Mandating vehicle safety technologies in GB type approval
Updated 16 February 2026
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Foreword
As Minister for Roads and Buses, I am acutely aware of the profound responsibility we hold to protect all those who use our roads. Every life lost or changed by a road collision is a tragedy for families, communities and our nation. While the United Kingdom (UK) has long been recognised for its strong road safety record, progress in reducing fatalities and serious injuries has slowed in recent years. With over 1,600 lives lost and 28,000 people seriously injured on our roads in 2024 alone, further action is needed.
This government is committed to making our roads safer for everyone: drivers, passengers, pedestrians, motorcyclists, cyclists and all who share our streets. Advances in vehicle safety technology offer us a significant opportunity to prevent collisions, reduce casualties and protect the most vulnerable road users. By mandating the latest proven safety features in new vehicles, we can help ensure that the benefits of innovative technology are realised in Great Britain (GB), supporting not only public safety but also the continued growth and competitiveness of our automotive sector.
This consultation sets out our proposal to require manufacturers seeking GB type approval for mass-produced vehicles to equip them with a series of safety features. These measures are designed to align safety standards across the UK, reduce trade burdens and harmonise our regulations with those of the EU and the wider international market. In doing so, we aim to provide clarity for manufacturers and consumers alike, avoid unnecessary costs and ensure that GB drivers are not left behind as vehicle safety standards evolve globally.
I recognise the importance of getting this right. That is why I am seeking views from all stakeholders: industry, road safety organisations and the public, on the impacts and implementation of these proposals. Your feedback will be vital in shaping the final approach, ensuring that our regulations are effective, proportionate and deliver the greatest possible benefit for road users.
Together, we can take a decisive step towards safer vehicles and safer roads for all, saving lives and supporting a modern, innovative automotive industry in the UK.
Simon Lightwood MP
Minister for Roads and Buses
Introduction
This consultation seeks views on our proposal to require manufacturers seeking GB type approval for vehicles produced in unlimited numbers to equip them with a series of safety technologies.
These changes are necessary to:
- enhance vehicle safety, reduce the number of vehicle collisions and improve casualty outcomes on GB roads
- bring closer alignment of safety standards across the UK (between GB and Northern Ireland), avoiding differing vehicle specifications and their associated cost implications for UK consumers
- decrease trade burdens by harmonising technical requirements for safety measures with those of the European Union (EU) and broader international market
- contribute to UK economic growth by supporting the automotive sector, reducing the economic costs of road collisions and encouraging UK automotive businesses to remain innovative
Under this proposal, we intend to:
- introduce the mandatory fitting of 18 safety technologies for specific vehicle categories produced in unlimited series under the GB type approval scheme
- outline the transitional arrangements for new vehicle types and their registrations
- gather views on requirements that may be necessary to ensure the safety technologies are retained and maintained following type approval and registration
We are not planning at this time to mandate these technologies for vehicles approved to the medium, small or individual approval schemes, nor for special purpose vehicles (SPVs). Businesses classified as micro and small enterprises, as well as medium-sized companies that produce fewer numbers of vehicles, will be exempt from this proposal. These companies typically use the GB medium, small or individual vehicle type approval schemes, which provide an approval route which is more appropriate for vehicles produced in smaller numbers.
We also propose varying the commencement dates for the mandatory installation of the safety technologies for new types and new registrations to give manufacturers time to adapt their processes for compliance.
Background
The government is committed to improving road safety and reducing the number of killed or seriously injured (KSI) on UK roads. With increasing traffic volumes and over 1,600 fatalities alongside 28,000 serious injuries recorded in 2024, it is important to consider new measures for improving road safety. Protecting vehicle occupants and vulnerable road users such as pedestrians, cyclists, motorcyclists, horse riders, and users of mobility scooters and wheelchairs is essential. This can be achieved through enhancement of vehicle safety features via the introduction of the safety technologies within GB regulations.
Despite GB having one of the best road safety records globally, attributed to effective legislation, enforcement and education, progress in reducing the number of individuals killed or seriously injured has slowed since 2010. In 2024, total road casualties of all severities decreased by 4% from 2023, but killed or seriously injured numbers remained relatively unchanged. Car occupants made up 43% of road fatalities and 55% of all casualties, with most collisions involving at least one car.
Every year, numerous families are impacted by road collisions, and the economic cost of these fatalities and injuries continues to rise, estimated at over £40 billion annually. An analysis of collision statistics indicates that inappropriate speed and behaviour, and distraction are the primary factors contributing to reported casualties on roads in GB. Government intervention aims to address these issues and reduce road casualties through the implementation of improved safety technologies.
Purpose of consultation
In 2019, the EU agreed amendments to its existing General Safety Regulation (which became known as GSR2), mandating additional safety features for new vehicles (including cars, vans, buses, and trucks) sold within the EU.
The objective of this GSR2 regulation is to enhance road safety for both vehicle occupants and vulnerable road users. Although the UK participated in the development of this regulation, the fitment of these safety features is not mandated in GB, as the regulation was implemented after the UK’s exit from the EU. However, these safety features are mandatory in NI under the Windsor Framework.
