Proposal to amend Annex 4 and introduce Annex 7 regarding critical incident reporting:

• Amend paragraph 3.5.4 to require the manufacturer to report critical incidents to the granting type-approval authority
• Insert new paragraph 3.5.4.1 requiring the type approval authority to upload information received from the manufacturer in English language to the secure internet database “DETA” without undue delay but no later than 14 days after receipt
• Introduce new Annex 7 providing guidance for data exchange via DETA in accordance with paragraph 3.5.4.1.

Proposal to amend UN R171 to modify paragraphs 5.5.4.2.8.2., 5.3.7.2.4.2., 5.3.7.2.6.1., 6.4.2., 7.2.3.1., 14.2., and Annexes 3 and 4. The amendments include clarifications regarding driver engagement determination, system boundary conditions, automatic acceleration in non-highway environments, system-initiated manoeuvres tracking, production discontinuation, documentation retention periods, supplier safety management arrangements, and test scenario specifications for bicycle and cyclist targets.

Consolidated proposal to clarify provisions in the original version of the Regulation. See GRVA/2026/16 for the proposed amendments.

Proposal to amend UN R171 based on GRVA/2026/15:

• Insert new introduction paragraph 17 establishing the regulation on current technology with continuous review based on data
• Amend paragraphs on system boundaries, driver disengagement detection, manoeuvre initiation, and Risk Mitigation Function
• Clarify driver state monitoring and visual engagement assessment
• Update terminology for powertrain
• Delete duplicate definitions
• Add processes for safety management during operation phase
• Insert definition of “Evidence”
• Clarify base and extended test requirements
• Update language from “cyclist” to “bicycle” in test scenarios

Proposal to clarify UN R171 on Driver Control Assistance Systems (DCAS):

• Clarifications to definitions, adding “Highway-like road” definition
• Clarifications to system boundary detection, manoeuvre initiation, and driver disengagement requirements
• Amendments permitting withholding of hands-on requests on highway-like roads up to 130 km/h
• Clarifications on Risk Mitigation Function terminology
• Amendments allowing alternative strategies for lower-speed lane changes
• Addition of operational phase safety management processes
• Clarifications on testing requirements and non-rule-based algorithm repeatability.

Consolidated version based on WP.29/2025/7 as amended by WP.29-195-05, WP.29/2025/144, GRVA-24-18, and GRVA-24-19. See GRVA/2026/18 for the proposed amendments.

Proposal to insert new Paragraph 6.2.5.1.1. into UN R79 (Supplements 17 to 03 series and 12 to 04 series):

• Insert new Paragraph 6.2.5.1.1. into UN R79
• If requested by the vehicle manufacturer, the vehicle may undergo up to ten figure-eight manoeuvres, where each loop of the figure is 40m diameter at 10km/h speed with intact steering equipment, before the measurement of steering efforts with a failure in the steering equipment
• Clarify pre-test conditions for measuring steering effort under a failure condition
• Stabilize power steering oil temperature, particularly for vehicles of category N₃ and M₃

Proposal to introduce clarifications and references to lane markings and ELKS provisions:

• Include ELKS effectiveness not be adversely affected by magnetic or electrical fields per UN R10 05 series
• Vehicle operating instructions include situations where ELKS is automatically deactivated
• Reference lane markings in UN R130 01 series amendments in paragraphs 6.5.2, 6.6.2.1, 7.2.1, and 8.2.1
• Amend tyre pressure and warning threshold test procedures
• Insert transitional provisions (May 2027-May 2029)

Proposal to amend paragraph 2.14. to clarify that road surface friction coefficient of at least the specified Peak Braking Coefficient represents minimum values; amend paragraph 5.2.1.1. to align collision warning requirements with pedestrian and bicycle scenarios, requiring collision warning no later than 0.8 seconds before emergency braking or at braking start if anticipation time is insufficient; amend paragraph 5.2.1.2. to clarify that emergency braking involves a braking demand of at least 5.0 m/s² to the service braking system, permitting higher demands during collision warning for short durations.

Proposal to amend paragraph 5.4.2.3. of the 01 series of amendments and the original version to UN R152 to require at least two deliberate actions by the driver where automatic deactivation of the AEBS function is a consequence of the driver manually switching off the ESC function of the vehicle. Footnotes 2 to 8 in the 01 series are renumbered to accurately reference correct footnotes. This revision addresses GRVA-24-04.

