UN Regulation No 129

Increasing the safety of children in vehicles

For policymakers and concerned citizens
Cover illustration credit: www.autostradafacendo.it - SIAS/Italy
 UNITED NATIONS ECONOMIC COMMISSION FOR EUROPE

UN Regulation No 129
Increasing the safety of children in vehicles
For policymakers and concerned citizens
 UN Regulation No 129

United Nations Economic Commission for Europe

The United Nations Economic Commission for Europe (UNECE) is one of the five
United Nations regional commissions, administered by the Economic and Social
Council (ECOSOC). It was established in 1947 with the mandate to help rebuild
post-war Europe, develop economic activity and strengthen economic relations
among European countries, and between Europe and the rest of the world.
During the cold war, UNECE served as a unique forum for economic dialogue
and cooperation between East and West. Despite the complexity of this period,
significant achievements were made, with consensus reached on numerous
harmonization and standardization agreements.

In the post-cold-war era, UNECE acquired not only many new member States,
but also new functions. Since the early 1990s the organization has focused on
analyzing the transition process, using its harmonization experience to facilitate
the integration of Central and Eastern European countries into the global markets.

UNECE is the forum where the countries of Western, Central and Eastern Europe,
Central Asia and North America – 56 countries in all – come together to forge
the tools of their economic cooperation. That cooperation concerns economics,
statistics, environment, transport, trade, sustainable energy, timber housing
and land management. UNECE offers a regional framework for the elaboration
and harmonization of conventions, norms and standards. The experts of UNECE
provide technical assistance to the countries of South-East Europe and the
Commonwealth of Independent States. This assistance takes the form of advisory
services, training seminars and workshops where countries can share their
experiences and best practices.

2
Increasing the safety of children in vehicles – For policymakers and concerned citizens

Transport in UNECE

The UNECE Sustainable Transport Division is the secretariat of the Inland Transport
Committee (ITC) and the ECOSOC Committee of Experts on the Transport of
Dangerous Goods and on the Globally Harmonized System of Classification and
Labelling of Chemicals. The ITC and its 17 working parties, as well as the ECOSOC
Committee and its sub-committees are intergovernmental decision-making
bodies that work to improve the daily lives of people and businesses around the
world, in measurable ways and with concrete actions, to enhance traffic safety,
environmental performance, energy efficiency and the competitiveness of the
transport sector.

The ECOSOC Committee was set up in 1953 by the Secretary-General of the

United Nations at the request of the Economic and Social Council to elaborate
recommendations on the transport of dangerous goods. Its mandate was
extended to the global (multi-sectoral) harmonization of systems of classification
and labelling of chemicals in 1999. It is composed of experts from countries which
possess the relevant expertise and experience in the international trade and
transport of dangerous goods and chemicals. Its membership is restricted in order
to reflect a proper geographical balance between all regions of the world and to
ensure adequate participation of developing countries. Although the Committee
is a subsidiary body of ECOSOC, the Secretary-General decided in 1963 that the
secretariat services would be provided by the UNECE Transport Division.

ITC is a unique intergovernmental forum that was set up in 1947 to support the
reconstruction of transport connections in post-war Europe. Over the years, it has
specialized in facilitating the harmonized and sustainable development of inland
modes of transport. The main results of this persevering and ongoing work are
reflected, in among other things, (i) 58 United Nations conventions and many
more technical regulations, which are updated on a regular basis and provide
an international legal framework for the sustainable development of national
and international road, rail, inland water and intermodal transport, including the
transport of dangerous goods, as well as the construction and inspection of road
motor vehicles; (ii) the Trans-European North-south Motorway, Trans-European
Railway and the Euro-Asia Transport Links projects, that facilitate multi-country
coordination of transport infrastructure investment programmes; (iii) the TIR
system, which is a global customs transit facilitation solution; (iv) the tool called
For Future Inland Transport Systems (ForFITS), which can assist national and local
governments to monitor carbon dioxide (CO2) emissions coming from inland
transport modes and to select and design climate change mitigation policies,
3
 UN Regulation No 129

based on their impact and adapted to local conditions; (v) transport statistics –
methods and data – that are internationally agreed on; (vi) studies and reports
that help transport policy development by addressing timely issues, based on
cutting-edge research and analysis. ITC also devotes special attention to Intelligent
Transport Services (ITS), sustainable urban mobility and city logistics, as well as to
increasing the resilience of transport networks and services in response to climate
change adaptation and security challenges.

In addition, the UNECE Sustainable Transport and Environment Divisions, together

with the World Health Organization (WHO) – Europe, co-service the Transport
Health and Environment Pan-European Programme (THE PEP).

Finally, as of 2015, the UNECE Sustainable Transport Division is providing the

secretariat services for the Secretary General’s Special Envoy for Road Safety,
Mr. Jean Todt.

Inland Transport Committee (ITC) –

Centre of United Nations Transport Conventions

Acknowledgments:

The realization of the brochure was supported by: (i) the German Federal Ministry
of Transport and Digital Infrastructure and the Federal Highway Research Institute
(BASt) who contributed main parts of the brochure, (ii) the European Association
for the Co-ordination of Consumer Representation in Standardisation (ANEC) and
(iii) the European Association of Automotive Suppliers (CLEPA).

