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.

Presentation on the Nord2000 noise model used in Sweden for road traffic noise mapping. Nord2000 uses five vehicle categories described by weight and number of axles, with 1/3 octave band frequency resolution from 25 to 10000 Hz. Two sources per vehicle category represent rolling and propulsion mechanisms. The model includes surface corrections based on Swedish CPX measurements, horizontal and vertical directivity patterns, and methods for deriving source sound power levels from field measurements using the propagation model with assumed omnidirectional sources.

Study identifying and prioritizing road traffic parameters that most strongly influence linear acoustic power levels and noise exposure using the European regulatory method CNOSSOS-FR in the Hauts-de-Seine department. Sensitivity calculations applied to 25 of 36 municipalities using E5 parameters, with population exposure counted using the median method. Analysis examines hourly traffic composition, pavement data from Renault sensors collected June 2024 to May 2026, and average speed data from departmental and national sources.

Policy briefing on road traffic noise as a health hazard and the opportunity for electric vehicles to reduce environmental noise pollution. Documents health impacts including hearing loss, cardiovascular disease, cognitive impairment, and sleep disruption, with particular vulnerability for infants, children, seniors, and people with pre-existing conditions. Addresses enhanced exterior sound systems in EVs that replicate combustion engine noise, undermining noise reduction benefits. Recommends regulating acoustic vehicle alerting systems for pedestrian safety while prohibiting sounds beyond public safety requirements, and prioritizing public health over commercial preferences.

Overview of rounding principles for calculations in models where results are used for further calculation. Recommends carrying full precision until the end and applying rounding only to final output. Identifies Round Half to Even as standard for modeling and statistics, and Round Half Up as used in UN Regulations. Advises matching output precision to input data uncertainty and not reporting more precision than input data warrants.

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.

Task Force Data Analysis provides input to the Editing Task Force on three items. For vehicles with single gear ratios, remove brackets from text restricting acceleration to no more than 2.0 m/s and continue with adopted text for UN R51.04. Restructure Annex 7 paragraph 4.4. into subparagraphs for clarity. Rework paragraph 3.6.1. to define reference acceleration with v-t-e ratio and specify procedures for determining maximum reference acceleration. Add specification to factor x determination to prevent extreme results and harmonize its representation as either percentage or decimal value.

Agenda for the 23rd session of the Task Force on Vehicles Sound on 20 October 2026. The session will cover adoption of the agenda and report of the 22nd session, exchange of information on national and international requirements including presentations on quiet communities and noise sensitivity analysis, cross-matrix comparison of sound traffic modelling approaches with presentations on noise modelling and CNOSSOS-FR parameters, any other business, and arrangement of the next meeting in February 2027.

Proposal to amend Annex 2 – Appendix 1 to add para. 1.4.1. specifying user-selectable mode(s) resulting in the lowest recuperation and relevant pre-test procedures for vehicles with a vehicle specific c-factor according to Annex 5, and to delete items not brake emission related including brake circuit configuration, secondary braking system declaration, brake valve specifications, master cylinder type and size, and booster type and size.

Proposal to replace para. 9.3.2.1., replace paras. 9.3.2.8.1. and 9.3.2.9.1., amend paras. 9.3.9.2.2. and 9.3.9.6., and insert new Appendices 10 and 11. The replacements clarify measurement principles, specify that analyser assessment may be conducted by type-approval authorities, designated technical services, or metrological institutes preferably via witnessed testing at the instrument manufacturer premises, and provide protocols and certificate models for analyser assessment. Amendments to para. 9.3.9.2.2. permit alternative humidification techniques and clarify that test gas shall be humidified to a water concentration approximately equal to the maximum water concentration expected during emission testing for all fuels. Amendment to para. 9.3.9.6. specifies that spectral resolution shall have a nominal value ≤0.5 cm⁻¹ to minimise cross interference.

Proposal to amend Annex 5, para. 5. to define Part C: Verification of reported assessment of virtual distance, amend para. 5.1. to specify the verification procedure including measurement of total discharge energy and approval by the responsible authority, insert new sub-paras. 5.1.1. through 5.1.5. to establish environmental temperature requirements, initial State of Charge setting, discharging test specifications, test termination conditions, and verification test procedures with Table 4 steps, and amend para. 5.2. to establish pass/fail criteria based on comparison of reported delta virtual distance to measured virtual distance with a 5 per cent threshold and statistical decision procedures using Table 5.

Document presents preparation for a Task Force on swappable batteries under GRPE. It outlines considerations of sustainability from environmental and customer acceptability perspectives, identifies issues requiring regulatory framework including vehicle and battery approval processes, safety requirements for swapping operations, performance and durability standards, cyber security measures, and compatibility checking. A two-step approach is proposed: identifying work items and drafting Terms of Reference. The Task Force will review WP.29 regulations, identify technical requirements for swappable-battery vehicles, define vehicle types for type approval, and collaborate with other WP.29 bodies. Japan and China are initial Co-Chairs; other Contracting Parties are welcomed to join. Timeline spans October 2026 through May 2027 with discussions beginning at GRPE-95.

The Task Force on Swappable Battery shall review WP.29 regulations and identify technical requirements necessary for swappable-battery vehicles intended for mass production, compile them into a list, define vehicle types for swappable-battery-compatible vehicles, identify applicable regulations, clarify the process for handling such vehicles and batteries as a special type of Vehicle Type Approval under WP.29, discuss treating batteries as independent type approval units for both swappable and in-vehicle batteries, coordinate activities with EVS Phase 3 scheduled to start in November 2026, cooperate with EVE IWG activities, and develop a guidance document to be proposed to WP.29 to initiate regulatory work. Terms of Reference will be finalized and proposed to GRPE in April 2027, and status of other items will be reported in October 2027.

Status report on the Informal Working Group on Environmental and Propulsion Performance Requirements for L-Category Vehicles. The group has held four meetings since the previous session. A Task Force has been established to transpose the 03 series of amendments to UN Regulation No. 40 from UN-GTR No. 2, co-chaired by Japan and Malaysia. The first Task Force meeting was convened on 9 October with participation from ASEAN countries, Ghana, and others. Future meetings are scheduled through June 2027. No concrete proposals have been advanced on other agenda items.

Sweden proposes to amend the draft terms of reference to: replace “criteria” with “principles” for prioritization, add injury reduction and technology maturity as considerations, move alignment with ITC and WP.29 strategies to the first consideration point, add governance of existing legal instruments as a consideration, exclude available resources and workload from the high-level review stage, require resource consideration during recommendations, replace “develop” with “provide a framework for” regarding common understanding of prioritization, place the IWG-Prio under WP.29 only, specify reporting to WP.29 without mandatory AC.2 reporting, and when consensus cannot be achieved, bring differing views to AC.2 for deliberations before WP.29 reporting.

The IWG-Prio shall develop recommendations on how to prioritize activities based on alignment with ITC and WP.29 strategies, regulatory urgency, expected safety, environmental, fuel efficiency and security benefits, resource implications, available field data, number of interested Contracting Parties and NGOs, and maturity of available technologies. The IWG-Prio shall conduct a high-level review of ongoing and proposed activities and develop recommendations regarding initiation and continuation of regulatory activities. The IWG-Prio shall identify opportunities to improve efficiency of WP.29 activities including coordination among groups, meeting scheduling, digitalization, information sharing and document management practices, and establishment, continuation, review and closure of Informal Working Groups and Task Forces. The IWG-Prio shall prepare recommendations for non-binding guidance material and proposed procedures for consideration by AC.2 and WP.29 no later than November 2028.