Since the 24th (January 2026) GRVA session, the ADAS task force held an online session on 3 March 2026. A 02 series of amendments to UN R171 (GRVA-24-17/Rev.2) was approved and submitted to WP.29 as WP.29/2026/86. Draft supplements and consolidated and extracted versions for 00 and 01 series were prepared (GRVA-24-18-A, GRVA-24-19-A, GRVA-24-18-B, GRVA-24-19-B). For the 25th GRVA session, editorial modifications and consolidated and extracted versions were submitted (GRVA/2026/14, GRVA/2026/15, GRVA/2026/16, GRVA/2026/17, GRVA/2026/18). The task force seeks guidance on provisions for DCAS use on highway-like roads and feedback on existing provisions following practical implementation of UN R171. The ADAS task force will be maintained with a break in activities pending stakeholder inputs and concrete proposals.

Proposal to amend Annex 1B, paragraph 1. to add “If applicable,” before “name and address of manufacturer’s representative” and to renumber the existing paragraph 2 as paragraph 1. This proposal resolves inconsistency between communication forms 1A and 1B of UN R90. The term used for responsible entities, the manufacturer’s representative, was modified only in communication form 1A for replacement brake lining assemblies and replacement drum brake linings, so communication form 1B for replacement brake discs and replacement brake drums requires the same amendment to ensure consistency.

Proposal to amend UN R155 and UN R156 regarding approval authority requirements:

• Add a refusal ground to para. 5.1.3. of UN R155 where the Certificate of Compliance for the Cyber Security Management System has not been issued by the same approval authority granting type approval
• Insert new para. 5.4. into UN R156 to provide that approval authorities shall not grant any type approval if the Certificate of Compliance for the Software Update Management System has not been issued by the same approval authority granting type approval.

Based on GRVA-25-08, the document addresses blind spot accidents involving right-turning trucks and bicycles. It distinguishes between warning systems requiring driver reaction time and automatic brake intervention systems. The document notes that information systems with low intensity have low annoyance and low risk of deactivation, while high-intensity warnings risk driver annoyance and deactivation. It describes a specific scenario at approximately 15 km/h where a truck brakes after a turn has started with a bicycle detected at high confidence. The document indicates that next steps in safety regarding blind spot accidents should involve automatic brake intervention and suggests future discussion of UN R151 in GRVA.

Proposal to amend para. 2.8 of Annex 8 to UN R13 to require trailers utilizing service braking system energy reserves to fulfil one of three requirements when uncoupled and park brake control released: pressure in spring brake compression chamber shall reduce to 0 kPa when energy reserves reduce to 280 kPa, pressure reduction in service braking system energy reserve results in corresponding reduction in spring compression chamber pressure, or combined service and parking braking forces shall hold laden trailer as required when service brake energy reservoir reduces from 850 kPa to 0 kPa.

Proposal to insert new sub-paragraph 5.6.1.1.4.1 establishing that requirements of paragraph 5.6.1.1.4 shall not apply to ACSF Category A functions provided they are intended solely to support low-speed vehicle controllability manoeuvres in off-road environments, operate only until 5km/h with 1km/h tolerance, require deliberate driver activation, require driver presence in driver’s seat with fastened safety belt, and allow driver to retain control and override or deactivate the system at any time.

Proposal to amend para. 2.8 of Annex 8 to add subparagraph (c). The amendment addresses trailers utilizing service braking system energy reserves for automatic brake requirements. Current para. 2.8 includes options (a) and (b) requiring spring brake pressure reduction or corresponding pressure reduction in spring compression chamber. New subparagraph (c) permits alternative designs where combined service braking and parking braking system activation holds a laden trailer on 18 percent gradients at any service brake energy reservoir pressure from 850 kPa to 0 kPa, providing greater realization flexibility while maintaining required holding performance.

The document addresses on-board authentication and authorization in connected vehicles, a complex area involving multiple stakeholders, use cases, implementations, and standards. The core challenge is distinguishing legitimate remote interactions from misuse, manipulation, and integrity loss. Discussions have occurred since 2023 across GRVA, CS/OTA, and WP.29. FIA seeks feedback on establishing the topic and will develop a scoping document and demonstrator based on select use cases including accident investigation, law enforcement, emergency response, energy monitoring, battery tracking, parts replacement, and ITS-related safety. Contracting parties are invited to submit comments and use cases by 15 June 2026 for consideration at the November WP.29 session.