Mandating fitment of these safety features for vehicles sold in the EU and NI from July 2022 has resulted in differing safety requirements between GB and NI. While it is unclear to what extent manufacturers will offer different vehicles in GB compared to the EU/NI, there is a risk that prolonged misalignment of safety requirements and varied vehicle specifications across the UK could create uncertainty for vehicle manufacturers and dealerships, potentially leading to increased costs. Consumers in GB might pay extra for technologies provided at no additional cost in the EU and NI. The government therefore proposes to update GB regulations to improve alignment of technical requirements for vehicle safety across the UK.
Better alignment of safety standards between GB and NI will support manufacturers to ‘dual mark’ vehicles as being approved to both GB and EU schemes, allowing vehicles to be sold throughout the UK without any additional restrictions.
The government believes that mandating manufacturers to incorporate proven safety technology into their vehicles is the most effective way of ensuring new vehicle purchasers are provided with the latest safety technology. A study commissioned by DfT, which evaluates the costs and benefits of requiring up to 19 new safety technologies, finds that the GSR2 vehicle safety technologies could offer enhanced protection for passengers, pedestrians and cyclists across the UK. Over a 15 year period, these technologies have the potential to prevent more than 758,000 collisions and 65,000 casualties. To maximise these potential benefits and ensure consistency in safety standards across the UK, we propose amending the GB type approval scheme and other vehicle regulations to mandate that vehicles produced in unlimited numbers be equipped with the vehicle safety technologies specified in this proposal
The GB type approval scheme applies to manufacturers looking to market or register whole vehicles and components in Great Britain. The scheme is based on EU legislation as it was assimilated into UK law following EU exit. Currently, the GB type approval scheme applies only for motor vehicles and trailers in the M, N and O vehicle categories, and vehicle systems and components relating to these categories.
The government is proposing to mandate 18 of the 19 GSR2 safety technologies for manufacturers seeking GB type approval for mass-produced vehicles. There is one additional technology, alcohol interlock installation facilitation (AIIF), where further work is needed before a decision is made about whether to progress it. The applicable type-approval requirements for GB are specified in:
- assimilated Regulation (EU) 2018/858 - the assimilated Regulation (EU) 2018/858 is the version of the EU Regulation that was incorporated into Great Britain’s (GB) law after Brexit, forming the basis for the GB type approval scheme for vehicles
- Commission Implementing Regulation (EU) 2020/683
- assimilated Regulation (EC) No 661/2009 covering general safety
Amendments would be made to these regulations through a statutory instrument to incorporate the safety technologies.
This consultation seeks input on the potential impacts of these measures. Feedback is essential to ensure the effectiveness of the interventions and their alignment with safety objectives. The department invites opinions and information regarding the impact of proposed measures.
Vehicle safety technologies
Reducing the number and severity of injuries resulting from road collisions involves implementing various measures, including advancements in vehicle safety technologies. Improvements in vehicle safety play a critical role in decreasing fatalities and injuries on UK roads.
Human errors, such as distracted driving and excessive speed, continue to contribute to road traffic collisions. Vehicle safety technologies are well-positioned to improve road safety and reduce the occurrence of traffic collisions by offering driver assistance and addressing common causes of human error. These technologies include:
- active safety measures aimed at collision prevention, such as advanced emergency braking systems capable of detecting vehicles, pedestrians and cyclists, emergency lane-keeping, intelligent speed assistance that detects speed limits and systems for monitoring driver drowsiness and distraction
- passive safety measures intended to minimise injury severity in collisions, including strengthened body structures for full-width frontal and pole side impacts, along with enhanced impact testing procedures for off-set frontal impacts and pedestrian protection
- driver information systems such as detection of vulnerable road users around vehicles and improved vision for drivers of larger vehicles
Integrating active and passive safety systems helps address common factors in road traffic collisions, such as distraction, fatigue and driver error and aims to make roads safer for all users.
Technologies under consideration
In recognition of these advancements and the critical role technology plays in transforming road safety, the government is considering the mandatory introduction of a suite of advanced safety features across a range of vehicle categories. These initiatives aim to ensure that the benefits of innovation are realised widely, protecting motorists and vulnerable road users alike.
A range of specific technologies are being considered for inclusion in future vehicle designs. These encompass both enhancements to existing safety systems such as pedestrian protection, the adoption of entirely new solutions like emergency stop signal and new tests covering full-width frontal impact, with the intention of raising the baseline standard of safety for all vehicles on UK roads. Table 1 summarises the 18 safety technologies under consideration for mandatory implementation in the GB vehicle type approval scheme.
Implementing these technologies is expected to significantly enhance the protection for both vehicle occupants and vulnerable road users during collisions. Technologies such as intelligent speed assistance (ISA), emergency lane-keeping systems, driver drowsiness and attention monitoring, and distraction and reversing detection systems can substantially reduce casualty numbers and road congestion by preventing collisions. Additionally, reducing vehicle speeds not only decreases the likelihood and severity of collisions but also improves the effectiveness of other technologies, including advanced emergency braking systems.