Record of Webex participants attending the TA-52-11 meeting over two days, listing participants’ names, affiliations, and join and leave times for each session.

Meeting report of the 6th session of the Task Force on Emergency Door Opening. The group discussed amendments to UN Regulation No. 11 and UN GTR No. 1, addressing door types, vehicle master control switch terminology, main power supply definitions, backup power supply failure monitoring, intuitiveness criteria and handle marking, gripping features, owner’s manual requirements, definitions from previous sessions, power loss provisions, sliding door applicability, and locking systems. Amendments to UN Regulation No. 21 addressed vehicle submergence escape procedures, window opening mechanisms, and test facility specifications. Action items were assigned to various parties with homework deadline 2 November 2026.

Guidance document on interpreting “type of REESS” (Rechargeable Electrical Energy Storage System) as defined in paragraph 2.48. of UN Regulation No. 100. The document establishes that when judging whether differences are significant, the evaluation should be from the perspective of whether the difference has a substantial impact on the safety performance of the REESS as required by UN Regulation No. 100. It provides consideration on essential aspects including manufacturer’s trade name or mark, chemistry, capacity and physical dimensions of cells, number of cells and mode of connection, construction and materials of casing, and ancillary devices for physical support, thermal management and electronic control.

Proposal to:

• Delete entries for annexes 9A, 9B, 9E (including its appendix 1) and 9F from the table of contents and treat as reserved,
• Insert new para. 0.2. describing the supplement’s purpose to streamline contents by eliminating redundant requirements and test procedures,
• Delete and replace paras. 6.2. to 6.3.2.2., 6.5. to 6.5.3.1., 6.10. to 6.10.2.3., and 6.14. to 6.14.2. with reserved status,
• Add new sentences to paras. 6.6.2.2., 6.7.2.2., 6.8.2.2. and 6.9.2.2. making isolation resistance measurement not required if REESS is equipped with isolation resistance monitoring system,
• Amend para. 6.12.3. to clarify requirements for REESS other than open-type traction battery,
• Replace “function of characteristic” by “function or characteristic” in para. 6.15.3.1.,
• Add new sentence to Annex 9 appendix 2 para. 1. allowing SOC adjustment at different ambient temperature,
• Delete annexes 9A, 9B, 9E and treat as reserved,
• Amend Annex 9F para. 3.3. heading and delete first paragraph,
• Amend Annex 9G para. 3.1. (b) and delete sub-paragraphs,
• Amend Annex 9H paras. 3.2.1. through 3.2.4. (c),
• Delete Annex 9J and treat as reserved.

Session agenda for the 100th meeting of the Electric Vehicles and the Environment Informal Working Group on 13 October 2026. The agenda covers status reports and presentations on UN GTR 22, UN GTR 21, and UN GTR 25, with discussion of Euro 7 review clause, readiness monitoring, and regulatory topics including MPRs, energy throughput, and Part C virtual distance verification.

Document summarizes ongoing revisions to minimum performance requirements (MPRs), lifetime, and metric requirements for heavy-duty vehicles under GTR 25 Optional Annex 4. Proposes modifying lifetime thresholds (years and kilometers), adding intermediate verification at 5 years to enable early detection of battery-degradation risks, and segmenting MPR thresholds by vehicle category and mission profiles for categories M₁–M₃ and N₁–N₃. Presents vehicle operation data from Chinese manufacturers, capacity retention analysis, energy throughput metrics, and feasibility assessments of 5-year MPR limits with proposed MPR values of 75% covering 98% battery-durability performance.

The informal working group on Equitable Occupant Protection reviewed the status of five task forces addressing rear-end impact, virtual crash testing, frontal impact and restraint systems, and assessment of currently not considered injury types with high frequency and risk of permanent medical impairment. The group discussed robustness assessment for occupant protection, defined as the vehicle’s ability to protect occupants with variation of body height, weight, shape, physical constitution, and age in real-world relevant collisions. An upcoming workshop in Tokyo will develop conceptual ideas for assessing robustness by evaluating performance over a matrix of human and crash-condition variability, complementing current requirement-specific assessments based on anthropomorphic test devices, with status reports due December 2026 and final report December 2027.

The document addresses accuracy calculation procedures in UN R154.04 Appendix 5, paragraph 4.2, which compares type-approval values from the mains with values at the vehicle interface for energy-related parameters of plug-in electric vehicles and other vehicles. It notes that losses of electric vehicle supply equipment and measurement uncertainties of external devices used to measure voltage and current are not considered in the accuracy calculation. OICA is developing a proposal to address both topics for submission to the 96th GRPE session.

Report on the Task Force Automated Vehicles Regulation Screening activities for the 95th session of GRPE. The task force has completed its mandate to screen regulations for application of automated vehicles. It reviewed amendments to UN R154 for categories X, Y and dual modes, applied existing testing methods and emission legislation frameworks, and identified issues regarding energy consumption of automated vehicles and consistency in accounting for complex system energy consumption. The task force recommends discontinuation as its mandate has ended and it lacks authority to modify existing testing methods and requirements.

Progress report on Particular Matter Pollutants (PMP) Informal Working Group activities for GRPE-95. Updates on proposals for a new Supplement to UN R179, a new UN Regulation on brake replacement parts, additions to GTR 24 for light-duty vehicles with limited speed, a new GTR for heavy-duty brakes, and a new UN Regulation for heavy-duty vehicle brakes. Reports on ongoing inter-laboratory studies for calibration procedures and brake emissions testing. Discusses technical developments in brake testing facilities, electromechanical brakes, and conformity of production procedures.

Report on the Task Force on Tyre Abrasion’s work from February to October 2026. Foundational methodologies for C1 tyres were adopted and incorporated into a new UN Regulation 186 on tyre abrasion, with a two-stage implementation approach requiring new tyre type approvals from 30 June 2028 and mandatory approval from 30 June 2030, with fitting of pre-June 2030 tyres on vehicles permitted until 30 June 2032, and stage 2 introducing tighter limits with new approvals from 30 June 2033 and mandatory approval from 30 June 2035. C2 test method development is ongoing with an informal document presentation targeting February 2027 submission of a formal working document. For C3 tyres, a brainstorming session was planned for October 2026 in Brussels to develop simplified test methods before physical testing, focusing initially on long-haul and regional 22.5-inch tyres.

Draft UN Regulation establishing uniform provisions for type approval of electric powertrain retrofit systems (EPRS) for converting vehicles of categories M₁–M₃ and N₁–N₃ to full electric propulsion. Specifies approval procedures, application documentation, marking requirements, and technical specifications. Requires compliance with applicable UN Regulations including UN R10, UN R13, UN R100, and others depending on vehicle modifications. Defines roles of EPRS manufacturers and authorized installers. Includes transitional provisions for rechargeable energy storage system compliance: compliance with UN R100.03 required from entry into force to 31 August 2029, UN R100.05 from 1 September 2029. Covers conformity of production, modification and extension of approvals, and withdrawal procedures.

