GRVA will continue to establish and maintain the United Nations regulatory framework for Automated Driving Systems, including UN R185 and GTR 26. GRVA will continue its work on cyber security, over-the-air software updates, and the Data Storage System for Automated Driving. GRVA will focus on implementation of ADS and development of provisions for the Exchange of Scenario-Relevant Information. GRVA will further elaborate requirements for Advanced Driver Assistance Systems, building on UN R79 and UN R171, and for Automated Emergency Braking Systems, building on UN R131 and UN R152.

Proposal to amend GRVA/2026/34 proposing to amend para. 5.6.1.2.7. to modify the specified maximum RCP operating range from 6 m to 10 m, with provision to extend to a maximum of 15 m if direct line of sight between the remote-control device and the vehicle is ensured. The justification notes that RCP systems with extended ranges are already offered in large markets without regulatory limits, that radio wave-based ranging requires safety margins reducing effective usable range, and that increased range would reduce blind areas behind vehicles and allow drivers to better monitor surroundings while manoeuvring, reducing risks and increasing overall safety.

Proposal to amend Annex 8, paragraph 2.8. to establish performance-based requirements ensuring continuous trailer immobilisation during service brake pressure depletion. The amendment requires that when a trailer is uncoupled and the park brake control is released, braking forces from combined service and parking braking systems shall hold the laden trailer at any time when service brake energy reservoir reduces from 850 kPa to 0 kPa, and that adequate overlap between service brake and spring brake functions be ensured so no loss of holding capability occurs during pressure depletion.

Proposal to amend paragraph AI to introduce a link between existing text in Part A and new text in Part C regarding vehicle transformations, and insert new Part C providing guidance for the application of UN Regulation No. 155 to transformed vehicles. The proposal adds section 6 clarifying that the requirement for the Certificate of Compliance and type approval to be issued by the same Approval Authority applies only within the scope of the type approval granted to the manufacturer concerned, and does not restrict another manufacturer from obtaining a separate type approval and associated Certificate of Compliance from the responsible Approval Authority.

Consolidated revision of the working document on guidance and interpretation document for GTR 26 and UN R185 on Automated Driving Systems (GRVA/2026/24). The document facilitates interpretation of ADS requirements when applied to particular ADS vehicles, provides guidance on evidence for requirements, and helps harmonize application across manufacturers and authorities. It addresses definitions, application for approval, approval procedures, ADS performance of the Dynamic Driving Task in nominal, critical, and failure situations, interactions between ADS and users, safety management systems, test environments, safety cases, and post-deployment safety monitoring.

Proposal to amend para. 5.1.3., insert new paras. 5.1.5. and 5.1.5.1. requiring the Approval Authority to refuse type approval unless the Certificate of Compliance for the Cyber Security Management System is issued by the same Approval Authority granting vehicle type approval, while permitting referencing of certificates from other Approval Authorities under specific conditions with documented agreements and clarified responsibilities, and insert new paras. 5.4. and 5.4.1. with equivalent requirements for the Software Update Management System Certificate of Compliance.

Document outlining GRVA’s priority activities for 2027 based on ECE/TRANS/WP.29/2026/1. GRVA will continue establishing and maintaining the United Nations regulatory framework for Automated Driving Systems, including UN R185 and GTR 26, with work on cyber security, over-the-air software updates, and the Data Storage System for Automated Driving. GRVA will focus on ADS implementation, provisions for Exchange of Scenario-Relevant Information, and elaboration of requirements for Advanced Driver Assistance Systems and Automated Emergency Braking Systems building on UN R79, 171, 131, and 152.

Proposal to clarify the provisions
applicable to the type-approval of Risk Mitigation Functions (RMF): Amend para. 5.1.6.3.4. to clarify that the signal to activate hazard warning lights is generated with the start of the intervention and is deemed to start the intervention, amend Annex 8 para. 3.6.1. to specify that hazard warning lights are activated at the earliest five seconds after the warning signal, and amend Annex 8 para. 3.6.2. (Scenarios A and B) to specify the same timing requirement for hazard warning lights activation in tests for RMF bringing the vehicle to a safe stop outside its own lane of travel. The proposal clarifies that the starting time of RMF operation comes with the driver warning and that five seconds should be measured until the hazard warning lights come.

Proposal to amend para. 3.4.1. and 3.4.4. of Annex 8 to require manufacturers to account for faults or failures with other systems involved in achieving the function of the braking system in their safety concept and analysis, and insert new para. 4.5. in Annex 6 requiring consideration of implausible wheel-speed information effects on anti-lock system operation in fault analysis. The proposal responds to a fatal collision in the United Kingdom where tyre failure and inaccurate wheel speed signals caused ABS activation that resulted in loss of braking force.

FIA invites stakeholders to collaborate on a proposal to improve the assessment and activation criteria for ESC/ESP within UN Regulation No. 140. The initiative is driven by road safety considerations, particularly the prevention of misuse and findings from ESC testing where unexpected system behavior has occasionally been observed.

Proposal to amend para. 5.6.1.2.7. to extend the maximum remote control parking (RCP) operating range to a maximum of 15 m if, prior to the operation, a visual message informing the operator of their responsibility is presented to and acknowledged by the operator. The justification notes that RCP systems with ranges exceeding 6 m are already offered in large markets such as Canada and the United States of America, and that such extended-range systems have been used in the field for several years without negative feedback or identified safety threats.