The adoption of these safety technologies is also anticipated to yield positive environmental impacts. Technologies such as tyre pressure monitoring can contribute to reducing CO2 emissions. ISA may result in fuel savings, reduced emissions and improved air quality and preventing collisions has the potential to decrease waste from scrapping damaged vehicles.
Table 1: The 18 safety technologies under consideration for mandatory implementation in GB vehicle type approval scheme for vehicle categories M1 (passenger cars), M2 & M3 (buses and coaches), N1 (vans), N2 & N3 (trucks) and O2 and O3 (trailers)
| Technology | Description | Technical requirement and applicable vehicle categories |
|---|---|---|
| Advanced distraction warning (ADW) | Driver assistance technology that alerts the driver when visual distraction is detected either due to fatigue or due to some activity that competes for a driver’s visual attention including inappropriate use of smart phone devices. Upon detection of driver inattention, the driver receives a warning to resume normal attentive driving, which could lead to a reduction in the risk of frontal collision. | Commission Delegated Regulation (EU) 2023/2590 technical requirements. Applies to M1, N1, M2, N2, M3, N3 |
| Blind spot information system (BSIS) | A primary safety technology that informs the driver when a cyclist is close to the nearside of the vehicle and warns the driver when a turning collision on the nearside becomes more likely. | UN Regulation 151.00. Applies to M2, N2, M3, N3. |
| Drowsiness and attention warning (DAW) | A driver assistance technology that warns the driver when driver drowsiness is detected. It detects driver inattention through system analysis over a given period of erratic driving and steering input, either due to fatigue or due to some activity that competes for a driver’s visual attention. Upon detection of driver inattention, the driver receives a warning to resume normal attentive driving, or to take a rest, leading to a reduction in the risk of a collision. | Commission Delegated Regulation (EU) 2021/1341. Applies to M1, N1, M2, N2, M3, N3 |
| Direct vision (DIV) | A vehicle design requirement which ensures that a minimum volume in proximity to the vehicle’s front, nearside and offside can be observed by the driver in direct vision (i.e. without the aid of mirrors or cameras) to allow detection of pedestrians and cyclists. It is geared towards enlarging the field of vision of drivers in bus and truck cabs. This improves safety through direct visual confirmation of the presence of a vulnerable road user, allowing the driver to take the appropriate counter measures to avoid a collision. | UN Regulation 167.00. Applies to M2, N3, M3, N3 |
| Emergency braking for cyclists (EBC) | Primary safety technology that warns the driver and automatically brakes when a frontal collision with a cyclist crossing the road is imminent. It combines sensing of the environment ahead of the vehicle with the automatic activation of the brakes (without driver input) to reduce the impact speed or to completely stop the vehicle before the collision occurs, offering significant reduction in injury risk. | UN Regulation 152.02. Applies to M1, N1. |
| Emergency braking for pedestrians (EBP) | Primary safety technology that warns the driver and automatically brakes when a frontal collision with a pedestrian is imminent. It combines sensing of the environment ahead of the vehicle with the automatic activation of the brakes (without driver input) to reduce the impact speed or to completely stop the vehicle before the collision occurs, offering significant reduction in injury risk. | UN Regulation 152.02. Applies to M1, N1. |
| Emergency braking for vehicles (EBV) | Primary safety technology that warns the driver and automatically brakes when a frontal collision with a preceding car is imminent. It combines sensing of the environment ahead of the vehicle with the automatic activation of the brakes (without driver input) to reduce the impact speed or to completely stop the vehicle before the collision occurs, offering significant reduction in injury risk. Advanced emergency braking is currently only mandatory for heavy duty vehicles. Extending the technology for cars and vans could be a cost-effective way of improving road safety. | UN Regulation 152.02. Applies to M1, N1. |
| Event data recorder (EDR) | Technology that records critical, crash-related parameters before and during a collision to support crash reconstruction and research. This device would provide relevant data for the purpose of in-depth collision analysis, helping to make the effectiveness of most of the other vehicle safety systems measurable. | UN Regulation 160.01 – Applies to M1, N1. UN Regulation 169.00 – Applies to M2, N2, M3, N3 |
| Emergency lane keeping system (ELKS) | Primary safety technology that warns the driver of unintended lane departures and corrects the vehicle’s course to avoid crossing solid lane markings. The system recognises that the vehicle is about to leave or no longer follow the appropriate lane. It only actively intervenes to keep within the lane where there is an imminent risk of leaving the lane. This vehicle safety measure therefore reduces the risk of collisions. The driver can maintain control and override the system at any time by taking a deliberate action, such as steering or other control input. | Commission Delegated Regulation (EU) 2021/646. Applies to M1, N1 |