Status report on the EV/HFCV Retrofit Systems IWG activities. The group held six meetings since the last GRPE session and is currently focused on the EV part, with HFCV-specific issues deferred to a future series of amendments. Key discussion items include scope definition with agreement to exclude vehicles holding approvals according to UN R155 and UN R156, definition of Electric Powertrain Retrofit System, vehicle family notion, and type of EPRS. Experts from different GRs participate in discussions on electrical safety, EMC, braking, cybersecurity, and power determination. Benchmarking of existing national requirements for EV retrofit activities is ongoing. Regulation drafting continues on scope and type definition, with demonstrations of retrofitted vehicles expected at the 200th WP.29 session in November 2026.

The document authorizes development of a new UN GTR on brake PM and PN emissions from all types of light-duty vehicle brake systems, including validation of the developed novel WLTP-Brake test cycle, investigation and selection of instrumentation and sampling methodology for brake wear particles, definition of minimum requirements for sampling, validation through interlaboratory study, inclusion of regenerative braking, and preparation of the PMP Brake protocol. It also reports on Amendment 2 to UN GTR No. 24 covering laboratory measurement of brake emissions for light-duty vehicles, detailing hardware requirements, test cycle specifications, cooling air conditioning, bedding procedures, and emissions measurement methodologies for particulate matter and particle number.

Proposal to amend UN GTR No. 24 by modifying test procedures, definitions, and requirements for brake particle emissions measurement. The amendment introduces improvements including revised definitions (vehicle electrification type, material formulation, pad size), updated measurement tolerances and signal filtering requirements, provisions for brake filtering systems, enhanced specifications for drum and electromechanical brake systems, relaxed cooling airflow adjustment requirements, and a new test cycle for speed-limited vehicles. Documentation of calibration requirements and ongoing quality controls are clarified throughout.

Proposal to add para. 8.1.2. to specify required measurements for test vehicles, including use of onboard measurement data as an alternative to measurement devices for engine speed, intake manifold pressure, and fuel flow rate when accuracy and frequency meet minimum requirements, and to add para. 8.1.2.1. to specify measurements specific to TP1 including electrical current and voltage at REESS or inverter inputs and ICE speed, intake manifold pressure, and fuel flow rate.

Proposal to amend para. 3.1.2. of Annex 5 to clarify the verification procedure for SOCR/SOCE monitors by specifying that electric range and UBE values shall be measured at the time of verification with related monitor values collected before and after the verification test procedure, that indicator values collected after the verification test procedure shall not be considered in Part A verification, and that measured SOCR and measured SOCE values shall be determined by dividing measured values for electric range and UBE by certified values for electric range and UBE respectively, expressed in per cent.

Report on the third inter-laboratory study evaluating the repeatability and reproducibility of particulate emission factors using GTR 24 (1st amendment) across 14 laboratories worldwide. The study assessed laboratory proficiency in brake particulate matter and particle number emissions measurements for light-duty vehicles, testing two low-metallic brakes and one low-emitting NAO brake using the WLTP-Brake cycle. Inter-lab coefficient of variation for PM₁₀ was 10-15% for low-metallic brakes (4.5-8.5 mg/km emission levels) and 30% for the NAO brake (1.5 mg/km). Intra-lab repeatability for PM₁₀ was less than 5% for low-metallic brakes but higher for the NAO brake. A success rate of 94.8% was achieved after applying quality checks, confirming GTR 24 suitability for regulatory testing. The report provides recommendations for GTR 24 amendments including friction work calculation methodology, torque quality metrics, sampling probe setup standardization, and residual torque limits.

Final status report on development of a new UN Global Technical Regulation addressing particle matter (PM) and particle number (PN) emissions from heavy-duty vehicle brake systems. The GTR introduces brake emissions groups based on design and performance characteristics, establishes test parameters for disc and drum brakes across five diameter groups, defines the World Harmonized Heavy-Duty Brake Cycle (WHBC) comprising 246 brake events over 5:39 hours, specifies brake dynamometer hardware requirements with enclosure dimensions of 1950 mm length, 1000 mm height, and 700 mm depth, requires PM10 and PM2.5 gravimetric measurement and particle number counting, and prescribes a friction braking share coefficient (c-factor) of 1 pending availability of additional data. A preliminary interlaboratory study confirms test cycle reproducibility and particle measurement repeatability, with recommendations to specify fixed enclosure and duct dimensions for improved cross-laboratory consistency.

Proposal to amend para. 1.1.3. of Annex C1 to clarify that the method for customer values shall be determined in agreement with the authorities only in the case that the specified methods are not applied, and amend paras. 2.1.2. and 3.1.2. of Annex C1 Appendix 2 to correct the technical error in the determination of UBEcertified by specifying that UBEcertified shall be rounded to the nearest whole number if the unit is Wh or to three significant numbers if the unit is kWh, and when the interpolation method is applied, UBEcertified shall be determined by selecting the maximum amongst vehicle H and vehicle L, and if applicable, vehicle M.

Proposal to amend UN GTR No. 25 by modifying requirements for State-of-Certified Energy (SOCE) monitors, battery performance requirements, in-use verification procedures for Parts A, B, and C, and related test procedures and annexes. The GTR establishes harmonised methods to determine in-vehicle battery durability performance of Heavy-Duty Pure Electric Vehicles (HD-PEVs) and Heavy-Duty Off-Vehicle Charging Hybrid Electric Vehicles (HD-OVC-HEVs) of categories 1-2 and 2 exceeding 3,855 kg technically permissible maximum laden mass. The document includes tracked changes to Amendment 1 (WP.29/2026/209), with sections subject to discussion or decision indicated in square brackets and strikethrough text denoting proposed deletions.

Overview of documents and working party activities for the 95th session of the Working Party on Pollution and Energy (GRPE). Documents address improvements to UN R179 (Laboratory Measurement of Brake Emissions for Light Duty Vehicles) including handling of vehicles with limited speed, brake replacement parts regulation, and GTR 24 (Measurement procedures for Brake corner emission factors). Related documents also cover a new regulation for heavy-duty brake emissions and a new global technical regulation for heavy-duty brakes. Working documents ECE/TRANS/WP.29/GRPE/2026/29, ECE/TRANS/WP.29/GRPE/2026/30, ECE/TRANS/WP.29/GRPE/2026/31, ECE/TRANS/WP.29/GRPE/2026/32, and ECE/TRANS/WP.29/GRPE/2026/53 are submitted.

Report on the 95th GRPE session presenting progress updates for UN GTR No. 21 (Determination of Electrified Vehicle Power), UN GTR No. 22 (In-vehicle Battery Durability for Electrified Light-Duty Vehicles), and UN GTR No. 25 (In-vehicle Battery Durability for Electrified Heavy-Duty Vehicles). The IWG on EVE reported on Phase 4 objectives and amendments for GTR 21 and 22, with consideration targets of March 2028, and Phase 3 amendments for GTR 25 with consideration target of March 2027. Future work includes investigations into charging power curves, development of a new WP.29 resolution on DC Fast Charge Power Curve performance, and an inventory on harmonization of recharging capabilities.

Terms of reference for the IWG on A-LCA, which will develop an internationally harmonised procedure to determine the carbon footprint of automotive products across their life cycle from production to use and disposal. Working items include defining scope according to ISO 14040, conducting inventory analysis, and defining the format and minimum contents of the A-LCA report. The IWG mandate ends in December 2026, with possible adoption of the resolution by WP.29 in November 2026. The group is open to all experts from any country or organisation of WP.29, chaired by Japan and Republic of Korea, with technical secretaries from OICA, E-Mobility Europe, and Japan.

