more than 400 mm from that edgeto indicate the width of the motor tricycle. Alternative Headlamps for Motorcycles (8) Instead of being equipped with headlamps as required under subsection (5) or (6), as the case may be, motorcycles may be equipped with headlamps that (a) conform to (i) subsection (3), (ii) ECE Regulation No. 57, Uniform Provisions Concerning the Approval of Headlamps for Motor Cycles and Vehicles Treated as Such, as amended from time to time, (iii) ECE Regulation No. 72, Uniform Provisions Concerning the Approval of Motor Cycle Headlamps Emitting an Asymmetrical Passing Beam and a Driving Beam and Equipped with Halogen Lamps (HS1 Lamps), as amended from time to time, or (iv) ECE Regulation No. 113, Uniform Provisions Concerning the Approval of Motor Vehicle Headlamps Emitting a Symmetrical Passing Beam or a Driving Beam or Both and Equipped with Filament, gas-discharge light sources or LED modules, as amended from time to time; (b) are installed in accordance with the requirements of paragraphs 5.7, 5.11, 5.13, 6.1 and 6.2 of ECE Regulation No. 53, Uniform Provisions Concerning the Approval of Category L3 Vehicles with Regard to the Installation of Lighting and Light-Signalling Devices, as amended from time to time; and (c) in the case of headlamps conforming to a Regulation referred to in subparagraph (a)(ii), (iii) or (iv), conform to (i) the performance requirements of the vibration test, moisture test, dust test and corrosion test described in S14.5 of TSD 108, and (ii) in the case of headlamps that do not incorporate a glass lens, the performance requirements of the plastic optical materials tests described in S14.4 of TSD 108. (9) For the purposes of subsection (8), the following requirements of the ECE Regulations referred to in that subsection do not apply: (a) any requirements respecting the type-approval process; (b) any requirements respecting the marking of type-approved headlamps; and (c) any requirements respecting (i) the conformity of production of type-approved headlamps, (ii) the penalties for non-conformity of production, and (iii) the modification of a headlamp type and extension of approval. Restricted-use Motorcycles (10) Every restricted-use motorcycle shall be equipped with reflex reflectors as required under subsection (5) for motorcycles other than motor tricycles. Additional Requirements for the Activation of Certain Lamps (11) In addition to being activated as specified in Table I-a of TSD 108, parking lamps, tail lamps, licence plate lamps and side marker lamps on a passenger car, multi-purpose passenger vehicle, three-wheeled vehicle, truck or bus shall be activated (a) while the front fog lamps on the vehicle are activated in a steady-burning state other than as daytime running lamps; or (b) while the rear fog lamps on the vehicle are activated in a steady-burning state. (12) Except when it is used to give intermittent luminous warnings at short intervals, the upper beam may be activated only when the master light switch is in the “headlamps on” position or in the “AUTO” (automatic) position and the conditions for automatic activation of the lower beam exist. (13) Despite S6.1.5 and Table I-a of TSD 108, the tail lamps may be activated without the concurrent activation of the headlamps, if the daytime running lamps are activated. (14) If the fuel level indicator, oil pressure indicator, engine coolant temperature indicator, battery charging indicator, automatic transmission control position indicator or speedometer indicator or their identifications are illuminated when the daytime running lights of a vehicle are in use, one of the following requirements shall be met: (a) the lower beam headlamps shall be automatically activated in a steady burning state in less than 2 seconds if the ambient light outside the vehicle falls to less than 1,000 lux, and after being automatically activated, shall be automatically deactivated in less than 300 seconds but not less than 5 seconds if the ambient light outside the vehicle rises to more than 7,000 lux; or (b) the tail lamps shall be alight. (15) For the purposes of paragraph (14)(a), the ambient light outside a vehicle shall be measured on a horizontal surface, with a cosine corrected sensor at the same height as the mounting position of the sensor on the vehicle. Fog Lamps and Forward Auxiliary Road Illumination lamps — Aiming Adjustment Mechanism (16) Every passenger car, multi-purpose passenger vehicle, truck, bus, three-wheeled vehicle and motor tricycle equipped with a front fog lamp or forward auxiliary road illumination lamp shall be equipped with a mechanism for that lamp that (a) allows vertical adjustment by one person to maintain the beam pattern of the lamp within the full range of vertical pitch of the vehicle, with the use of ordinarily available tools and without the removal of any vehicle parts except for protective covers that are removable without the use of tools; and (b) allows the adjustment referred to in paragraph (a) after being subjected to the corrosion test procedure set out in S14.6.3.1 of TSD 108. Information (17) There shall be provided, with every passenger car, multi-purpose passenger vehicle, truck and bus, the information required by TSD 108 in relation to the operation of the vehicle. (18) There