| Emergency stop signal (ESS) | Primary safety technology that is designed to address front-to-rear collisions. A light-signalling function which, if the vehicle is travelling at above 50 km/h (31 mph), indicates high braking deceleration to other road users to the rear of the vehicle by a rapid flashing of all the stop lamps or all the direction indicators. Drivers following a hard-braking vehicle are therefore made aware that the vehicle in front is braking with a high deceleration so that they can take appropriate action. It helps drivers recognise hard-braking situations earlier, helping to prevent collisions or reduce the resulting impact speed. | UN Regulation 48.07. Applies to M1, N1, M2, N2, M3, N3. |
| Frontal full-width impact (FFI) | Crash test to help ensure all vehicle occupants benefit from comparable levels of protection in a frontal impact irrespective of sex, age or stature by engaging the entire width of the vehicle and using different sized crash test dummies and injury criteria appropriate for older occupants. | UN Regulation 137.02. Applies to M1, N1. |
| Frontal off-set impact (FOI) | Crash test to improve the protection of vehicle occupants in a frontal impact where only part of the front of a vehicle strikes another object (like another car or a barrier), rather than the full width. | UN Regulation 94.04. Applies to M1, N1 (but change only affects N1) |
| Intelligent speed assistance (ISA) | Driver assistance technology that warns the driver or slows the vehicle down when the speed limit is being exceeded. ISA is designed to support the driver in complying with speed limits and can be implemented as a warning or a speed control system. Speed limit information is provided through a combination of optical recognition of maximum speed signs as well as up-to-date detailed map data or real-time over-the-air type data. It will be possible for the driver to deactivate the system for the duration of a journey, and a speed control system can always be overridden by the driver (for example, by pressing the accelerator), and it will not affect the driver’s ability to exceed the stated speed limit should they choose to do so. It will remain the responsibility of the driver to maintain compliance with statutory speed limits. This measure is expected to reduce the risk of collision occurrence, but also the resulting impact speed in those collisions that will not be prevented. |
Commission Delegated Regulation (EU) 2021/1958. Applies to M1, N1, M2, N2, M3, N3. |
| Moving off information system (MOIS) | Primary safety technology that informs the driver when a pedestrian or cyclist is in the blind spot area in front of the vehicle and warns the driver when a moving off or low-speed impact with the vehicle front is likely. | UN Regulation 159.00. Applies to M2, N2, M3, N3. |
| Pole side impact (PSI) | Crash test to assess the performance of vehicles in an impact with a rigid narrow object. | UN Regulation 135.01. Applies to M1, N1. |
| Pedestrian windscreen impact (PWI) | Head impact test to improve the secondary safety of pedestrians in impacts with the vehicle’s windscreen. | UN Regulation 127.04. Applies to M1, N1. |
| Reversing motion awareness (RMA) | Primary safety technology that aids the driver in visually observing or detecting pedestrians or cyclists behind the vehicle when reversing. | UN Regulation 158.00. Applies to M1, N1, M2, N2, M3, N3. |
| Tyre pressure monitoring system (TPMS) | Driver assistance technology that warns the driver of incorrect tyre pressure due to punctures or gradual loss of pressure over time. Underinflated tyres can lead to poor vehicle handling and increased stopping distances and can result in catastrophic tyre failure and subsequent loss of control of the vehicle due to increased stress and heat build-up in the tyre. TPM reduces the risk of collisions through its avoidance potential. | UN Regulations 141.01. Applies N1, M2, N2, M3, N3, O3 and O4. |
Details of UN regulations are available.
Technologies under consideration questions
Question 1: Do you support or oppose mandating vehicle safety technologies outlined in Table 1 of this consultation? Provide further information to support your answer.
Question 2: Do you support or oppose the proposed technical requirements outlined in Table 1? If opposed, what modifications will you propose to the technical requirements?
Alcohol interlock installation facilitation (AIIF)
The AIIF technology provides for easier fitment of aftermarket alcohol interlock - a breathalyser-like system installed in a vehicle that prevents it from starting if the driver’s breath alcohol concentration exceeds a pre-set limit. However, it does not mandate the installation of such interlocks in vehicles, nor does the absence of AIIF prevent the installation of an alcohol interlock later. It is important to note that to achieve any casualty reduction benefits of AIIF, a program for fitting alcohol interlocks (such as part of rehabilitation programmes or following court orders) would be necessary in GB.
We are not proposing to implement the AIIF technology at this time. Possible new primary powers to implement the AIIF technology have only recently been identified and so further work is needed before reaching a decision on whether to mandate this technology. Given the relatively minor expected safety benefits of AIIF technology compared to the overall GSR2 package and to avoid delaying the adoption and maximise the benefits of the other safety technologies, we propose amending regulations to mandate all GSR2 technologies except for the AIIF.
Manufacturers are encouraged to continue voluntary installation of AIIF technology. We welcome views on the future implementation of AIIF technology and the alcohol interlock fitment programme.
Please include any feedback along with your response to: ivs.consult@dft.gov.uk.
Alcohol interlock installation facilitation questions
Question 3: Do you agree or disagree with our proposal not to mandate AIIF technology at this time? Provide further information to support your answer.