Draft minutes of the 12th meeting of the UNECE GRSP IWG Equitable Occupant Protection Task Force 2 Rear-end impact held online on 28 September 2026. The group discussed Euro NCAP workshop findings on EvaRID seat performance criteria, including preliminary testing results showing higher NIC values and differences in dummy response compared to BioRID. Topics included preventing sub-optimization when introducing new assessment tools, the role of dynamic testing in regulatory requirements, head-restraint adjustment mechanisms, and virtual testing potential for rear impact assessment. The group identified virtual testing validation and near-term practical improvements as priorities for continued consideration.

The A-LCA IWG has decided not to submit a Working Document due to inability to reach agreement on outstanding issues. The IWG requests GRPE review and acceptance of revised Terms of Reference reflecting a shift toward information and technical exchange rather than developing a Resolution. Key unresolved contradictive issues include definitions, system boundaries, chain of custody, electricity modelling, prospective energy modelling, use stage provisions, deterioration factors, methane leakage, and methodologies for component replacements. Future activities will shift to information exchange with reduced meeting frequency pending establishment of a clear timeline for developing A-LCA methodology.

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.

Note by the secretariat summarizing WP.29 activities from June 2026, including adoption of the ADS package comprising a new UN Regulation, a new UN GTR, and amendments to dozens of UN Regulations; extension of the IWG EMC until December 2028; WP.29 discussion of GRE activities on ADS marker lamps with a conclusion that GRE should continue work on technical requirements and engage between WP.29 and WP.1; and adoption of GRE amendment proposals and two other new UN Regulations.

Proposal to amend the definitions of stop lamps in UN R48, paragraph 2.7.12, and UN R7, paragraph 1.3, to indicate that stop lamps signal when a vehicle is stopped, when one or more wheels are blocked, and to transmit an equivalent signal on the front of the vehicle. The document presents a Front Stop Lamp system designed to activate only when the vehicle is at rest with zero speed or when wheels are locked, using a dynamic sensor to detect wheel rotation angles below 5.6 degrees as blocked and above 5.6 degrees as unblocked, remaining inactive during vehicle motion except to signal incidents involving wheel blockage, thereby providing clearer communication of vehicle status to other road users and pedestrians at intersections, roundabouts, and other traffic situations.

Explanatory document on proposed amendments to UN R168 to enable real driving emissions testing of hydrogen internal combustion engine vehicles. The work-based approach replaces the CO-based moving averaging window methodology currently inapplicable to hydrogen-fuelled vehicles. Engine speed and torque data replace carbon monoxide to define window size and calculate the RDE/WLTP work ratio. Testing of a light commercial vehicle demonstrates the methodology’s practical applicability under regular and severe driving conditions, with results processed through independent post-processing tools.

Proposal to establish uniform provisions for approval of non-original replacement and identical brake pads, drum brake linings, brake discs, and brake drums for vehicles of category M₁, N₁, and N₂ between 3.5 and 5 tonnes maximum mass. The regulation applies brake emission testing procedures and particle emission limits by vehicle category and powertrain technology, with PM10 limits ranging from 3 mg/km for PEV vehicles of categories M₁ and N₁ to 11 mg/km for N₁ Class III and N₂ vehicles. Brake parts must be assigned to families based on characteristics including calliper type, axle location, friction material formulation, disc or drum material, brake disc surface form, pad surface area, and drum diameter. Approval requires testing of a family parent brake assembly and includes conformity of production requirements with annual sampling and statistical verification procedures.

Proposal to establish a UN Regulation for laboratory measurement of brake particle emissions from vehicles of categories M₂, M₃, N₂ and N₃ using friction braking systems. The regulation specifies test procedures including brake bedding and brake emissions measurement using the Worldwide Harmonized Heavy Duty Vehicles Brake Cycle, defines brake emissions groups and representative configurations for testing, establishes emission limits by vehicle category and powertrain technology (though limits marked as ‘not yet specified’ in the provided draft), requires conformity of production testing with statistical verification procedures, and sets technical requirements for brake dynamometer systems, brake enclosure design, sampling tunnels, cooling air conditioning, particulate matter and particle number measurement systems, and data acquisition.

Final status report on development of a new UN GTR for laboratory measurement of brake particle matter (PM) and particle number (PN) emissions from heavy-duty vehicles. The GTR introduces brake emissions groups based on fundamental design and performance characteristics, defines brake group nominal test parameters by disc or drum diameter, establishes friction braking share coefficients with c-factor = 1 for full-friction braking, specifies required test input parameters including brake system type and filtering systems, prescribes the Worldwide Harmonized Heavy-Duty Brake Cycle (WHBC) comprising 246 brake events over 5:39 hours across urban, rural, and motorway segments, defines PM and PN measurement methodologies using gravimetrical and particle number counter methods, specifies hardware requirements including brake dynamometer, enclosure dimensions of 1950 mm length × 1000 mm height × 700 mm depth with divider plate, sampling tunnel with 300 mm fixed inner diameter, and brake temperature measurement by embedded thermocouples, and includes results of preliminary interlaboratory study.

Proposal to establish a globally harmonised laboratory methodology for measuring brake particulate matter (PM) and particle number (PN) emissions from heavy-duty vehicles, including trucks and buses, using a Worldwide Harmonized Heavy Duty Vehicles Brake Cycle (WHBC) and brake dynamometer testing. The GTR specifies test system requirements, including brake enclosure design, sampling tunnel specifications, climatic conditioning with cooling air temperature maintained at 23°C±2°C and relative humidity at 50%±5%, cooling airflow at 2500 Nm/h±5%, test preparation procedures, brake bedding with six repetitions of the WHBC followed by emissions measurement during one WHBC cycle, requirements for PM10, PM2.5, TPN10, and SPN10 measurement systems, brake temperature measurement using embedded thermocouples, calibration and validation procedures, and reporting of emission factors. The regulation applies to vehicles of categories M₂, M₃, N₂, N₃ [and O₃, O₄] with friction braking systems.

Proposal to amend UN Regulation No. 179 to include testing of vehicles with limited speed. The document specifies amendments to the laboratory measurement of brake emissions for light-duty vehicles, including provisions for vehicles with a maximum speed lower than the maximum speed of the Base cycle. These vehicles may be part of the same brake corner emissions family as vehicles suitable for the Base cycle, with their emission factor calculated based on the parent family’s reference PM and PN emissions according to equations 7.1, 7.2 and 7.3. At the manufacturer’s request and with approval authority agreement, such limited-speed vehicles may be assigned to a specific family using the adjusted cycle described in Appendix 3 of Annex 4, with the same changes to be applied to UN GTR No. 24.

Proposal to amend and enhance the procedure for laboratory measurement of brake emissions for light-duty vehicles. The document provides comprehensive technical specifications covering scope and application for vehicles of categories M₁ and N₁, detailed abbreviations and symbols for measurement parameters, definitions of vehicle types and brake systems, application and approval procedures, conformity of production requirements with statistical evaluation procedures, and penalty provisions for non-conformity. Testing procedures include three sections: cooling air adjustment, brake bedding, and brake emissions measurement, all executed using the WLTP-Brake cycle comprising ten trips and 303 brake deceleration events. CoP verification shall be performed once every 12 months with samples from each brake corner emission family, evaluated according to decision charts specified in the regulation.

Status report on the EV Fast & Smart Charging cluster’s progress on two main activities: developing the Fast Charge Power Curve (FCPC), a resolution for a test procedure and KPIs, with eight open points requiring validation and verification; and developing a global roadmap on smart and bidirectional charging, which is finalised and to be published as a UN publication in Q1 2027. The cluster’s mandate has been extended for one year to October 2027 to continue validations, resolve open points, and investigate future work including review clauses and a fast charging performance test for heavy-duty vehicles.