Proposal to insert a new sub-paragraph 5.6.1.1.4.1 to exempt ACSF Category A functions from the requirements of paragraph 5.6.1.1.4, provided that the functions are intended solely to assist the driver in regaining vehicle motion in limited traction conditions in off-road environments up to 5 km/h (+1 km/h tolerance), are activated following a deliberate action by the driver with the driver in the driver’s seat and safety belt fastened, and allow the driver to override or deactivate the function at any time, with the manufacturer to describe system behaviour when operating conditions are no longer met.

Terms of reference and rules of procedure for the Workshop on ADS implementation, a subsidiary body of GRVA operating until November 2028. The workshop shall provide a platform for all matters of implementation of UN R185 and GTR 26 by Contracting Parties, with an aim of facilitating uniform implementation. The workshop shall gather diverse experts from Contracting Parties, NGOs and other stakeholders, collect and share information on implementation, report to GRVA in close relationship with the GRVA IWG on ADS2, and may submit proposals to the IWG on ADS2 for amendments. The workshop shall operate open to all WP.29 participants, with three co-Chairpersons elected from Contracting Parties representatives and a Secretary providing administrative support.

Terms of Reference and Rules of Procedure for a second phase of work on GTR 26 and UN R185 (ADS2). The IWG shall keep under review the suitability of existing provisions in the Global Technical Regulation and UN Regulation on ADS, consider proposals for new provisions, submit draft regulatory proposals amending both regulations, maintain the Guidance and Interpretation Document, assume responsibility for Data Storage Systems for Automated Driving matters, and deliver draft proposals no later than the January 2029 session of GRVA. The IWG shall report to GRVA, be managed by six Co-Chairs from different regions, operate in English, reach decisions by consensus, and ensure regulatory proposals are performance based and technology neutral.

Status report to GRVA on the Automated Driving Systems informal working group. Reports progress since the 25th GRVA session in May 2026, including a meeting held in July in Brussels. Describes submissions including draft Terms of Reference for IWG on ADS2. Outlines planned activities: a joint IWG on ADS and workshop meeting 6–9 October 2026 in Sydney to finalize guidance for WP.29 in November 2026 and draft phase 2 programme of work; and an official kick-off IWG on ADS2 meeting 7–11 December 2026 in The Hague. Requests GRVA adoption of draft Terms of Reference for transmission to WP.29.

Status report on e-axle trailer development within GRVA, covering taxonomy, regulatory approach, and progress. The document presents use cases for electric axles in trailers of categories O2, O3, and O4, comparing simplified frameworks for O2 with fully integrated heavy vehicle frameworks for O3/O4. Progress includes updated taxonomy, ISO 11992 standardization work, and completed workshops. Step 2 adoption is targeted for January 2027, with Step 3 planning for O2 trailers to be clarified.

Proposal to amend para. 3.4.1. and para. 3.4.4. in Annex 8 to require manufacturers to address how the braking system strategy will not prejudice safe operation due to failures with other systems involved in achieving the function of the system, and insert new para. 4.5. in Annex 6 to require consideration of the effect of implausible wheel-speed information on anti-lock system operation in fault analysis. The proposal responds to a United Kingdom collision involving tyre failure and ABS activation that resulted in unsafe operation.

Proposal to insert a new para. 5.1.12. requiring that whenever an assessment of compliance to a requirement of this regulation is unachievable without reading internal signal(s) of an electronic system, the vehicle manufacturer shall provide instructions and tools to read signals on in-vehicle networks for the technical service to extract and interpret the signal(s), with this information appended to the test report.

Proposal to establish terms of reference and rules of procedure for the Task Force on Exchange of Scenario-Relevant Information. The TF on ESRI shall propose procedures to facilitate sharing of information under WP.29 that can support the use of traffic scenarios for assessment of vehicles, equipment, and parts performing the dynamic driving task, and shall develop proposals concerning information structuring, information exchange management, public availability of information, and application recommendations. The TF on ESRI shall not propose scenarios for use in regulations, propose a regulatory database or catalogue, propose requirements for scenario use in regulations, or develop regulatory provisions. The TF on ESRI shall aim to develop procedures facilitating continuous improvement of vehicle safety, exchanges among Contracting Parties, application of scenario-related provisions, and efficient procedures for information exchange. The TF on ESRI shall present outcomes within two years from approval of these terms of reference by GRVA. The TF on ESRI is a subsidiary body of GRVA, open to all WP.29 participants, managed by a chairperson or co-chairs from Contracting Parties. Meetings shall be held in public, either in person or online. Decisions shall be reached by consensus.

Proposal to clarify para. 5.6.4.6.8.1.(e) of UN R79 to address how different direction indicator lever mechanisms comply with manual deactivation requirements for automated lane change systems. The regulation currently does not distinguish between full-turn methods, where the lever returns to neutral position, and half-turn methods, where activation of the opposite direction indicator or stalk activation in the opposite direction constitutes deactivation. Two options are presented: either add separate provisions for each method, or note that activation of opposite direction indicator lamps may constitute deactivation of the initiating signal.