shall be provided, with every three-wheeled vehicle, the information relating to the operation of the vehicle that is the same as the information required under subsection (17) in relation to the operation of a passenger car. (19) Except for the words “sealed beam” referred to in S6.5.3.3.1 of TSD 108 and the word “motorcycle” referred to in S10.17.2 of TSD 108, any information required under this section to be marked on or to be provided with a passenger car, multi-purpose passenger vehicle, three-wheeled vehicle, motorcycle, restricted-use motorcycle, trailer, truck or bus shall be in English and French. Daytime Running Lamps (20) Subsections (21) to (25) apply to passenger cars, multi-purpose passenger vehicles, trucks, buses and three-wheeled vehicles. (21) Every vehicle shall be equipped with daytime running lamps (a) in accordance with S6.1.3.1 of TSD 108, except that the reference in that provision to “applicable photometric requirements” in that provision is a reference to the photometric requirements set out in SAE Standard J2087, Daytime Running Light (September 2015) (SAE Standard J2087); (b) in accordance with S6.2 of TSD 108, except that the references in that provision to “lighting equipment required by this TSD” and to “required lamp” include a reference to “daytime running lamp”; and (c) that conform to (i) sections 5, 6 and 7.3.1 of SAE Standard J2087; or (ii) until August 31, 2019, SAE Standard J583, Front Fog Lamps (November 2011) (SAE Standard J583). (22) Despite section 6.4 of SAE Standard J2087, the light from a daytime running lamp shall be white unless it is produced by a turn signal lamp, in which case it shall be yellow. Switching — Daytime Running Lamps (23) Subject to subsections (24) and (25), the daytime running lamps on a vehicle shall be activated not later than when the vehicle is set in motion under its own power and shall remain activated until the vehicle’s main electrical system is turned off or until the vehicle is put in the “accessory” mode of operation. (24) The daytime running lamps on a vehicle shall (a) be deactivated while the lower beam headlamps are activated to provide road illumination; (b) beginning on September 1, 2019, be deactivated while the front fog lamps provide road illumination after being activated by the driver; and (c) if they also serve as front turn signal lamps, (i) be deactivated on the side of the vehicle where a turn signal is activated, while that turn signal is activated, and (ii) be deactivated on both sides of the vehicle while the hazard warning signal is activated. (25) The daytime running lamps on a vehicle may (a) be deactivated while the parking brake is applied or the automatic transmission control is in the park position, and the vehicle is not in motion; (b) be deactivated while the headlamps are being flashed for signalling purposes; or (c) be switched off manually, in which case they shall be reactivated automatically not later than when the vehicle has travelled 100 m. Motorcycle Running Lamps (26) The following lamps on a motorcycle shall be activated not later than when the motorcycle is set in motion under its own power and shall remain activated until the motorcycle’s main electrical system is turned off or until the motorcycle is put in the “accessory” mode of operation: (a) every tail lamp; (b) every licence plate lamp; and (c) every headlamp or, as an alternative, one or two lamps that conform to the requirements for dedicated daytime running lamps set out in SAE Standard J2087. Interpretation General (27) For the purposes of this section, the determination of overall width shall exclude outside door handles, and may exclude running boards, if the running boards do not extend beyond the width, as determined by the other items excluded by the definition “overall width”. TSD 108 (28) For the purposes of this section, (a) “motor driven cycle” in TSD 108 shall be read as “limited-speed motorcycle”; and (b) “equipment” in TSD 108 shall be read as “component”. ECE (29) For the purposes of this section, (a) “dipped beam” and “passing beam” in ECE Regulations No. 8, 20, 31, 53, 57, 72, 98, 112 and 113 shall be read as “lower beam” or as “lower beam headlamp”, as the context requires; and (b) “driving beam” and “main beam” in ECE Regulations No. 8, 20, 31, 53, 57, 72, 98, 112 and 113 shall be read as “upper beam” or as “upper beam headlamp”, as the context requires. SAE (30) For the purposes of section 7.3.1 of SAE Standard J2087 and section 5.2.5.1 of SAE Standard J583, “should” shall be interpreted as expressing an obligation. Transitional Provision (31) Despite subsections (1) to (30), a vehicle may, for a one-year period that begins on the day on which this subsection comes into force, conform to the requirements of this section, as it read immediately before the day on which this subsection comes into force. 5 Section 108.1 of Part II of Schedule IV to the Regulations and the heading before it are repealed. Coming into Force 6 These Regulations come into force on the day on which they are published in the Canada Gazette, Part II. [9-1-o] Footnote a S.C. 2014, c. 20, s. 216(1) and (2) Footnote b S.C. 2014, c. 20, s. 223(1) Footnote c S.C. 1993, c. 16 Footnote 1 C.R.C., c. 1038

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