Proposal to amend UN R10 by inserting new paragraphs to address Automated Driving System (ADS) requirements. The supplement to the 07 series of amendments extends the Regulation’s application to vehicles of categories X and Y equipped with an ADS, as well as conventional vehicles with an ADS, while maintaining the spirit of the original Regulation. Modifications include new definitions for “ADS test configuration,” revised immunity related functions to account for ADS sensor performance, and updated test conditions specifying that ADS shall be operational during testing. Alternative testing methods may be used when the ADS cannot function in the laboratory environment, subject to type-approval authority agreement.
The CLIV informal group held its 15th session in Seoul from 24–27 March 2026, focusing on drafting performance requirements for buses and coaches. Japan proposed a five-minute inspection duration for drivers to confirm all children have disembarked; however, OICA suggested linking inspection time to passenger capacity. On Day 3, Japan presented a revised position: buses with 25 or more passenger seats require five minutes before a CLIV warning event occurs, while buses with fewer than 25 passenger seats require three minutes. All delegates supported this approach. The IWG agreed to draft papers for submission to affected GRs concerning external audible and visual warning signal proposals and intends to submit the draft UN Regulation to GRSP for informal consideration at the June 2026 GRSP session.
The informal working group on Global Technical Regulation for Acceleration Control for Pedal Error will meet on May 8th, 2026 via MS Teams from 12:00 to 14:00 CEST. The agenda includes approval of the agenda, adoption of the draft report for the previous meeting, review of a list of ACPE-equipped vehicles, preliminary outcome and planning research activities, coordination of research activities, other business, and a list of action items and next meetings.
Comments address proposals EDO-05-03e and EDO-05-04e. On intuitiveness, the definition was agreed upon but concerns remain regarding ambiguity under self-certification system. Specific examples may be included such as door handle with gripping space, and mark/label/symbol on latch control. On power loss test, overall test procedures were agreed upon. Clarifications needed include normal riding position in 2.2.3., and whether interior test testers proceed with opening procedure after 60 minutes for all doors with 4 times repetition per door within 60 minutes proposed.
The agenda for the 14th session of Task Force Virtual Crash Testing covers approval of agenda and minutes, review of a progress dashboard, and a proposal for virtual testing introduced by France. Discussion items include assessment of Human Model readiness at various timeframes and feedback from HBM4VT network stakeholders. The session concludes with next steps and scheduling.
The Cross Matrix activity began with TFSL-02-07 (May 2021) defining the concept to assess regulation effects across different areas. TFVS-04-14 (Sep. 2021) clarified building a sound model. Early work 2021-2022 defined traffic and fleet scenarios through TFVS-05-06, TFVS-06-03, TFVS-07-08, and TFVS-06-05, which selected eight scenarios from residential areas to motorways. Activity decreased by 2023, with TFVS-12-06 calling for resumption. TFVS-17-07 compared model results from EU, Switzerland, Japan, and HMG Akustiklabor. Future steps include addressing Lmax, traffic measure effects, opening the approach to L categories, and assessing progress from new RD-ASEP in UN R41 06 series.
This document addresses rear direction-indicator lamps mounted at low positions on vehicles. Republic of Korea reports increased public petitions and media articles regarding visibility and recognition concerns, particularly in congested traffic and for vehicles with higher driver seating positions like SUVs. UN Regulation No. 48 specifies direction-indicator lamp height requirements: not less than 350 mm and not more than 1,500 mm, or up to 2,100 mm under certain structural conditions. The presentation seeks feedback on similar issues from other countries and manufacturers.
Regulatory and Technical Differences Between HDV and LDV Braking Systems and Brake Emissions.