Proposal to insert new para. 3.1.1. and 3.1.2. requiring manufacturers to provide information to approval authorities prior to application and upon extension of type approval; insert new para. 3.2.2. requiring manufacturers to provide summaries of safety definitions, driver safety levels, traffic rules assessment, and testing for each territory where ALKS can be active; and insert new paras. 4.6. to 4.6.6. establishing procedures for approvals covering multiple territories, including notification of receiving approval authorities at least 30 days before approval, review periods, and dispute resolution under the 1958 Agreement. OICA and CLEPA do not support mandatory pre-announcement but would support sharing Safe Operation documentation and lists of compliant territories during the approval process.

The Task Force on Vehicular Communications held a hybrid meeting on 23 January 2026, with presentations from Japan, CAICT China, and Car-to-Car Communications Consortium covering communications approaches to improve protection of vulnerable road users. The 14th VCTF meeting is scheduled for Wednesday 11 June 13:00–16:00 CET to discuss tests and ideas for improving VRU protection through communications. The Future Networked Car Symposium will be held in hybrid format on 9 July 2026 at Palexpo Geneva, jointly organised by UNECE and ITU, with the WP.29 related session in the morning of Thursday 9 July.

Since the 24th session of GRVA, the Workshops on Automated Driving Systems held four sessions, with meetings in Shanghai and Bangkok. Administrative requirements for the draft UNR/GTR ADS require no further discussion. Task 3 developed interpretations and guidance for implementation, consolidated in a draft Guidance and Interpretation Document presented as informal document GRVA-25-20, with remaining items for refinement at a July Brussels hybrid joint IWG/WS session. The GID will be made available in English, French, and Russian, with the IWG ADS maintaining it. Formal adoption is projected for November WP.29 following September GRVA discussion.

This Guidance and Interpretation Document (GID), based on GRVA/2026/3 as amended by GRVA-24-29 and WP.29-198-09, supports implementation of proposed UN Global Technical Regulation and UN Regulation on Automated Driving Systems. The GID, structured in table format with regulatory text and explanatory guidance with examples, facilitates interpretation of ADS requirements when applying them to particular vehicles or vehicle types. The document addresses ADS safety, system descriptions, operational design domains, performance in nominal, critical, and failure situations, interactions between ADS and users, manufacturer safety management systems, test environments including simulation credibility frameworks, safety cases, post-deployment safety monitoring, and compliance assessments including confirmatory testing. Materials will be restructured and refined for submission to GRVA’s September 2026 session.

The EV/HFCV Retrofit Systems IWG held three meetings since the last GRVA session and has compiled requirements for Electrical Safety (UN R100), Braking (UN R13/R13H), Cybersecurity (UN R155), and EMC (UN R10) with participation of respective GRs experts. Regulation drafting has started. Next activities include continuation of discussion on requirements, addressing net power and electric consumption determination, family and parent definition, and provisions for PTI, with regulation draft for EV retrofit to be delivered as informal document to the next GRPE session in October.

Proposal to amend para. 137 to describe the seventeenth workshop organized in Bangkok, Thailand, together with the twentieth session of the IWG on ADS, where participants reviewed updates to the GID document sections prepared by the OPIs, resulting in a revised version of the GID document considered mature enough for presentation at the twenty-fifth GRVA session, with agreement that remaining open items should be finalized at the July 2026 workshop in Brussels, Belgium, and several minor amendments to the draft GTR/UN-R text derived from the Bangkok meeting discussions modified the text of the draft GTR/UN-R.

Proposal to amend Annex 8, para. 3.4.1. to require the vehicle manufacturer to supplement its statement with an explanation of how the chosen strategy ensures system objectives do not prejudice safe operation of systems referred to and a description of the validation plan, and to require the designated technical service to perform an assessment of the manufacturer’s explanation and validation plan suitability and may perform or require tests as specified in para. 4., and amend Annex 8, para. 3.4.4. to require documentation supported by analysis showing system behaviour on fault occurrence including faults with other systems involved in achieving system function, to establish and maintain analytical approaches open for inspection by the designated technical service at type approval, and to require the designated technical service to perform assessment including inspection of safety approach at concept and system levels and validation plans and results.