Proposal to amend para. 3.5.1. to include dual-fuel engines of Type 1A with hydrogen as gaseous fuel, amend para. 4.12.3.3.7. to establish a series of digits identifying dual-fuel engine types in the approval mark, insert new definitions for ‘Instrument manufacturer’ and ‘Type of analyzer’ in Annex 4 para. 3.1., insert new symbols and abbreviations in Annex 4 paras. 3.4. and 3.5., amend paras. 7.6.6., 7.7.4., and 8.1.1. to accommodate H₂O measurement and hydrogen engine calculations, amend para. 8.4.2.1., amend para. 8.6.2. to exclude CH₄ calculation when measured by FTIR or QCL-IR, amend para. 9.3.1.8. regarding gas drying, amend para. 9.3.2. to introduce FTIR and QCL-IR analyzers for CO, CO₂, CH₄, and NOx measurement with specifications in paras. 9.3.2.8. and 9.3.2.9., insert new para. 9.3.2.10. for independent analyzer assessment, amend para. 9.3.9. and para. 9.3.9.2.2. regarding interference effects and water quench checks, insert new paras. 9.3.9.5. and 9.3.9.6. for FTIR and QCL-IR interference checks, amend Annex 4 Appendix 2 para. A.2.1.2., amend Annex 4 Appendix 5 para. A.5.2., insert new Annex 4 Appendix 9 establishing procedure for H₂O measurement, insert new Annex 4 Appendix 10 for FTIR and QCL-IR analyzer assessment protocol, insert new Annex 4 Appendix 11 establishing model certificate for analyzer assessment, amend Annex 8 Appendix 1 paras. A.1.1., A.1.2.2., A.1.3.2.1., A.1.4.1., and A.1.4.3. for Type 1A hydrogen dual-fuel engines, amend Annex 15 paras. 4.2.2.3., 6.1., 10.3., and Appendix 4 paras. A.4.3.1., A.4.4.1.1., A.4.4.3.1., and A.4.4.3.3.

Proposal to insert new definitions for ‘Instrument manufacturer’ and ‘Type of analyzer’, add symbols and abbreviations for hydrogen, water, ammonia, nitrogen dioxide, oxygen and particulates, add abbreviations for flame ionisation detector, Fourier transform infrared analyser, non-methane cutter and quantum cascade laser mid-infrared detection, amend provisions for hydrogen Type 1A dual fuel engines, modify fuel temperature requirements, insert procedures for water measurement using QCL-IR and FTIR analysers, add FTIR and QCL-IR analyser requirements and interference verification procedures, insert protocols and certificates for FTIR and QCL-IR analyser assessment, add fuel types including hydrogen, modify measurement procedures for dual-fuel hydrogen engines, and update related calculation methods and specifications throughout Annexes 4A, 4B and 11.

Proposal to amend UN R49 to approve the use of hydrogen dual-fuel as a fuel in type approval of emissions for heavy-duty vehicles. The amendments introduce new requirements for measuring instruments such as FT-IR and QCL-IR, add symbols and specifications for hydrogen-fuelled engines specifying that only Type 1A hydrogen fuel is applicable, amend emission calculation formulas for ETC/ESC and WHDC test procedures, add new HO direct measurement methods for NOx wet correction calculation, and add declaration formats for FT-IR and QCL-IR approval.

Proposal to expand the CFD alternative method to Level 1B and parts changed in minor model changes, with examples of applicable aerodynamic components that may change with MMC in the scope of the CFD alternative method.

Updates on inclusion of GRPE Regulations in Regulation 0 (IWVTA): Regulations 85 and 154 currently required for U-IWVTA; Series 09 of Regulation 0 will update R-154 to the 04 series at November 2026 WP-29 session. Questions raised regarding immediate inclusion of Regulations 177, 179, and 180, with Japan noting non-application of R-179 and R-180. IWVTA and DETA workshop held June 2026 in Flensburg, Germany, with growing Asian interest. Discussion of requirement for Level 2 approval to Regulation 154 for universal approval to Regulation 0, while many Contracting Parties require only lesser levels or previous series compliance. Brake particle emissions regulation will require Type Approval information release via TAA.

Status update on Euro 7 transposition into UN Regulations for light-duty and heavy-duty vehicles. LDV application dates: 29 November 2026 for new types and 29 November 2027 for all new vehicles, with implementing acts adopted by 29 May 2025. HDV application dates: 29 May 2028 for new types and 29 May 2029 for all new vehicles, with implementing acts adopted by 29 November 2026. Brake emissions application: 1 January 2030 (LDV second phase) and 1 January 2030–1 January 2035 (HDV phases). Tyre abrasion under UN Regulation No. 186: 1 July 2028 (C1 class) and 1 April 2030–1 April 2032 (C2–C3 classes).

Status report on the development of a Hybrid Regulation on ADS Marker Lamps. The task force has largely completed the document, which specifies lighting performance and installation requirements for ADS Marker Lamps on motor vehicles of categories M, N, O, L6 and L7, and includes both component and vehicle approval procedures. The report identifies items requiring GRE guidance on marking legibility, lamp placement and dimensions, geometric visibility angles, substitution of required light-signalling functions, and electrical switching conditions for ADS Marker Lamps.

Meeting minutes from the GRBP Informal Group RD-ASEP held August 31–September 2026 in Berlin, Germany. The group reviewed the status report to GRBP, an issues list, and draft text for UN R51.04. OICA presented a document on the sensitivity of RD-ASEP results and difficulty of assessing worst case vehicle. The Secretary presented updated terms of reference to GRBP for approval. Experts are requested to submit all documents a minimum of 7 days prior to any IWG meeting date.

Proposal to establish revised terms of reference for the IWG RD-ASEP covering vehicles of categories M₁, N₁, and L₃. The group shall modify current regulations to mandate revised RD-ASEP, update Annex 9, delete Annex 7 and update relevant paragraphs in the main body and Annex 3 of UN R51, develop limit curves for different riding situations in UN R41-05, consider relevant transitional provisions, and develop coordination between UN R51 and UN R138. The IWG shall be chaired by Germany with OICA as Secretary for M/N categories and IMMA for L category, and shall present a working document for M₁ and N₁ vehicles by February 2028.

Proposal to amend UN Regulation No. 51 on the noise of M and N category vehicles, introducing comprehensive provisions for measuring and limiting sound emissions. The proposal establishes testing methods for vehicles in motion and at rest, defines sound level limits by vehicle category and power characteristics, and introduces Real Driving Additional Sound Emission Provisions (RD-ASEP) for M1 and N1 vehicles to ensure compliance during typical on-road driving conditions representative of urban and suburban traffic. Transitional provisions permit Contracting Parties to continue approving vehicles under preceding series until a specified date.

Joint OICA and CLEPA presentation of industry-agreed automotive guidelines for life cycle assessment of passenger cars and parts. The guidelines establish a common global methodology for exchanging LCA values across supply chains. Key elements include: functional unit limited to passenger cars with declared units for parts; primary and secondary data approaches; chain of custody covering mass balance and book and claim; energy modelling allowing market-based and location-based approaches; representative vehicle concept for full vehicle LCA reporting; and representative part concept with interpolation for greenhouse gas emissions of declared parts.