4
Increasing the safety of children in vehicles – For policymakers and concerned citizens

Introduction

To reduce the risk of severe injuries in the case of accidents, it is important that
babies and toddlers are transported opposite the driving direction for as long as
possible. Compared to older children and adults, they have weaker neck muscles
carrying a relatively large and heavy head. A premature change into a forward-
facing Child Restraint System (CRS) increases the risk of severe injury to the
cervical spine in case of accidents.

A rearward facing CRS is too small if the child’s head is on the same height or above
the upper edge of the shell, or if the child has exceeded the weight approved
for the group. The use of a rearward facing CRS on a vehicle seat with activated
passenger airbag is prohibited by law due to the danger to the child.

It is suggested that the vehicle manual is consulted in order to determine

whether a CRS may be placed on the passenger seat and how the airbag can be
deactivated, if necessary.

The new UN Regulation No.  129, also known as “i-Size Regulation”, has been
developed in order to better address issues such as the one described above.
It has been developed by the Working Party on Passive Safety (GRSP), a subsidiary
body of the World Forum for Harmonization of Vehicle Regulations (WP.29)
of the United Nations Economic Commission for Europe (UNECE), with the aim of
enhancing child safety in Europe. The development of the technical contents of
the UN Regulation has been dealt with by an Informal Working Group of GRSP, led
by France, gathering experts from ministries of transport, research institutions,
technical services, consumer testing and industry.

After the adoption of the new UN Regulation No. 129 (i-Size) by UNECE/WP.29,

annexed to the 1958 Agreement in November 2012, and coming into force on
9 July 2013, Contracting Parties of the 1958 Agreement and Non-Governmental
Organizations (NGOs) addressed journalists, professionals, manufacturers of CRSs
and consumers/parents to provide more information.

5
 UN Regulation No 129

The i-Size UN Regulation

The main aim of the new regulation is to create a ”plug and play” universal ISOFIX
CRS that matches a corresponding seating position in the vehicle. CRSs that
are produced based on the new “i-Size” Regulation provide the following major
improvements for the transport of children in cars:

• The Regulation provides for the rear-facing position of children up to a

minimum of 15 months, instead of 9 months in the current regulation. This
will offer better protection for the developing head and neck of babies
and toddlers by requiring children to be transported rearward facing until
15 months of age.

• The introduction of a side impact test procedure which will lead to better
protection of the child’s head especially for younger children. Until today,
there was no dynamic test requirement for lateral impacts.

• New generation dummies which more closely represent the actual effects
of a crash on the body of real children.

• Fewer installation options with ISOFIX only, which results in a lower risk of
the seat being incorrectly fitted in the car. A simplified guide to choosing
the right seat for the child, by using the height of the child as the only
guideline.

• Better compatibility between the car and the CRS: “i-Size” CRS will fit in any
“i-Size” ready seating position in a car (a vehicle fitting list will no longer be
required). Both the CRS and the seating position can be recognised by the
“i-Size” logo.

6
Increasing the safety of children in vehicles – For policymakers and concerned citizens

The 6 pillars of UN Regulation No. 129 (i-Size)

ISOFIX Integral RF 15 months

It is a new
Universal Mandatory
international
safety regulation
on devices
Classification capable of
Side Impact
using child size accommodating
a child occupant
(popularly
New Dummies & known as
Better
Performance Criteria child seats).
Compatibility
& Test Bench

The phases, including the current state, of the “i-Size” UN Regulation are:

• Phase 1 (i-Size): Integral harness ISOFIX (CRS for younger children, ISOFIX
attached) - Finalised and adopted by WP.29 in November 2012, came into
force on 9 July 2013.

• Phase 2: Non-integral CRS (booster seats [and booster cushions]) (CRS for
older children) - Under development.

• Phase 3: Belted integral harness CRS - is still an open cogitation and under
discussion.

Since the new “i-Size” does not permit forward - facing transport before 15 months,
if parents buy the new “i-Size” seat as of summer 2013, they will use it until their
child is at least 15 months old in the rearward facing position.

7
 UN Regulation No 129

The scale of children safety in road traffic

European Union 2010: Nearly half of all children aged 0-15 killed in road crashes 1
were car passengers, 32  per cent were pedestrians, while 12  per cent were
pedalcyclists.

Car passenger
Pedestria
riann
Pedalc
lcyycle
Mopped
Mo
Mottorc
Mo rcyycle
Bus/C
/Cooach
Othher
Ot

Germany, 2013: 4,406 children under the age of 15 were severely injured (KSI) in
road traffic in Germany, 1,200 of which in passenger car accidents. Of the 58 child
fatalities in road traffic accidents, 28, or 43  per cent, occurred in passenger car
transport (see chart below)2.

Car passenger
Pedestria
riann
Cyclis
istt

1
European Commission - http://ec.europa.eu/transport/road_safety/pdf/statistics/dacota/bfs2012_
dacota-trl-children.pdf
2
German Federal Statistical Office
8
Increasing the safety of children in vehicles – For policymakers and concerned citizens

Russian Federation, 2015 (January until December): 19,219 children (under

16 years of age) were injured accidents. 8,992 of the injured were car passengers.
Of the 686 road traffic fatalities (see chart below), 397 children were killed as car
passengers, 214 as pedestrians and 39 as bicyclists3.