Voluntary fitment of vehicle safety technologies
Some of the technologies being considered are already present in many vehicle models available in the UK market. This is primarily attributable to the influence of the European New Car Assessment Programme (Euro NCAP), which has motivated manufacturers to exceed legislative requirements by equipping vehicles with innovative safety features, as well as by EU regulations that mandate such technologies under its type approval framework. Since companies supplying vehicles for the EU (including NI) and GB markets generally use consistent vehicle designs to streamline production, most manufacturers are anticipated to include these technologies in new vehicles.
While manufacturers may pursue approval for GSR2 technologies or install them to achieve high Euro NCAP ratings, it remains possible that certain new vehicles will not be equipped with these features. To date, advanced safety systems have been more frequently available in high-end models, so individuals with higher incomes have more often accessed these technologies.
The specifications for some of the proposed technologies are governed by United Nations Economic Commission for Europe (UNECE) regulations. As a contracting party to the 1958 Agreement, the UK permits vehicles that meet UNECE regulatory requirements onto its market, but compliance to all UNECE regulations is not compulsory.
Allowing continued voluntary adoption of these safety technologies would result in minimal regulatory and administrative demands but would not ensure widespread implementation of road safety improvements. Variations in safety standards could persist between GB and NI, introducing uncertainty for manufacturers and dealerships, potentially leading to varied specifications and increased costs. Consumers in GB might pay extra for technologies provided at no additional cost in the EU and NI.
Requiring these advanced safety features in all vehicles could help to make their benefits more accessible to UK consumers, regardless of region or income.
Voluntary fitment of vehicle safety technologies questions
Question 4: If the safety technologies were mandatorily implemented on GB type approval , to what effect, if any, do you believe each technology would impact casualty reduction on GB roads?
GB type approval scheme
The GB type approval scheme applies to manufacturers looking to market or register whole vehicles and components in Great Britain. The scheme is based on EU legislation as it was assimilated into UK law following EU exit. Currently, the GB type approval scheme applies only for motor vehicles and trailers in the M, N and O vehicle categories, and vehicle systems and components relating to these categories.
The Vehicle Certification Agency (VCA) is the sole authority permitted to issue new GB whole vehicle type approvals. Manufacturers must demonstrate compliance with all system and component approvals relevant to the vehicle type to obtain this approval.
There are various pathways within the GB type approval framework for whole vehicle type approvals, depending on the number of vehicle units produced annually.
Vehicles produced in unlimited volumes
The GB unlimited series applies to vehicle types produced in unlimited numbers. Under this policy intervention, we intend to mandate the safety technologies for certain vehicle categories under this series only.
Vehicles produced in limited volumes
There are 2 routes within the GB type approval scheme for new vehicle types produced in limited volumes to demonstrate compliance with the necessary requirements to gain a whole vehicle type approval to be placed on the market.
The GB medium series and GB small series approval schemes aim to lessen the burdens on smaller manufacturers by using simpler procedures or requirements to demonstrate compliance for vehicles produced in limited numbers.
The GB medium series applies to category M1 passenger vehicles and category N1 goods vehicles where fewer than 1,500 units are produced annually. A category M1 vehicle is a passenger vehicle with not more than 9 seats, including the driver’s seat. Category N1 refers to goods vehicles with a maximum mass not exceeding 3.5 tonnes.
The GB small series applies to all vehicle categories with production limits of either 250 or 500 units, depending on the vehicle category.
We have no plans to make the fitting of these vehicle safety technologies mandatory under the GB medium and small series scheme at this time. Businesses classed as micro and small enterprises and medium sized businesses that produce smaller to medium quantities of vehicles and therefore use the GB Small Series and GB Medium Series type approval schemes (which provide a simplified approval route for vehicles produced in small numbers), will be exempt from this proposal to minimise the administrative burden on manufacturers.
Individual vehicle approval
Under individual type approval, vehicles that are made, modified or imported in single or very small quantities are inspected and evaluated to a less stringent set of non-destructive requirements to gain approval. This approach is due to the reduced degree of risk associated with the small numbers involved, as these approvals are generally sought by individual members of the public.
We do not propose to mandate the fitting of these safety technologies to vehicles produced under individual type approval at this time.
GB type approval scheme questions
Question 5: Do you agree or disagree with mandating these technologies at this time solely for mass-produced vehicles under GB type approval?
Question 6: If you disagree, how would you like to change it?
Vehicles built in multiple stages
The multi-stage build process refers to vehicles built in different stages by 2 or more manufacturers. Typically, this means each manufacturer would approve the aspects of their own stage before passing it on to the next manufacturer. This may include situations where the vehicle chassis and bodywork are completed separately, or a modification is made to a vehicle during production to provide additional features, such as a wheelchair lift.
This proposal still expects multi-stage build vehicles to be compliant with the appropriate technical requirements as applicable.
We welcome views from all first and subsequent-stage manufacturers on this topic. If you have additional feedback on the implementation of these safety technologies for the multi-stage build process, submit this along with your response to: ivs.consult@dft.gov.uk.