Proposal to modify test procedures for the Alternative Method using heavy-duty chassis dynamometer to determine Usable Battery Energy (UBE) and battery durability requirements for electrified heavy-duty vehicles. Changes include specifications for dynamometer settings, test room conditions, cooling fan requirements, driver breaks, battery preparation and pre-conditioning, soak and charge procedures, discharge test cycles for both plug-in electric vehicles (HD-PEVs) and optimized charge-sustaining hybrid electric vehicles (HD-OVC-HEVs), test termination criteria, and measurement device requirements. The document provides test procedures, tables for driver break allowances based on distance and driving time, and detailed formulas for calculating battery energy changes and break-off criteria.

Proposal to add para. 8.1.2. to specify required measurements for the test vehicle including onboard measurement data permissibility and minimum requirements, and add para. 8.1.2.1. to specify measurements specific to TP1 including electrical current and voltage at REESS or inverter inputs, ICE speed, intake manifold pressure, and fuel flow rate, and DC/DC converter measurement options. The amendments ensure consistency with other paragraphs in the regulation such as para. 6.9.2.1. and Annex 1, Appendix 2, 9.1.1.

Status update on Euro 7 implementation for light-duty and heavy-duty vehicles. For LDV (M₁, N₁), application begins 30 months after Euro 7 entry into force for new types (29 November 2026) and 42 months for all new vehicles (29 November 2027). For HDV (M₂, M₃, N₂, N₃, O₃, O₄), application begins 48 months after entry into force for new types (29 May 2028) and 60 months for all new vehicles (29 May 2029). Small Volume Manufacturers comply from 1 July 2030 (M₁, N₁) and 1 July 2031 (M₂, M₃, N₂, N₃). Brake emissions apply 1 January 2030 for LDV and 1 January 2030–1 January 2035 for HDV. Tyre abrasion (UN R186) applies 1 July 2028 for C1 class tyres, 1 April 2030 for C2 class, and 1 April 2032 for C3 class.

Document presents preliminary views on minimum performance requirements for in-vehicle battery durability under Euro 7 heavy-duty vehicle standards. It outlines implementation timeline for the OMNIBUS proposal in first and second phases, with application dates of 1 January 2030 for the first phase and 1 January 2035 for the second phase. Brake emissions and tyre abrasion requirements are addressed, including UN Regulation No. 186 application dates for C2 and C3 class tyres. Reporting and review provisions under Article 18 are included. The document notes that the order of items and timeline indications are preliminary and for discussion purposes only.

Report from the Task Force Data Analysis to the Informal Working Group on Real Driving Sound Emissions and Performance (IWG RD-ASEP) covering several technical matters: clarification on restrictions in UN R51 supplement 11 to avoid high noise levels for single-gear vehicles; restructuring of control range specifications in Annex 7; redefinition of maximum reference acceleration for the sound emission model; discretization of factor x determination with consideration of rounding procedures; clarification of AVAS sound level requirements distinguishing between whole-vehicle and component-level interpretations; and temperature correction application for the sound emission model. Further work topics include indoor testing, EV model simplification, and slope considerations.

Field test of on-board diagnostics (OBD) use during periodic emission testing for Euro 5+ motorcycles. Fifty-three Euro 5+ motorcycles were tested to examine feasibility and practicability of OBD-based inspection procedures. All motorcycles had 6-pin or 16-pin connectors. Challenges included locating OBD ports, accessing them with mechanical tools, engine coolant temperature readouts for oil/air-cooled motors, revving to 2500 rpm on some scooters, and measuring lambda with short exhaust systems. OBD information improves periodic technical inspection reliability for Euro 5+ motorcycles.

Overview of regional legislative and non-legislative activities related to vehicle life cycle assessment, including mandatory reporting requirements in Brazil from December 2026 and China battery carbon footprint reporting from 2027, voluntary reporting in the EU from June 2026, and ongoing methodology development in Korea, France, Japan, China, Spain, India, and the United Kingdom. The document reports on overarching activities including EU carbon border adjustment mechanisms, product environmental footprint recommendations, ISO and GHG Protocol standard updates, and customer information initiatives such as Green NCAP. Key message: the LCA landscape has moved from drafting to enforcement, with first reporting duties taking effect soon and individual regions establishing their own rules if harmonization does not continue.

The A-LCA IWG decided not to submit a Working Document due to inability to reach agreement on outstanding issues. Activities are shifting to information and technical exchange rather than developing a Resolution until Contracting Parties are ready to share positions. The IWG has identified key contradictive issues including definitions of market-mediated effects and recycled content method, system boundaries for vehicle distribution stage, chain of custody, electricity modelling, use stage provisions, and replacement methodologies. New Terms of Reference are requested, reflecting the shift in focus and reduced meeting frequency.

Status report on the Informal Working Group on Environmental and Propulsion Performance Requirements for L-Category Vehicles. The IWG-EPPR has established a Task Force to transpose UN-GTR No. 2 into the 03 series of amendments to UN Regulation No. 40, co-chaired by Japan and Malaysia with JASIC and IMMA as co-secretaries. The Task Force held its first meeting on 9 October with participation from ASEAN countries, Ghana, and others, and agreed on workplan and rules of procedure. Target dates for deliverables are April 2027 and October 2027.

Phase 2 of the DfT Brake and Tyre Programme investigated variables affecting particle emissions from brake and tyre wear. Testing compared three vehicles on the same Golf VII platform (ICE, PHEV, EV) at different masses using controlled chassis dynamometer cycles. Results showed regenerative braking in EV and PHEV reduced PM2.5 more effectively than a ~20% mass reduction, while PN10 emissions remained similar across vehicle types and were insensitive to mass or regenerative braking. Testing of brake pad and disc variants found ceramic and low-dust pads gave lowest emissions, while high-mileage pads reduced PM2.5 but not PN10. PM2.5 and PN10 appear governed by different mechanisms, with volatile chemistry of brake pads being critical for PM2.5 emissions.

Presentation on brake inertia determination for potential amendment to heavy-duty brake emission protocol. Currently proposed protocol assumes test inertia determined based on UN R90, but comparison with C-factor from vehicle testing showed significant differences in inertia and actual load during dynamometer testing, with front and rear values differing by up to 2.3 times. Proposes retaining UN R90-based approach as default method while adding alternative inertia determination method considering vehicle mass and multi-axle configurations. Analysis of 43 Japanese market vehicle models showed UN R90-based approach can result in brake loads ranging from 0.1 to 5.7 times those of vehicle-based approach.

Round Robin exercise 2 evaluated detection efficiency and calibration variability of condensation particle counters (CPCs) at 23 nm and 10 nm across eight laboratories using multiple calibration materials including emery oil, soot, silver, and graphite particles. Measured variability was better than 5% at plateau and around 5% at 23 nm. Material differences from soot at 23 nm ranged from −0.04 to 0.41 units depending on the particle type. Preliminary recommendations include continuing with emery oil for continuity, applying generator/CPC type-specific correlation factors determined by manufacturers when different materials are used, and conducting annual validations with the same material.

Document outlining the 1st DETA/IWVTA Workshop held on 17 June 2026 in Flensburg, Germany. The workshop covered presentations on what DETA and IWVTA are, industry and government expectations, and issuance and acceptance of IWVTA certificates in the EU. Survey responses from 15 participants, including from Southeast Asian countries, indicated needs for more explanation on DETA access rights, onboarding processes for new Contracting Parties, and clearer guidance on how IWVTA can be modified to suit individual markets. Suggestions included developing supporting materials and guidelines on IWVTA application procedures and organizing a second workshop in Japan or Asia.