Car passenger
Pedestria
rianns
Bic
icyyclis
listts
Othher
Ot

United States, 2013: 1,149 children aged 14 and younger died in road traffic
accidents: 776 passenger vehicle occupants, 236 pedestrians and 52 pedalcyclists4.

Passenger vehic
icle
le
occupants
Pedestria
rianns
Pedalc
lcyyclis
listts
Othhers
Ot

Uruguay, 2014: 60 children (0-19 years old) were killed in road crashes and
5,951 were injured. 8 of the fatalities occurred as motorcycle passengers and 7 as
pedestrians5.

Pedestria
rianns
Mottorc
Mo rcyycle passenge
gers
rs
Othher
Ot

3
Russian Federation Traffic Police - http://www.gibdd.ru/stat/
4
U.S. Department of Transportation National Highway Traffic Safety Administration - http://www-
nrd.nhtsa.dot.gov/Pubs/812154.pdf
5
National Road Safety Unit of Uruguay (UNASEV)
9
 UN Regulation No 129

Australia, 2014: The road crash fatalities were 65 in the age group 0-16 years. Out
of the 65 victims, 41 were car passengers, 17 were pedestrians, 3 were car drivers,
2 were motorcyclists, and 2 were pedal cyclists6.

Passengers
Pedestria
rianns
Pedal cyclis istts
Mottorc
Mo rcyyclilissts
Driveers
Driv

Japan, 2013: 94 children under the age of 15 were killed in traffic accidents:
47 pedestrians, 24 car passengers, 22 cyclists and one motorcycle passenger7.

Car passengers
Pedestriarianns
Cyclis
istts
Mottorc
Mo rcyycle passenge
gers
rs

India, 2013: A total of 5,760 children younger than 15 years of age died in traffic
accidents. This figure represents 7.1  per cent of the total 80,676 road accident
fatalities (excluding drivers)8.

Agess 0-14
Age
Othher
Ot

6
Australian Government, Department of Infrastructure and Regional Development, Bureau of In-
frastructure, Transport and Regional Economics https://bitre.gov.au/publications/ongoing/files/
Road_trauma_Australia_2014_statistical_summary_N_ISSN.pdf
7
National Police Agency of Japan - https://www.npa.go.jp/toukei/koutuu48/toukeienglish.htm
8
Government of India - Ministry of Road Transport and Highways http://morth.nic.in/writereaddata/
mainlinkFile/File1465.pdf
10
Increasing the safety of children in vehicles – For policymakers and concerned citizens

South Africa, 2010-2011: 17.5 per cent of the total traffic fatalities were children
aged 19 and younger9.

0 to 4
5 to 9
10 to 14
15 to 19
Aduultltss
Ad

The Sultanate of Oman, 2012: 122 children (age 0-15) lost their lives in road
accidents and 1,510 were injured10.

Fatalit
litie
iess age 0-
0-110
Fatalit
litie
iess age 11-
11-15
15
Injurie
riess age 0-
0-15
15

Evolution of child fatalities in the EU (source: Eurostat)

600
500
400
300 Ages 0-15
200
100
0
2005 2006 2007 2008 2009 2010 2011 2012 2013

9
Republic of South Africa, Department of Transport Road Traffic Report March 2011 https://www.
arrivealive.co.za/documents/March%202011%20Road%20Traffic%20Report.pdf
10
Oman Royal Police, Directorate General of Traffic - http://issuu.com/salimsalimah/docs/oman_
road_traffic_accident_2012_rotated
11
 UN Regulation No 129

What is the legal situation in the world

EU: Council Directive 91/671/EEC related to the compulsory use of safety belts
and child-restraint systems in vehicles, as amended by Directive 2014/37/EC,
whereby children less than 135 cm or 150 cm in height (depending on the
country) occupying M1, N1, N2 and N3 vehicles shall be restrained by an integral
or non-integral child-restraint system, suitable for the child’s physical features.
Where a child-restraint system is used, it shall be approved to the standards
of UN Regulation No.  44/03 or UN Regulation No.  129 or any subsequent
adaptation thereto. EU Member States are allowed to decide the height limit of
135 cm or 150 cm, so this differs from country to country, and they can apply
some other exceptions to the general rules, for example for children travelling
in taxis.

Germany: All children younger than 12 years, who are shorter than 150 cm,
must be transported in an appropriate CRS, approved in accordance with the UN
Regulations Nos. 44/03 or 129 or any amendments to these UN Regulations.

Japan: CRSs must be used for child vehicle passengers under the age of 6.

Russian Federation: Children under 12 years old and shorter than 150 cm must
be carried in a child restraint device, in conformity with UN Regulation No. 44 series
04. According to the prevailing national legislation of the Russian Federation11,
the transport of children is allowed with the condition of ensuring their safety by
taking into account features from the design of the vehicle.

The transport of children up to 12 years old in vehicles equipped with seat belts
should be carried out with the use of child restraints corresponding to the weight
and growth of the child, or other means allowing to restrain the child by means
of the seat belts provided with the vehicle design. Placing children in the front
seat is only allowed with the use of child restraints12. It is forbidden to transport
children under 12 years old in the back seat of a motorcycle.