Vehicles built in multiple stages questions
Question 7: Do you agree or disagree with retaining existing provisions for vehicles built in multiple stage? Provide reasons if you disagree.
Special purpose vehicles
A special purpose vehicle is a sub-category of vehicles fitted with specific technical features enabling them to perform a function that requires special arrangements or equipment. In some instances, they are given exemptions or alternative requirements due to challenges with compliance because of their features.
We are not proposing to change any requirements that currently apply to special purpose vehicles listed in Table 2 below.
Table 2: list of special purpose vehicles
| Name | Definition |
|---|---|
| Motor caravan | A vehicle of category M with living accommodation space which contains the following equipment as a minimum: (a) seats and table; (b) sleeping accommodation which may be converted from the seats; (c) cooking facilities; (d) storage facilities. This equipment shall be rigidly fixed to the living compartment. However, the table may be designed to be easily removable. |
| Armoured vehicle | A vehicle intended for the protection of conveyed persons or goods with anti-bullet armour plating. |
| Ambulance | A vehicle of category M intended for the transport of sick or injured persons and having special equipment for such purpose. |
| Hearse | A vehicle of category M intended for the transport of deceased persons and having special equipment for such purpose. |
| Wheelchair accessible vehicles | A vehicle of category M1 constructed or converted specifically so that they accommodate one or more persons seated in their wheelchairs when travelling on the road. |
| Trailer caravan | A vehicle of category O as defined in term 3.2.1.3 of international standard ISO 3833:1977. |
| Mobile crane | A vehicle of category N3, not fitted for the carriage of goods, provided with a crane whose lifting moment is equal to or higher than 400 kNm. |
| Special group | A special purpose vehicle that does not enter in any of the definitions mentioned in this Table. |
| Converter dolly | A vehicle of category O equipped with a fifth-wheel coupling to support a semi-trailer with a view to converting the latter into a trailer. |
| Exceptional load transport trailer | A vehicle of category O4 intended for the transport of indivisible loads that is subject to speed and traffic restrictions because of its dimensions. Under this term are also included hydraulic modular trailers irrespective of the number of modules. |
| Exceptional load transport motor vehicle | A road tractor or tractor unit for semi-trailer of category N3 meeting all the following conditions: (a) having more than 2 axles and at least half of the axles (2 axles out of 3 in the case of a 3 axle vehicle and 3 axles out of 5 in the case of a 5 axle vehicle) designed to be driven simultaneously, irrespective of whether one powered axle can be disengaged; (b) that is designed for towing and pushing exceptional load transport trailer of category O4; (c) that has a minimum engine power of 350 kW; and (d) that can be equipped with an additional front coupling device for heavy towable masses. |
| Multi-equipment carrier | An off-road vehicle of category N designed and constructed for pulling, pushing, carrying and actuating certain inter-changeable equipment: (a) with not less than 2 mounting areas for this equipment; (b) with standardised, mechanical, hydraulic and/or electrical interfaces (for example, Power take off) for powering and actuating the inter-changeable equipment; and that fulfils the definition of international standard ISO 3833-1977, paragraph 3.1.4 (special vehicle). If the vehicle is equipped with an auxiliary load platform, its maximum length shall not exceed: (a) 1,4 times of the front or rear track width of the vehicle, whichever is the larger in the case of 2 axle vehicles or (b) 2,0 times of the front or rear track width of the vehicle, whichever is the larger in the case of vehicles having more than 2 axles. |
Special purpose vehicles questions
Question 8: Do you agree or disagree with retaining the current technical requirements for special purpose vehicles? If you disagree, why?
Consequential regulatory amendments
In addition to amendments to the GB type approval regulations, the following consequential amendments will be required to GB domestic vehicle regulations aligning type approval provisions with our domestic in use requirements.
Road Vehicles Lighting Regulations 1989 (RVLR)
UNECE Regulation 48 permits Emergency Stop Signal (ESS) to flash either all the stop lamps or all the direction indicator lamps in a higher speed emergency braking situation. Where a manufacturer chooses to use the brake lamps to provide the ESS signal, such a system would not be compliant with the existing in-use provisions of Regulation 13 of RVLR. We intend to amend the RVLR to define ESS and add it to the list of lamps which are permitted to emit an automatically flashing light.
Road Vehicles (Construction and Use) Regulations 1986 (C&U)
Many vehicle safety technologies use sensors and detection aids, such as lidar, radar, and camera systems, to detect potential collisions. For example, ELKS uses cameras and possibly lidar to detect lane boundaries and obstacles, helping vehicles maintain lane position. ISA uses cameras and map data to ascertain speed limits and alert drivers. DDAW and ADDW systems use internal cameras and sensors to observe driver behaviour. Emergency braking systems also rely on radar, lidar and cameras to detect possible collisions and automatically activate the brakes.
Currently, under specific conditions, C&U regulations allow certain items (such as mirrors, lamps, reflectors and certain safety and operational devices) to not be included when determining a vehicle’s overall width and length. Watching and detection aids are not listed as exempt items.