GRSP sought WP.29 guidance on an apparent contradiction between transitional provisions 15.1.2. and 15.1.3. in the 06 series of amendments to UN R22 (helmets) and article 12.4 of Revision 3 of the 1958 Agreement. WP.29 agreed that the provisions of the 1958 Agreement should prevail over those of specific UN Regulations and that these transitional provisions are invalid, even though the 06 series entered into force on 3 January 2021 after Revision 3 of the 1958 Agreement entered into force on 14 September 2017. Article 12.4 applies to all UN Regulations regardless of date of issuance and preserves each Contracting Party’s freedom to choose whether to accept type approvals issued pursuant to earlier versions.

The first task force session confirmed the scope of work, organization structure, and timelines for developing UN R40.03 to transpose Euro 4-level requirements from UN GTR No. 2 into UN Regulation No. 40 and to ensure administrative provisions necessary for mutual recognition and type approval. The Task Force agreed to use IMMA proposal EPPR-73-02 as the technical baseline, identified provisions already aligned with GTR No. 2 and those requiring revision, and established a working method for future discussions. TF-02 is proposed for 24 November 2026 and will examine the main text from paragraph 1 through paragraph 12, including Appendix 2.

Progress report on the Task Force on Tyre Abrasion covering February to October 2026. Work on UN Regulation on tyre abrasion for C1 tyres has concluded, with new UN R186 adopted at WP.29’s 199th session in June 2026, implementing a two-stage approach with initial application from 30 June 2028 and increased stringency from 30 June 2033. C2 test method development is ongoing with formal working document postponed to February 2027; C3 tyre work commenced with brainstorming session in October 2026 targeting working document in February 2027. The Task Force proposes conversion to an Informal Working Group.

Provisional annotated agenda for the 95th session of the Working Party on Pollution and Energy. The agenda covers light vehicles including UN Regulations 68, 83, 101, 103, 154 and 180, with multiple proposals from OICA, France and Japan addressing type approval based on reference mass, OBD requirements, battery durability, wind tunnel facilities, Automated Driving Systems, fuel consumption calculations, and testing burden. Heavy duty vehicles agenda includes UN Regulations 49 and 132. Agenda also addresses particle emissions, motorcycles and mopeds, electric vehicles and fast charging, and other standing items.

This handbook provides testing and reporting procedures for the Third Inter-laboratory Study Phase 2, focusing on front brake testing for a Ford Puma vehicle per GTR No. 24. Testing comprises three emission cycles (Steps B and C with samples M₁ and M₂) followed by a fourth WLTP-Brake cycle (Step D) at 975 m³/h ± 10% airflow. Data must be reported using EBF, TBF, and MMF templates with specified formats and calculations. Post-test parts mass measurement occurs only after Step D completion. All values must be submitted as numerical values without formulae, with pre-test and post-test weighing procedures requiring buoyancy correction per GTR 24 specifications.

Terms of Reference establishing the IWG on A-LCA under GRPE to develop an internationally-harmonised procedure to determine the carbon footprint of different automotive technologies from production to use and disposal as a resolution under WP.29. Working items include defining scope, inventory analysis methodology, and A-LCA report format. The group’s mandate ends in December 2026 with possible adoption of the UN Resolution by WP.29 in November 2026. The IWG is open to all experts from any country or organisation of WP.29, chaired by Japan and Republic of Korea, with technical secretaries from OICA, E-Mobility Europe and Japan.

Document identifies technical and drafting issues in UN R157 and its Global Technical Regulation equivalent requiring clarification or correction. Issues include:

• Definition of ‘Critical Occurrence’ using logically inconsistent language,
• Undefined terms like ‘area of operation’,
• Absence of provisions for reactivation after fault clearance,
• Incorrect cross-references between paragraphs,
• Non-standard citations such as ‘ISO 9001 Automotive’,
• Terminology inconsistencies between ‘alternative format’ and ‘alternative data’,
• Unclear assessment pathways for user information requirements,
• Inappropriate use of ‘demonstrate’ by approval authorities,
• Limited confidentiality scope,
• Misaligned section headings,
• Omission of 7.3.3 from safety case references,
• Interaction issues between reportable occurrence thresholds and systemic categories,
• Conflicting damage-area taxonomies between templates,
• Missing template rows,
• Undefined units and computations,
• Delta-V criterion applicability to L-category vehicles,
• Definition inconsistencies regarding vulnerable road user secondary safety systems,
• Out-of-scope self-certification references,
• Unspecified regulatory references for data retrievability,
• Missing remote termination recording,
• Inconsistent British versus American English spelling variants.

Review of the initial set of ADS Phase 2 work items and their integration into an ADS2 IWG plan for 2026-2028.

The meeting will review progress on the dashboard, finalize the HBM board with lower extremities remaining, prepare the board for the TF-4 workshop, and discuss next steps.

The agenda includes a review of Terms of Reference from GRBP 78th Session (GRBP-78-13), report of Data Analysis Task Force, review of issues list, review of draft text, and discussion of UN R51 matters. Dates and locations of 2027 meetings will be determined.

Proposal to:

• Insert a new para. 4 and 5 to the introduction of the 02 series and para. 5 and 6 to the introduction of the 03 series clarifying that the 03 series includes harmonised procedures and that amendments account for vehicles of categories X and Y equipped with Automated Driving Systems,
• Amend para. 2.1. to add ADS to general abbreviations,
• Amend para. 3.2.5., 3.2.31., 3.2.37., 3.5.8., 3.5.9., and 3.5.12. to include vehicle user terminology,
• Insert new para. 3.5.13. to 3.5.16. defining ADS road load determination mode, ADS testing mode, ADS user, and vehicle user,
• Amend para. 3.10.1., 3.10.4., and 3.10.20. concerning On-Board Diagnostic systems and malfunction indication to reference vehicle users and ADS,
• Insert footnote definitions referencing ECE/TRANS/WP.29/2026/153,
• Amend multiple paragraphs throughout Annexes A1, B4, B6, B8, C3, C4, and C5 to accommodate ADS operation,
• Insert new para. 4.2.1.8.6. to Annex B4 specifying ADS road load determination mode requirements for vehicles of categories X and Y,
• Insert new para. 2.4.2.7. to Annex B6 specifying ADS testing mode functional requirements,
• Amend various provisions concerning driver-selectable modes, reagent warning and inducement systems, and OBD monitoring to apply to vehicles equipped with ADS.

Proposal to introduce UBE_certified in the templates for the information document and WLTP test report under Annex A1 to UN R154. The proposal requests clarification on the number of significant figures for Usable Battery Energy of the vehicle at certification in the information document and seeks confirmation that the test result needs to be within 2 per cent of the declared value in the WLTP test report.

Document presents an overview of brake force distributions (BFD) installed on light commercial vehicles (LCV) across different OEM applications and vehicle categories, showing front axle and rear axle percentage distributions for vehicles of category N₁ and N₂ with various gross vehicle weights ranging from 3.5 to 5.5 tonnes.

The report describes the final status of Amendment 2 to UN GTR No. 24 covering laboratory measurement of brake emissions, including hardware requirements (brake dynamometer, enclosure design, fixtures, temperature measurement, sampling tunnel and plane), the WLTP Brake cycle test procedure with quality checks and temperature specifications, cooling air conditioning specifications, cooling adjustment section procedures for different brake categories, bedding and emissions measurement sections, and PM mass concentration measurement methodology validated through an Inter-laboratory Study across multiple testing facilities.