11
Government Decree of 14.12.2005 N767
12
Decree of the Government of the Russian Federation of 10.05.2010 N316
12
Increasing the safety of children in vehicles – For policymakers and concerned citizens

United States: In the U.S., State laws specify how children are to be transported
in motor vehicles. Typically, children under a certain age are required to be
restrained in a Federal Motor Vehicle Safety Standards (FMVSS) No.  213, “Child
Restraint Systems” compliant CRS or booster seat. The age which the child is
required to be restrained in a CRS or booster seat varies by State and it typically
ranges from 4 to 8 years old. Most states require children that are no longer
required to be transported in a CRS or booster seat, to use a seat belt. Some states
require children under a certain age, which varies by state, to be restrained in the
rear seat13.

Uruguay: The use of child restraint seats is mandatory according to the National
Traffic and Road Safety Law (number 19,601) and its decree (number 81/014) for
implementing the Law.

13
For more specific information on State laws in the U.S. regarding child seat use, see the following
summary provided by the Insurance Institute of Highway Safety: http://www.iihs.org/iihs/topics/
laws/safetybeltuse?topicName=Safety%20belts#tableData.
13
 UN Regulation No 129

Use and misure of Child Restraint Systems

Use of Child Restraint Systems (2013):

European Union: Example of Germany.

100
90
80
70
% 60
50
40
30
20
10
0
Germ
rmaany Japan Russsia
Ru iann USA
(0-
0-55 ye
years
rs)) (0-
0-11 ye
years
rs)) Federa
rattio
ionn (0-
0-88 years
rs))
(0-
0-12
12 ye
yearsrs)) (2011)

The figures of the German Federal Highway Research Institute (BASt) from 2013
show a use of CRS in vehicles in built-up areas at 82 per cent. When looking at
children up to an age of five years, this figure is 90 per cent14.

Japan: The survey from April 2013 of the National Police Agency/JAF, showed
that CRS use in Japan is at approximately 60 per cent of respondents15.

Russian Federation: According to the survey of the All-Russian Public Opinion

Research Center (April 2013), only 51 per cent of respondents use child restraints
when transporting children.

United States: According to the National Child Restraint Use Special Study
(NCRUSS) - a national survey conducted by NHTSA in 2011- observing the use
of CRSs and booster seats for child passengers (ages 0-8 years) in 4,167 vehicles,
94 per cent of children were restrained in a CRS or booster seats, 4 per cent were
restrained in a seat belt, and 2 per cent were unrestrained16.

14
Source: BASt; Forschung kompakt 11/14
15
2013 survey by the National Police Agency of Japan/JAF
16
Link to NCRUSS report: http://www-nrd.nhtsa.dot.gov/Pubs/812142.pdf
14
Increasing the safety of children in vehicles – For policymakers and concerned citizens

Misuse of Child Restraint Systems (CRS not correctly fitted) (2013):

European Union: Example of Germany.

70%
60%
50%
40%
30%
20%
10%
0%
Germany Japan Russian USA
Federation18

Studies on misuse, however, showed that only 35 per cent of these children are
secured correctly in the CRS. Incorrect use of the CRS can drastically reduce the
protective capability17.

United States: According to the National Child Restraint Use Special Study
(NCRUSS), the overall CRS and booster seat misuse was 46 per cent. The misuse
rate was 61  per cent for forward-facing CRSs, 49  per cent for rear-facing infant
CRSs, 44  per cent for rear-facing convertible CRSs (CRSs that can be used rear
facing and forward facing), 24 per cent for backless booster seats, and 16 per cent
for high back booster seats.

How to overcome this unsatisfactory situation?

A step towards the reduction of misuse is the introduction of the ISOFIX

anchorages. ISOFIX is a rigid connection of the CRS and the car via two standardized
attachment points. This system facilitates the installation of child seats into the
car and reduces potential misuse. In addition, the ISOFIX protective system could
have a further anchoring point in the vehicle to prevent the CRS from rotating. In
this case, a support leg or a top tether can be used.

17
Source: BASt; Report M178; 2006
18
No information available
15
 UN Regulation No 129

Child Restraint Systems according to UN Regulation No. 44

CRSs approved according to UN Regulation No.  44 are divided into five mass
groups:

Group Weight
Group 0 up to 10 kg
Group 0+ up to 13 kg
Group 1 9 to 18 kg
Group 2 15 to 25 kg
Group 3 22 to 36 kg

The CRSs of the groups 0 and 0+ must be rearward facing (or lateral as a carry-
cot). The groups 0, 0+ and 1 have an integral harness system or (only for group 1)
an impact shield, which holds back the child. In the groups 2 and 3, the child is
restrained by the safety belt of the vehicle. ISOFIX for the connection of CRSs to
the vehicle is approved for groups 0 to 1.

Weight of
9 10 11 12 13 14 15 16 17 18 22 25 36
child [kg]
6 12
Age of child 9 months 3 years
years years

Group 0

Group 0+

Group I

Group II

Group III

Integrated restraint system

Approved for ISOFIX

Rearward facing,
sideward facing
mandatory

16
Increasing the safety of children in vehicles – For policymakers and concerned citizens

A CRS approved according to UN Regulation No.  44 has a relevant marking.

The marking shows the version of the Regulation under which the system was
approved (also part of the test number, see the first two digits). Furthermore, it
must be indicated for which body weight the CRS is suitable for, the suitability
with regard to the vehicle, the country in which the seat was approved as well as
the seat manufacturer.