We propose amending the C&U regulations to define ‘watching and detection aids’. Depending on their function and level of integration, we intend excluding these aids from the definition of overall vehicle width and length.
Consequential regulatory amendments questions
Question 9: What, if any, other domestic regulations, beyond those already specified, do you believe will require amendment to align with these proposals?
Timings for commencement of requirements
To support manufacturers in adapting to these requirements, we propose the fitting of the safety technologies for vehicles designated as new types under GB type approval to become mandatory 6 months after the amendments officially enter into force. For the registration of new vehicle types, manufacturers would have 24 months from the same date to ensure compliance with all 18 technologies, except for DIV and EDR, which would require compliance within 36 months but not before January 2029, to align with EU/NI transition arrangements.
This phased transition arrangement is summarised in Table 3 below:
Table 3: proposed application period after amendments coming into force
| Technology | New vehicle types | New vehicle registrations |
|---|---|---|
| ADW, BSIS, DAW, EBC, EBP | 6 months | 24 months |
| EBV, ELK, ESS, FFI, FOI | 6 months | 24 months |
| ISA, MOIS, PSI, PWI, RMA | 6 months | 24 months |
| TPMS, EDR (M1, N1) | 6 months | 24 months |
| DIV, EDR (M2, N2, M3, N3) | 6 months | 36 months (but no earlier than January 2029) |
Timings for commencement of requirements questions
Question 10: Do you agree or disagree with the proposed timings for implementing these safety technologies?
Question 11: If you disagree, what alternative timing would you like to propose for new vehicle types and new vehicle registration after amendments take effect?
End of series derogation
In specific circumstances, the GB type approval framework includes provisions allowing manufacturers to apply to the VCA for an end of series derogation. This provision permits manufacturers to sell and register certain vehicles that do not comply with newly applicable standards, thereby supporting those who may face economic or technical challenges in meeting new regulations by providing additional time to sell stocks made to previous standards.
Although GB and the EU now operate under separate type approval frameworks, the majority of the requirements remain similar due to their shared history and common basis in UN Regulations, allowing most manufacturers to use the same model for both markets when selling in GB and the EU. Therefore, given that these technologies are already mandatory within the EU and NI, it is anticipated that:
- most vehicles are already compliant because most manufacturers will already have vehicles fitted with the safety technologies and thus should not have substantial stocks of non-compliant vehicles at this point
- there are negligible costs to those businesses because of this proposal for those operating in GB and the EU/NI
As a result, an end of series derogation is not being proposed. However, we would like to gather opinions on whether such a derogation may be necessary for specific limited cases.
End of series derogation questions
Question 12: In your view, should manufacturers be allowed to sell remaining stocks of non-compliant vehicles for a specified period after the introduction of these proposals? Provide further information to support your answer.
Call for evidence
This section seeks information on the following topic that may inform future legislative action.
Retain and maintain
This consultation outlines a proposal to require a wide range of technologies to be incorporated into mass-produced vehicles by manufacturers at the point of type approval and fitted as standard equipment on vehicles being registered for use in GB. Type approval certifies that a vehicle meets regulatory standards prior to market entry, and registration permits legal use on public roads.
Once a vehicle is in use, these safety technologies may suffer failures and require maintenance, or may be altered, disabled or removed, reducing the road safety benefits. As a result, it is important to consider whether requirements are needed to ensure these safety features are retained and maintained following type approval and registration, ensuring vehicles continue to meet safety and performance standards throughout their operational lifespan.
Responsibility for complying with any requirements to retain vehicle safety features and equipment and ensure that it is maintained and in good working order would rest with vehicle owners and operators.
We would welcome views from all stakeholders on this topic. If you have additional input regarding possible legislation to ensure retention and maintenance of vehicle safety technologies post-type approval and registration, please submit your response to ivs.consult@dft.gov.uk.
Call for evidence questions
Question 13: If, after implementation, future evidence showed vehicle safety features are not consistently retained and maintained, should it become mandatory for operators to do so? Provide further information to support your answer.
Other considerations
Engagement
The Department for Transport will encourage responses to this consultation by identifying relevant stakeholder organisations and representative bodies and proactively contacting them to draw their attention to this consultation and seeking their written responses. It will target various organisations including those representing vehicle manufacturers, trader bodies and road safety organisations.
The expertise provided by stakeholders through their consultation responses will inform a better understanding of the benefits and impact of the proposed changes, and how best to mitigate any risks.
Other considerations questions
Question 14: What, if any, other further measures exist that you wish to highlight regarding these proposals?
Question 15: Do you have any other comments?