Proposal to amend GRPE/2026/53, establishing a new UN Regulation transposing UN GTR No. 24 for the approval of non-original and identical replacement brake parts (pads, linings, discs, drums) for vehicles of categories M₁, N₁, and N₂ with maximum mass between 3.5 and 5 tonnes.

Proposal to amend GRPE/2026/29, establishing a globally harmonized laboratory methodology for measuring brake particulate matter (PM) and particle number (PN) emissions from heavy-duty vehicles of categories M₂, M₃, N₂, N₃, and O₃, O₄.

Proposal to establish a new UN Regulation on laboratory measurement of brake emissions for heavy-duty vehicles of categories M₂, M₃, N₂ and N₃ using friction braking. The regulation defines test procedures, brake emissions groups, compliance requirements with emission limits for PM10 and SPN10, type approval processes, conformity of production requirements with statistical sampling procedures, and technical specifications for test systems including brake dynamometers, brake enclosures, sampling tunnels, and particle measurement instrumentation.

Proposal to amend GRPE/2026/31 revising the methodology for measuring brake particle emissions from light-duty vehicles.

Proposal to include specificity and positive predictive value (PPV) as complementary performance metrics in the 01 series alongside sensitivity. Specificity measures how well the system avoids warning non-drowsy drivers; PPV measures how often a warning corresponds to genuine drowsiness. Both metrics address the false-positive burden not adequately shown by the 00 series, which focuses on sensitivity alone. Separate criteria should be set for drowsiness monitoring and microsleep detection, developed together with revised test methodology rather than simply added to the existing methodology.

Proposal to record successive false negative events for each interval where the driver remains at or above Karolinska Sleepiness Scale (KSS) 8 and no warning is given, after a defined grace period of [X] minutes following the initial false negative. Currently, under the 00 series of UN R182, only one false negative is recorded per KSS transition, regardless of warning delay duration. The proposal introduces a time-based penalty to penalise delayed detection and make sensitivity metrics better reflect actual system performance.

Proposal to distinguish optional early information from mandatory warning thresholds by allowing optional soft information at Karolinska Sleepiness Scale (KSS) levels 6–7 and requiring mandatory hard warnings at KSS 8 or above. The proposal sets one mandatory threshold for warning classification and performance criteria, allowing visual advisory messages with limited audible tone at KSS 6–7 without driver acknowledgement required, and requiring clear visual indicators, audible warnings with minimum duration and volume, and haptic escalation at KSS 8 or above. Hard warnings would be subject to validation testing for sensitivity, specificity, and positive predictive value classification.

Presentation on proposal 6 summarising enhancements to DDAW system test methodology. Proposes setting clearer requirements for participant selection, pre-conditioning, repeated testing of each participant, continuation of testing after the first true positive warning, and capture and treatment of near-crash events. Addresses existing limitations including narrow participant coverage, limited lighting conditions, testing that ends after the first true positive, and exclusion of false negatives during learning phases. Proposes mandatory methodology for representative evidence including minimum test runs per participant, broader demographic and physical characteristic representation, fatigued and rested participant preparation, near-crash event capture, and shorter learning periods. Notes the interconnectedness to other 01 series proposals including drowsiness threshold, false negative classification, operating conditions, and performance metrics.

Presentation summarising proposal 5 on drowsiness warnings acknowledgement. The 00 series permits warnings to cascade and intensify until driver acknowledgement but does not clearly prescribe acceptable driver actions or subsequent system response. Acknowledgement does not remove drowsiness risk. Proposal seeks to define acceptable acknowledgement actions, require continuous monitoring after acknowledgement, and mandate renewed warnings when safety conditions persist or return within a maximum time-period. Microsleep warnings must not be muted through acknowledgement of drowsiness warnings.

Proposal to expand minimum operating conditions for driver drowsiness and attention warning systems to include roads with absent or significantly faded lane markings requiring road-edge detection capability, strong direct light directed towards driver-facing and road-facing sensors, and cabin temperature and humidity conditions prone to causing camera fogging. The proposal applies technology-neutral consolidated performance requirements rather than distinguishing between direct and indirect system means. Data from Australian and Great Britain road networks show that the majority of road fatalities occur in rural areas on roads often unmarked or with degraded markings, and road-edge detection is already technically available and demonstrated by vehicles tested under ANCAP protocols.

Proposal to develop a mandatory, testable microsleep detection and warning capability for the 01 series. Microsleep is a brief loss of consciousness indicated by 1–3 second eye closure that presents an immediate and significant road safety risk. The system should detect eye closure over time, use supporting cues such as neck droop or body slump to confirm events, and provide a dedicated and appropriately forceful warning strategy. Detection logic may use primary criteria such as >95% eye closure for >2.5 seconds or combined criteria such as >85% eye closure for >1.8 seconds plus neck droop or body slump. Testing pathways include controlled simulation with deliberate eye-closure events and fatigued-driver testing to observe genuine microsleep events.

Presentation on maintaining effective drowsiness monitoring when Driver Control Assistance System (DCAS) is active. A DDAW system using indirect means cannot effectively assess driver drowsiness when the driver is not nominally required to steer, brake, or accelerate. Hands-on or eyes-on engagement does not establish alertness. Either the DDAW system or an alternate system should meet prescribed DDAW system performance while DCAS is active, with no gap in coverage or performance. UN R171 02 series amendments do not prescribe DDAW-equivalent performance criteria for drowsiness determination.

Summary of research findings from DDADWS meetings 8 and 9 concerning driver drowsiness detection and warning systems. Topics covered include fatigue contributing to 15–30% of road crashes, the safety-critical nature of KSS levels 8 and 9, distinguishing drowsiness from microsleep events, eye-closure behaviour as a practical detection tool with 2-second minimum duration criteria removing 85% of false positives while preserving 90% of true positives, KSS as a validation reference measure, testing environments including simulators and on-road conditions, system performance metrics, observable signs of drowsy driving including lane deviations and ocular indicators, participant demographics and state, ensuring valid drowsiness testing, warning effectiveness and escalation strategies, and evidence-based design factors for drowsiness warnings.

The Task Force reviewed and approved regulatory amendments for ADS-equipped vehicles across multiple UN Regulations. Key decisions included adopting a simplified and consistent definition of ‘vehicle user’ for light-duty and heavy-duty vehicles, retaining original wording for warning signal transmission to ADS systems, and amending engine torque terminology under UN R49. Amendments were reviewed for UN R49, UN R83, UN R115, UN R154, UN R177, UN R179, and UN R180, with focus on consistency regarding ADS testing modes and an additional 25 kg mass allowance for vehicles of categories X and Y. The Task Force acknowledged that ADS operation may result in additional energy consumption not fully reflected in current testing procedures and agreed to seek GRPE guidance on possible future work.

The A-LCA IWG proposes to enter an Information/Technical Exchange phase following the 95th GRPE session, with activities including reference to currently available methodologies, maintenance of the compile document, study of methodologies to check linearity of GHG emissions against vehicle maths in the same LCA family, and any other items proposed by members. The IWG will report status during every GRPE session. Phase 2 is planned from October 2026 to April 2027, with a request for extension of one year once GRPE recognises a clear time schedule for A-LCA methodology development.