CRSs can be approved universally, i.e. they are suitable for almost all vehicle seats
which are approved in accordance with UN Regulations Nos. 14 and 16 (vehicle
manual). Semi-universal approved CRSs use (safety) equipment which cannot be
used on all vehicle seats. Vehicle-specific CRSs are approved specifically for each
vehicle model. For semi-universal and vehicle-specific CRSs, the usability for each
seat must be checked by means of the vehicle type list associated with the CRS.

17
 UN Regulation No 129

Child Restraint Systems according to UN Regulation No. 129

Since 09 July 2013, CRSs can be approved in accordance with the new UN Regulation
No. 129 for CRSs. The UN Regulation No. 129 simplifies the use of CRSs to minimize
the risk of misuse, introducing “i-Size” systems. An “i-Size” CRS is a universal ISOFIX
system which is attached in the vehicle using the ISOFIX anchorage points. All
“i-Size” CRSs can be used on any vehicle seats suitable for “i-Size”, which are approved
according to UN Regulations Nos. 14 and 16. Either a top tether or a support leg
can be used as the third anchoring point. Both systems can be used universally on
“i-Size” seats. “i-Size” CRSs and vehicle seats with “i-Size” approval are marked with
the new symbol.

The CRSs are categorized based on size. This means, that the
appropriate CRS is chosen according to the body size of the
child. The manufacturer determines the sizes approved for
the relevant systems and indicates this on the CRS. The inner
dimensions of the CRS are checked within the framework of the
approval according to UN Regulation No. 129, ensuring usability
across the entire designated size range. In addition to the size range, a maximum
weight is indicated, up to which the CRS can be used. This way, it is ensured that
all safety-relevant components, also vehicle components, are dimensioned for
the total weight of the child and CRS.

Children under the age of 15 months must be transported facing rearwards or

lateral in seats that are approved according to UN Regulation No. 129. This takes
into account the special required protection of the head and neck of babies
and toddlers and a too soon change to forward-facing systems is restricted. In
addition, the passive safety was improved in UN Regulation No. 129. A dynamic
test for side impact is now required for the approval of CRSs.

In addition to the approval as an “i-Size” universal ISOFIX CRS, the UN Regulation

No. 129 also offers the option of a vehicle-specific approval. Here, the usability
for each seat must be checked by means of the vehicle type list associated with
the CRS, or vehicle handbook. This approval is specifically required for CRSs that
do not fit in the prescribed space for universal CRSs, for example, larger rearward
facing systems.

18
Increasing the safety of children in vehicles – For policymakers and concerned citizens

Size of child [cm] 40 45 50 55 60 65 70 75 80 83 85 90 95 105

From birth to 15 months old, rearward facing, lateral mandatory

From 15 months to 105 cm, forward facing

possible (observe maximum permitted weight)

Integrated restraint system

Universal ISOFIX with top tether or support-leg

A CRS approved according to UN Regulation No. 129 has a respective marking.

In addition to the “i-Size” symbol, universal ISOFIX CRSs have a marking attached
on the CRS, which must contain at least the following information:

19
 UN Regulation No 129

Usability of Child Restraint Systems

CRSs can be approved according to UN Regulation No.  44 or UN Regulation

No. 129.

• Phase 1 of the UN Regulation No. 129, which has come into force by now,
only applies to the integral ISOFIX CRSs, meaning those equipped with
its own harness system or an impact shield for restraining the child. CRSs
which are installed with vehicle safety belts or where the child is restrained
by means of the vehicle safety belts are currently not included in the UN
Regulation No. 129.

• “i-Size” CRSs can always be used on “i-Size” vehicle seats.

• To use an “i-Size” CRS on an ISOFIX vehicle seat, information from the

vehicle manufacturer is required.

• If necessary, the current vehicle list of the CRS must be considered, as is

the case for semi-universal CRSs, according to UN Regulation No. 44. The
vehicle list contains the vehicle makes in which the CRS can be used and
specifies which ISOFIX vehicle seats the CRS can be used on.

ISOFIX CRSs may be used, in accordance with the information in the vehicle
manual, on seats that are marked with “i-Size”. For CRS with semi-universal or
vehicle-specific approval, the current vehicle list of the CRS must be considered.

20
Increasing the safety of children in vehicles – For policymakers and concerned citizens

Entry into force of UN Regulation No. 129

On 9 July 2013 the new UN Regulation No. 129 (i-Size) entered into force. Since
this date, 50 countries worldwide, including all EU countries, Japan, Russian
Federation and South Africa, have transposed this new regulation into their
national legislations. The complete list of countries applying UN Regulation
No.  129 can be found in document ECE/TRANS/WP.29/343/Rev.24, showing
the status of the 1958 UN Agreement and countries applying the annexed UN
Regulations (amongst other UN Regulation No. 129).

The document is available under section “Status of the 1958 Agreement” on:
http://www.unece.org/trans/main/welcwp29.html

The content of the UN Regulations No. 129 (i-Size) is freely available at the UNECE/
WP.29 website:http://www.unece.org/trans/main/wp29/wp29regs121-140.html

21
 UN Regulation No 129

Frequently asked questions on the UN Regulation

on Child Restraint Systems
1. What is “i-Size”?

