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.

Proposal to amend para. 6.27.9.1. to exclude direction indicator lamps and dipped-beam headlamps from the 700 cd luminous intensity limitation on or above the HH line when operated as answer-back signals, allowing these devices to operate with their original specifications, while maintaining prohibitions on front fog lamps, rear fog lamps, and stop lamps.

Proposal to amend para. 6.27.9.1. to allow an answer-back signal generated by the direction indicator lamp to be operated with a luminous intensity not exceeding its original specification, thereby excluding the direction indicator lamp from the 700 cd limitation on or above the HH line. The proposal aims to remove unnecessary restrictions on already type-approved light-signalling functions while maintaining technological neutrality and road safety.

Proposal to amend para. 5.10. and its sub-paragraphs to clarify provisions regarding light which could give rise to confusion, specifically to clarify that for red light reflected by a retro-reflector fitted on the rear or white light reflected by a retro-reflector fitted on the front, the same requirements apply as for other lamps, and to specify that when the lamp is a retro-reflector, the observer shall make use of a torch to check visibility within specified zones.

Report on a Slovak research project conducted from September 2022 to October 2023 on the impact of front brake lights on road safety. The Front Brake Light was installed on 3,072 vehicles, with 2,715 drivers participating and covering 38.24 million kilometres. Survey results show 78 percent of drivers and 86 percent of pedestrians support general introduction of the Front Brake Light into regular traffic. Both driver and pedestrian respondents reported the feature enhances safety at pedestrian crossings, reduces uncertainty in various traffic situations, and improves traffic flow smoothness.

Proposal to insert a new paragraph 2.xx. defining ‘band or strip’ as a luminous element having a maximum horizontal dimension at least 10 times greater than its maximum vertical dimension and having a substantially straight apparent shape, with maximum deviation of the centreline from the straight line connecting the extremities not exceeding 10 per cent of the overall length.

The Informal Working Group on Electromagnetic Compatibility is established to review electromagnetic compatibility requirements and develop a proposal for a new series of amendments to UN R10. The group’s objectives include ensuring electromagnetic compatibility, defining essential requirements in performance and technology-neutral terms, limiting measurement workload, updating references to standards and vehicle categories, adapting to technical progress, including provisions for automated driving systems, and reducing ambiguity and administrative burden. The IWG will draft a proposal for the 08 series of amendments, with an informal document targeted for GRE’s 97th session in October 2027 and a formal document for the 98th session in April 2028.

Proposal to amend para. 6.7.4.1. to require the distance between inner edges of two apparent surfaces of position lamps to be not less than 400 mm, amend para. 6.9.4.1. to require the distance between inner edges of two apparent surfaces of stop lamps to be not less than 600 mm for vehicles other than M₁ and N₁ category vehicles (reducible to 400 mm where overall width is less than 1,300 mm) with no special requirement for M₁ and N₁ category vehicles, and amend para. 6.10.4.1. to require the distance between inner edges of two apparent surfaces of rear lamps to be not less than 400 mm for M₁ and N₁ category vehicles and not less than 600 mm for other categories (reducible to 400 mm where overall width is less than 1,300 mm).

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.

Provisional agenda for the ninety-fifth session of GRE, scheduled for 20-23 October 2026, covering consideration of amendments to UN Regulations on lighting and light-signalling devices, including work by the Informal Working Group on Simplification of Lighting and Light-Signalling Regulations on consolidated texts for UN R48, UN R53, UN R74 and UN R86, proposals for new light emitting diode replacement light source categories, amendments from Japan and the Czech Republic to UN R48, clarifications to exterior courtesy lamp provisions and Y-lamp installation requirements, exclusion of retro-reflective devices from light colour requirements, and proposals regarding electromagnetic compatibility and special warning lamps.

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.

Status report on development of a hybrid regulation for ADS marker lamps. The task force has developed a largely completed document specifying lighting performance, installation conditions, and approval procedures for ADS marker lamps on motor vehicles of categories M, N, O, L₆ and L₇. The report identifies items requiring guidance from GRE including marking legibility requirements, lamp placement specifications, geometric visibility angles, substitution of UN R48 lighting functions, mandatory and optional lamp presence by position, and electrical connection requirements for lamp operation and interaction with direction indicator and stop lamps.

The secretariat has received nominations for the position of Chair and Vice-Chair(s). Mr. T. Kärkkäinen (Finland) is nominated for Chair. Mr. P. Baillet (France) and Ms. S. Kwon (Republic of Korea) are nominated for Vice-Chair(s).

OICA comments on proposed amendments to introduce minimum separation requirements for stop lamps and position lamps in GRE-95-11. OICA contests the justification for the proposed 400 mm separation requirement for M₁ and N₁ vehicles and 600 mm for all vehicle categories, arguing the EC has not established a causal link between continuous lighting and safety deficits, that the claimed recognition distance differences lack meaningful influence on safe driving, and that introducing divergent UN requirements would create technical barriers to international trade contrary to the 1958 Agreement. OICA references published research indicating strip-type taillights provide optimal ergonomic solutions for vehicle conspicuity.

GTB comments on proposals to restrict lighting options such as band, strip, or illuminated logo. GTB presents findings from a 2025 study by Vrije Universiteit Brussel on daytime running light (DRL) designs, comparing dual and single DRL configurations at different speeds. At 90 km/h no significant difference was found between designs; at 50 km/h dual DRLs showed slightly earlier detection by 30–50 metres (approximately 4 seconds), which researchers considered a perceptual side effect rather than safety-critical. GTB concludes single DRLs provide comparable safety performance to dual DRLs and are viable alternatives. GTB advocates for improved provisions to ensure consistent and harmonised interpretation among Contracting Parties, referencing proposals GRE/2026/6 and GRE/2026/21.

Proposal to amend para. 6.27.9.1. to clarify that the direction indicator lamp used for the answer-back signal may be operated with a luminous intensity not exceeding its original specification, and to restructure the paragraph into subsections (a), (b), and (c) specifying maximum luminous intensity limits, direction indicator lamp operation, and prohibited lamp types.