Agenda for the first conference call meeting of the IWG on EDR, scheduled for 30 November 2026. The meeting will cover welcome and introduction, approval of the agenda and previous session reports, preparation of a proposal for new Terms of Reference for the IWG on EDR, continuation of discussions on items for the EDR Step 3 workstream, EDR for ADS, and any other business. Future meetings are planned for January 2027 and March 2027.

Document presenting challenges related to headlamp aiming limits for vehicles. Addresses up-down aiming challenges including vehicle load, cut-off line definition, lamp height consideration, and vehicle inspection management. Discusses left-right aiming challenges regarding vehicle references, aiming limits, and kink point definition. Concludes that vehicle approval is key to enabling vehicle inspection to develop its full potential in glare prevention.

Document addresses the Rear-End Collision Alert Signal (RECAS) in UN R48. It identifies unclear speed thresholds for RECAS activation, noting that RECAS may not operate when vehicles are stationary or moving at low speeds depending on system design. Accident data analysis shows 59 percent of rear-end crashes involved stopped lead vehicles and 22 percent involved decelerating lead vehicles. The document requests views on whether RECAS should flash when vehicles are completely stopped, whether owner manuals should state RECAS activation limitations, and seeks information on RECAS verification during type approval.

Document presents comparison of UN R51.03 ASEP, UN R51.04 RD-ASEP, and an updated ASEP alternative concept. It outlines improvements including explicit testing of all conditions to reduce test detection schemes, expanded vehicle speed range to 1-100 km/h, random test point evaluation, and extension to part load conditions. Main open topics include tyre model stability, technology and model temperature correction, application and uncertainties, and criteria and judgement safeguards. Document identifies quick wins through clarification that all modes must be tested and suggests main improvements can be realized through an updated, simple ASEP with part load testing capabilities.

Information brochure providing practical details for the EVS-31-A05 meeting at the European Commission Joint Research Centre in Seville, Spain. The document specifies the venue address at the Expo Building, business hours from 08:30 to 17:00, and transportation options including airport bus service costing 6 EURO and taxis costing approximately 30 EURO. Five recommended hotels are listed near the venue. Lunch and breakfast will not be provided; however, snacks and beverages including coffee, tea, and water will be provided. Several restaurants are available in the vicinity of the JRC building.

Agenda for the 31st session of the EVS IWG, 25–27 January 2026 in Seville, Spain. The session includes reports of UN activities, updates on ongoing research and rulemaking activities including transposition of GTR 20 to national regulation, and technical information from countries and industry on seven phase 3 items: expansion of electrical and battery safety protection scope, bottom protection, maintaining EV battery safety during in-use phase, micro-mobility and light-category vehicle safety, post-crash REESS safety assessment and stabilization procedures, safety of swappable batteries, and quantitative criteria on flammability, toxicity and corrosiveness of vented gases and smoke.

The workshop on frontal impact assessment in Tokyo, 4-6 November 2026, will address robustness, defined as the vehicle’s ability to protect occupants of varying body height, weight, shape, and seating position in real-world relevant collisions by maintaining structural integrity and effective safety systems so that the risk of injury is minimized for all types of people. The agenda includes review of relevant regulations, clarification of roles of ATDs and HBMs, and conceptual ideas for future regulatory upgrades addressing brain injury, soft tissue neck injury, lower leg injury, thorax injury, submarining, abdominal loading, and lower severity collisions. The workshop will develop an HBM-based robustness assessment matrix to complement current ATD-based requirements.

Proposal to insert a new definition of ‘call for help signal’ in para. 2.6.5., add provisions to para. 6.6.7.2. permitting the call for help signal as an alternative to the hazard warning signal following a collision, and insert a new para. 6.30. establishing requirements for the call for help signal. The call for help signal operates via simultaneous flashing of all direction-indicator lamps and optionally all stop lamps at 4.0±1.0 Hz (or 4.0+0.0/−1.0 Hz for filament rear lamps), activates automatically only after activation of an Accident Emergency Call System or equivalent emergency system, deactivates automatically if the vehicle exceeds 15 km/h or if the Emergency Call System is manually deactivated, and may be manually switched off.