The new UN Regulation simplifies the application of CRSs, in order to minimise the
risk of danger due to incorrect use. So-called universal ISOFIX systems (named:
“i-Size”) are being introduced. All “i-Size” CRSs can be used on any vehicle seats
suitable for “i-Size”. “i-Size” CRSs with support legs can also be used universally on
all “i-Size” seats.

“i-Size” CRS and vehicle seats approved for “i-Size” are marked with the new
symbol.

In addition to the simplified use of the CRSs, the passive

safety has also been improved. Furthermore, a new size-based
categorisation of the CRSs was performed, which simplifies the
choice of an appropriate CRS.

2. What is the difference between the UN Regulation No. 44 and the new
UN Regulation No. 129?

CRS are no longer categorised by weight groups, as is the case under UN

Regulation No.  44. The weight group categorisation partially overlapped and
experience showed that this resulted in CRSs being changed to the next group
too early and children being put in wrong seat. This information is displayed by
the manufacturer on the seat of the vehicle.

When using CRSs according to the new regulation, children under the age of 15
months must in future be transported in rearward facing systems. This is also to
prevent a too early change to forward-facing systems and in particular, to increase
the protection of the head and neck.

In addition UN Regulation No. 129 requires a dynamic test for side impact. Under
UN Regulation No. 44, the side impact is not tested.

22
Increasing the safety of children in vehicles – For policymakers and concerned citizens

Protection against side

impact

No forward facing before

15 months

Classification based on
weight (mass groups)
Universal
(Support leg or top tether)

Use of old test

dummies
Choose like a cloth:
on stature and mass

Forward facing possible >

9 kg (9 months)
Regulation
No. 129
Regulation
No. 44

23
 UN Regulation No 129

Overview of the main differences between UN Regulation No. 129

and UN Regulation No. 44

Regulation No. 129 Regulation No. 44 Regulation No. 129

i-Size Check List Technical provisions Technical provisions

• Improved protection for side & • Front impact 50 km/h – • Front impact 50 km/h – 21-28
front impact and a much better 21-28 G G, more demanding criteria
protection of head & neck • Rear impact 30km/h 14-21 G • Rear impact 30 km/h 14-21 G
• Rearward facing travelling • No side impact • Side impact: 24 km/h start 13-
mandatory up to 15 months • Forward facing possible from 15 G with an intruding door
old 9kg (approx. 9 months) • Label on forward facing (FF)
• Promotes ISOFIX, which has • ISOFIX, belt or combination product: no FF before 15
less chance of being incorrectly • All age classes months
used than belted car seats • Phase 1: i-Size: ISOFIX only &
• Universal (top tether)
• All i-Size CRS and some ISOFIX birth to 105cm (can go above
• Semi Universal (support leg)
CRS will fit in new cars with 105cm as well)
i-Size seating positions • Car specific
• Universal (Support leg or top
• Classification of CRSs • Classification based on weight
tether)
(mass groups)
• Human like test dummies • Car specific
• Use of old child dummies
• No groups: Classification based
on stature and max. occupant
mass
• Use of new child dummies

3. Are Child Restraint Systems that conform to the new regulation, safer?

ECRSs in accordance with UN Regulation No.  129 are tested for side impacts,
where the UN Regulation No. 44 are not.

4. How do I recognize a CRS that is approved according to UN Regulation

No. 129?

Type approved CRS are labelled with the type approval marking. Detailed
information is provided in the marking images on page 19.

5. Is a double “E” marking of a seat according to UN Regulation

Nos. 44 and 129 allowed?

A double marking is not allowed. A CRS must be approved either in accordance

with UN Regulations Nos. 44 or 129 and be marked respectively.

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Increasing the safety of children in vehicles – For policymakers and concerned citizens

6. In future, are Child Restraint Systems manufacturers bound to the

“i-Size” regulation of UN Regulation No. 129?

This depends on the manufacturer’s strategy. It is assumed that vehicle-specific

seats will come onto the market also in future, as not every vehicle seat is suitable
for “i-Size” and therefore, no “i-Size” marking can be used.

7. Can “i-Size” Child Restraint Systems only be used on “i-Size” vehicle

seats?

If, in the future, the vehicle is equipped with “i-Size” seats, then the CRS is suitable
for use on the “i-Size” seats in the vehicle. Generally, CRSs marked with the “i-Size”
symbol may only be used on vehicle seats if these are also marked with the “i-Size”
symbol.

8. Can an ISOFIX Child Restraint System be used on an “i-Size” seat?

ISOFIX CRSs may be used, in accordance with the information in the vehicle
manual, on seats that are marked with “i-Size”. For semi-universal seats please
adhere to the manufacturer’s vehicle type list.

9. What must I take into account when purchasing the correct “i-Size”
CRS?

Manufacturers indicate, in centimetres, the child height range on the CRS for
which the seat is suitable. In addition, the maximum weight for use of the seat is
also indicated there. In a vehicle with “i-Size” seats, any type of “i-Size” CRS can be
used. If the CRS manufacturer has approved the use of the “i-Size” seat for certain
vehicle seats with ISOFIX marking, then the CRS can be used like an approved
system under UN Regulation No.  44, i.e. according to the specifications in the
vehicle manual.