List of representative bodies to be consulted
- The Society of Motor Manufacturers & Traders (SMMT)]
- British Motor Trade Association (BMTA)
- Institute of the Motor Industry (IMI)
- British Vehicle Rental and Leasing Association (BVRLA)
- The Parliamentary Advisory Council for Transport Safety (PACTS)
- Road Safety GB
- The Royal Society for the Prevention of Accidents (RoSPA)
- RoadSafe
- RoadPeace
- The Road Safety Foundation
- Health and Safety Executive (HSE)
- Road Haulage Association (RHA)
- Heavy Transport Association (HTA)
- Confederation of Passenger Transport UK (CPT)
- Wheelchair Accessible Vehicles Converters Association (WAVCA)
- RAC
- The AA
- National Highways (NH)
How to respond
The simplest way to respond to this consultation is via the online response form.
See the ways to respond section of the consultation page on GOV.UK to find out how you can respond to this consultation.
The consultation period began on 7 January 2026 and will run until 11 May 2026. Ensure that your response reaches us before the closing date.
When responding, you should state whether you are responding as an individual or representing the views of an organisation. If responding on behalf of a larger organisation, then state who the organisation represents and, where applicable, how the views of members were assembled.
What happens next
Following the consultation period, we will review the responses to the proposal and undertake such further analysis as might be necessary. We will produce a summary of the outcome of the consultation and publish this on the DfT website. Paper copies will be available on request.
If you have questions about this consultation, contact:
Department for Transport
International Vehicle Standards
3rd Floor, Zone 4, Great Minster House
33 Horseferry Road
London, SW1P 4DR
Alternatively, email: ivs.consult@dft.gov.uk.
Full list of questions
These questions are listed here to give you an overview of what we are asking.
The consultation response form may include questions not listed here, for example, questions about you and your organisation.
See the Ways to respond section of the GOV.UK home page for this consultation to read a full list of questions and find out how you can respond to them.
Question 1: Do you support or oppose mandating vehicle safety technologies outlined in Table 1 of this consultation? Provide further information to support your answer.
Question 2: Do you support or oppose the proposed technical requirements outlined in Table 1? If opposed, what modifications will you propose to the technical requirements?
Question 3: Do you agree or disagree with our proposal not to mandate AIIF technology at this time? Provide further information to support your answer.
Question 4: If the safety technologies were mandatorily implemented on GB type approval, to what effect, if any, do you believe each technology would impact casualty reduction on GB roads?
Question 5: Do you agree or disagree with mandating these technologies at this time solely for mass-produced vehicles under GB type approval?
Question 6: If you disagree, how would you like to change it?
Question 7: Do you agree or disagree with retaining existing provisions for vehicles built in multiple stage? Provide reasons if you disagree.
Question 8: Do you agree or disagree with retaining the current technical requirements for special purpose vehicles? If you disagree, why?
Question 9: What, if any, other domestic regulations, beyond those already specified, do you believe will require amendment to align with these proposals?
Question 10: Do you agree or disagree with the proposed timings for implementing these safety technologies?
Question 11: If you disagree, what alternative timing would you like to propose for new vehicle types and new vehicle registration after amendments take effect?
Question 12: In your view, should manufacturers be allowed to sell remaining stocks of non-compliant vehicles for a specified period after the introduction of these proposals? Provide further information to support your answer.
Question 13: If, after implementation, future evidence showed vehicle safety features are not consistently retained and maintained, should it become mandatory for operators to do so? Provide further information to support your answer.
Question 14: What, if any, other further measures exist that you wish to highlight regarding these proposals?
Question 15: Do you have any other comments?
Freedom of information
Information provided in response to this consultation, including personal information, may be subject to publication or disclosure in accordance with the Freedom of Information Act 2000 (FOIA) or the Environmental Information Regulations 2004.
If you want information that you provide to be treated as confidential, please be aware that, under the FOIA, there is a statutory code of practice with which public authorities must comply and which deals, amongst other things, with obligations of confidence.
In view of this it would be helpful if you could explain to us why you regard the information you have provided as confidential. If we receive a request for disclosure of the information, we will take full account of your explanation, but we cannot give an assurance that confidentiality can be maintained in all circumstances. An automatic confidentiality disclaimer generated by your IT system will not, of itself, be regarded as binding on the department.
Data protection
The Department for Transport is conducting this consultation on our proposal to mandate new vehicle safety technologies under the GB type approval scheme. This consultation, and the processing of personal data that it entails, is necessary for the exercise of our functions as a government department. If your answers contain any information that allows you to be identified, DfT will, under data protection law, be the controller for this information.
As part of this consultation, we are asking for your name and email address. This is in case we need to ask you follow-up questions about any of your responses. You do not have to give us this personal information. If you do provide it, we will use it only for the purpose of asking follow-up questions.
Your personal data collected through this consultation is processed in line with our online forms, surveys and consultations privacy notice.
Your personal data is processed on behalf of DfT by SmartSurvey, as they run the survey collection software. You can view the SmartSurvey privacy policy.
Your personal data will be securely deleted 12 months after the consultation analysis report has been published.
DfT’s privacy policy has more information about your rights in relation to your personal data, how to complain and how to contact the Data Protection Officer.
In addition to this data, for organisations, we are asking if they represent other businesses and, if so, the number of businesses they represent.
Your information will be kept securely and destroyed within 12 months after the consultation has been completed.