Proposal to amend para. 6.27.9.1. to exclude direction indicator lamps and dipped-beam headlamps from the 700 cd maximum luminous intensity limitation on or above the HH line when used as answer-back signals, allowing these devices to operate with their original specifications, while maintaining the restriction on front fog lamps, rear fog lamps, and stop lamps.
Proposal to amend para. 2.4.10. to define a pair for vehicles of categories M, N and O as one or more lamp(s) extending from left to right-hand side, amend para. 2.4.11. and 2.4.12. to define single and multiple lamps and interdependent lamp systems marked Y, amend para. 5.5. and its sub-paragraphs to establish requirements for paired lamps including symmetry and photometric characteristics, amend para. 5.7.2.2. and 5.7.2.3. to specify installation requirements for single lamps, delete para. 5.7.2.4. concerning positioning and length requirements, amend para. 5.18.2. regarding assembly of lamps marked D, add para. 4.7.3. to UN Regulation No. 148 requiring a pair to contain at least one light source on each side, and amend para. 4.8.1.3. to clarify photometric measurement procedures when lamps use multiple light sources.
Draft priority work programme for GRE addressing simplification and update of UN Regulations Nos. 48, 53, 74, 86, 148, 149 and 150 to become future proof and technology neutral with performance-based test requirements by 2027; further development of EMC requirements in 08 series of amendments to UN Regulation No. 10 by 2028; reduction of lamp glare with recommendations by 2026; lighting performance visibility and glare prevention by 2027; development of ADS marker lamps for automated vehicles; new LED replacement light sources categories; adaptation to technical progress; energy indicator and lamp test mode by 2027; optical sensor requirements; and sustainability considerations.
Proposal to amend para. 4.5.5. to permit the internal structure of optical components and the texture of the outer lens of a lamp to incorporate one manufacturer logo built by transparent or non-transparent components, subject to conditions: only the logo of the vehicle manufacturer or body manufacturer brand name is allowed; the enclosed light emitting surface of the logo shall not exceed 100 cm²; graphic marks, emblems, words, or combinations smaller than 5 cm² are not to be considered as a manufacturer logo; the logo light emitting surface does not have to be symmetrical; and stop lamps, direction indicator lamps, reversing lamps, and side-marker lamps shall not incorporate a logo unless the rearmost side-marker lamp is grouped, combined, or reciprocally incorporated with the rear position lamp.
Draft agenda for the Informal Working Group on Prioritization meeting scheduled for Friday 30 October 2026. The agenda covers adoption of the agenda, draft terms of reference with documents IWG-Prio-02-02 and IWG-Prio-02-03 including a consolidation of comments and proposal for amendments by Sweden, prioritization through creation of a consolidated numbered list of all GR priorities for WP.29 members to rank by importance to identify common agreement on high and lower priority work items and potential items to pause, list of actions, date and place of next meeting, and any other business.
Meeting report documenting discussions on proposed amendments to the driver drowsiness alert warning (DDAW) system regulation. Topics addressed include: clarification of warning acknowledgement and continued monitoring; mandatory microsleep detection as a distinct safety-critical event; expanded operating conditions for system effectiveness; interaction between DDAW and Driver Control Assistance Systems (DCAS); system performance under driver occlusions such as eyewear; drowsiness warning thresholds and advisory information; false negative event classification methodology; test participant selection and validation procedures; specificity and positive predictive value as performance metrics; and Observer Rated Drowsiness (ORD) as an alternative to KSS measurement. The IWG discussed these proposals to inform development of a 01 series of amendments to UN Regulation No. 182.
Presentation comparing results of Switzerland’s NExUS study on electric vehicles and internal combustion engine vehicles with RD-ASEP Sound Expectation Model predictions. NExUS study objective was to compare EVs with ICE vehicles of the same consumer segment to better understand EV modelling. Key findings show overall sound levels of EVs and modern ICEs are close under constant speed, while ICE sound is higher under low-speed acceleration. RD-ASEP SEM predictions align closely with NExUS measurements for both accelerated and constant speed conditions.
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.
Additional comments related to document EMC-21-03.