10. Why are Child Restraint Systems categorized by size and weight?

CRSs are categorized by height of the child to make it easier for parents to
choose the correct CRS. Parents often prefer to know the height of the child
than the weight. A review of the inner dimensions and the belt adjustment
options in the new UN Regulation No. 129 ensures that the product can be used
for the specified size range. The maximum weight of the child, up to which the
CRS can be used, ensures that all safety-relevant components, including vehicle
safety-relevant components are dimensioned according to the total weight
of the child and CRS. The categorization also reduces the number of too early
changes to a new system.
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 UN Regulation No 129

11. Why do children under the age of 15 months have to be transported

rearward facing?

Special protection for the head and the neck of toddlers is required due to
the combination of weak muscles in the neck and the proportion between
the head and body size. For this reason, the new regulation establishes an age
limit of 15 months for children to be transported at least rearward facing or
side-facing.

12. When did the new Regulation come into force and when will the
“i-Size” seats be available in vehicles?

The new UN Regulation No .129 for CRSs came into force on 09 July 2013. Since
mid-2013, vehicle manufacturers can also approve vehicle seats as “i-Size” seat
positions. The first vehicles with seats marked as “i-Size” already entered the
market in 2014.

13. Is it possible to mark different seats with ISOFIX and “i-Size” in one
vehicle?

Yes, this is up to the vehicle manufacturer.

14. Is a vehicle-specific approval for Child Restraint Systems still possible?

Yes, particularly in smaller vehicles where it is not always possible to offer the
“i-Size”.

15. Can I continue using Child Restraint Systems that are approved
according to UN Regulation No. 44/03 or 04?

The previous CRS regulation (UN Regulation No.  44) remains in force and CRSs
approved in accordance with UN Regulation No. 44 (series of amendments 03 and
subsequent amendments) may still be used. Purchasing and using new CRSs in
accordance with UN Regulation No. 44 is permitted.

16. In the future, will both regulations (UN Regulations Nos. 44 and 129)
be valid in parallel?

Both regulations are currently valid in parallel. At the moment, UN Regulation

No. 129 only includes integral ISOFIX CRSs, meaning those which are equipped
with their own harness systems or an impact shield for restraining the child.
Following a transition phase, in which the UN Regulation No. 44 will be revised,
ISOFIX CRSs will only be approved in accordance with the new UN Regulation

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Increasing the safety of children in vehicles – For policymakers and concerned citizens

No. 129. CRSs that are fixed with vehicle safety belts or where the restraint of
the child takes place with the vehicle safety belts are not yet included in the
UN Regulation No. 129. Requirements for these non-integral CRSs, where the
child is restrained by the vehicle safety belt, are currently being developed
by the UN Economic Commission for Europe (UNECE) for the new regulation.
The procedure for CRSs with integral restraint systems, which are not fixed
by ISOFIX, but with the vehicle seatbelt, will be determined at a later point in
time.

17. Is there a uniform communication strategy with regard to the approval

of Child Restraint Systems in accordance with UN Regulations Nos. 44
and 129? How are insecurities among consumers being avoided with
different instructions in the relevant manuals?

The communication strategy is set by the individual manufacturers. The

operating instructions also provide information for consumers. Clear
information should be available in the relevant vehicle and CRS manuals. This
of course requires communication between car manufacturers and child seat
manufacturers.

EU: Each individual Member State decides on the methods for providing the
necessary information.

United States: Does not apply as only the Federal Motor Vehicle Safety Standard
No. 213, “Child Restraint Systems”, compliant systems can be sold and used in the
United States.

Russian Federation: The use and installation of child restraints is allowed only
in strict accordance with the operating manual for the vehicle and the operating
instructions for the child restraint.

18. Are “i-Size” Child Restraint Systems available for all age groups?

Currently, only CRSs with integral belt systems can be approved on the basis
of UN Regulation No.  129. The use of “i-Size” CRSs is restricted by prescribed
maximum dimensions and compliance with the total weight of the child and
the CRS. The approval as a “Specific Vehicle ISOFIX” seat allows exceeding
the maximum dimensions e.g. for large rearward facing CRSs, whereby the
requirements for passive safety of UN Regulation No. 129 remain binding. The
requirements for CRSs without own integral harness system for older children
are currently being reworked within the framework of the UN Regulation
No. 129.
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 UN Regulation No 129

19. Are the new Child Restraint Systems permitted for use worldwide?

EU: Yes according to Council Directive 91/671/EEC of 16 December 1991.

Japan: Yes, CRSs according to the UN Regulation No.  44 and the new UN
Regulation No. 129 are permitted.

United States: All CRSs sold in the United States must be compliant to FMVSS
No.  213. UN Regulation No.  44 and/or No.  129 compliant CRSs that are not
compliant to FMVSS No.  213 are not permitted for sale and use in the United
States.

Russian Federation: Currently, in accordance with the Technical Regulations of

the Customs Union (TR CU 018/2011) child restraints must meet the requirements
of the UN Regulations No. 44-04.

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Increasing the safety of children in vehicles – For policymakers and concerned citizens

Glossary

”Child Restraint System” (CRS) means a device capable of accommodating a

child occupant in a sitting or supine position. It is so designed as to diminish the
risk of injury to the wearer, in the event of a collision or of abrupt deceleration of
the vehicle, by limiting the mobility of the child’s body. It is popularly known as
vehicle child seat.

“World Forum for Harmonization of Vehicle Regulations (WP.29)” was

established on 6 June 1952 as the Working Party on the Construction of Vehicles,
a subsidiary body of the Inland Transport Committee (ITC) of the United Nations
Economic Commission for Europe (UNECE). In March 2000, WP.29 became the
“World Forum for Harmonization of Vehicle Regulations (WP.29)”. The objective of
the WP.29 is to initiate and pursue actions aimed at the worldwide harmonization
or development of technical regulations for vehicles. Providing uniform
conditions for periodical technical inspections and strengthening economic
relations worldwide, these regulations are aimed at:

• Improving vehicle safety;

• Protecting the environment;
• Promoting energy efficiency, and
• Increasing anti-theft performance.

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 UN Regulation No 129

The Economic Commission for

Europe (UNECE)

Inland Transport
Committee (ITC)

World Forum for

Harmonization of Vehicle
Regulations (WP.29)

Other Working Parties • Pollution and Energy

• General Safety
Provisions
• Brakes and Running Gear
• Lightning and Light-
signalling
• Noise
• Passive Safety

• “Working Party on Passive Safety (GRSP)” Subsidiary body of the World

Forum, which is responsible for the up-date of the existing requirements with
regard of passive safety, and among others, those of Regulations No. 44 and 129
(see also the reports and working documents at the homepage address:
http://www.unece.org/trans/main/wp29/wp29wgs/wp29grsp/grsprep.html

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Increasing the safety of children in vehicles – For policymakers and concerned citizens

“UN 1958 Agreement”concerning the Adoption of Uniform Technical Prescriptions

for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used
on Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals
Granted on the Basis of these Prescriptions; the Agreement counts 53 Contracting
Parties (UN Countries) world wide and 136 annexed UN Regulations. Whenever
a company designs a prototype of an automotive component, accessory or
vehicle they must prove that it meets the performance requirements of the 1958
Agreement’s Regulations. Once that is done, the manufacturer can follow the motto
“certified once, sold everywhere”. That company engraves the E on their parts,
and a car maker in any country can buy it with the confidence that it meets the
Regulations. Companies can trade across borders and to different regions without
a costly re-verification process which would be passed on to the consumer. UN
Regulations, can be consulted on-line at or downloaded free of charge from the
following website: http://www.unece.org/trans/main/welcwp29.html

“i-Size” (Integral Universal ISOFIX Child Restraint Systems) is a category of Child

Restraint System for use in all i-Size seating position of a vehicle, as defined
and approved according to Regulation Nos. 14 (Safety-belt anchorages) and 16
(Safety-belts).

“Integral” is a class of Child Restraint System, meaning that the child is restrained
only by components which comprise the Child Restraint System (e.g. strap
harness, shield, etc.), and not by means connected directly to the vehicle (e.g;
seat belt).

“ISOFIX” is a system that provides a method of connecting a Child Restraint

System to a vehicle. It is based on two vehicle anchorages and two corresponding
attachments on the Child Restraint System in conjunction with a means to limit
the pitch rotation of the Child Restraint System. All three vehicle anchorages are
to be approved according to UN Regulation No. 14.

“ISOFIX Universal” is an ISOFIX comprising either a top-tether or a support-leg,

to limit the pitch rotation of the Child Restraint System, attached to, or supported
by, the corresponding vehicle.

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 UN Regulation No 129

“ISOFIX anchorage system” means a system made up of two ISOFIX low

anchorages fulfilling the requirements of UN Regulation No. 14 which is designed
for attaching an ISOFIX Child Restraint System in conjunction with an anti-rotation
device.

“ISOFIX low anchorage” means one 6 mm diameter rigid round horizontal bar,
extending from vehicle or seat structure to accept and restrain an ISOFIX Child
Restraint System with ISOFIX attachments.

“Support-leg” means an anti–rotation device permanently attached to a Child

Restraint System creating a load path between the Child Restraint System and
the vehicle structure. A support-leg shall be adjustable in length (Z direction) and
may be additionally adjustable in other directions.

“UN Regulation No.  44” lists technical testing provisions to ensure the high
safety performance of components used for child restraints. These provisions
regulate factors such as flammability, the tensile strength of materials, straps,
fixing points and markings and most importantly provide specifications for the
positioning of the child’s body in the car seat. This is essential for preventing
the child’s head from coming into contact with the car’s interior during a crash.

“ECE/TRANS/WP.29/343/Rev.xx” currently updated by UNECE/WP.29 secretariat

at its Revision No. 3, is the complete status of the 1958 Agreement providing full
information concerning the list of Contracting Parties applying a Regulation
and its amendments, listing the titles of all 136 UNECE Regulations, amongst
other UN Regulations No.  44 and No.  129, as well as the date of entering into
force of each amendment adopted, the Contracting Parties (C.P.) to the
Agreement and for each individual Regulations a list of C.P. applying that
Regulation, giving the addresses of their Type Approval Authorities that
grant the approvals and the Technical Services that carry out the testing
and issue the test reports. It’s available free of charge at the following website:
http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html

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Information Service
United Nations Economic Commission for Europe
Palais des Nations
CH-1211 Geneva 10, Switzerland
Telephone: +41(0)22 917 44 44
Fax: +41(0)22 917 05 05
Email: [email protected]
Website: http://www.unece.org

Designed and Printed at United Nations, Geneva – 1601786 (E) – February 2016 – 2000 – ECE/TRANS/NONE/2016/1