Correction to the justification provided in GRSG/2026/37.

Proposal to amend para. 5.1.1.3. to adjust the lower vertical datum point from 5 degrees to 4 degrees below the horizontal and update the corresponding figure in Annex 4, Figure 1. This harmonizes the location of the lower datum point with the angle of obstruction requirement in para. 5.1.3., resolving an inconsistency between the allowed area of obstruction and the mandated transparent area of the windscreen.

Status report on two workshops on Door Opening Warning Systems held virtually on 1 April 2026 and 2 September 2026. The first workshop presented accident data from Germany and China and conducted exploratory discussions on system parameters. The second workshop presented accident data from Germany, China, Belgium, the United Kingdom and France, and introduced draft regulatory text covering scope, definitions, signalling strategy, operational parameters, activation and deactivation, failure detection and test procedure. Comments were received from industry, cyclists’ organisations and Contracting Parties. The experts from China and Germany propose establishment of an informal working group on DOWS to develop proposals concerning justification and problem definition, scope and definitions, performance requirements, test and assessment procedures, and regulatory form.

Proposal to establish uniform provisions for type approval of vehicles of categories M₁ and N₁ equipped with a Door Opening Warning System (DOWS) intended to reduce the risk of collisions involving opening vehicle doors and approaching vulnerable road users. The system shall provide information signals indicating the presence of a dooring-related vulnerable road user in the detection area and door opening warning signals to alert occupants when a door opening attempt is initiated and collision risk is imminent. The Regulation specifies technical requirements including system availability, signalling requirements, failure indication, and test procedures for verification at type approval.

Proposal to amend para. 6.2. to clarify application to mirrors installed inside a vehicle, amend para. 6.2.2. to relocate a reference to Annex 13, delete paras. 6.2.1., 6.2.2.3., 6.2.2.3.1. and 6.2.2.3.2., amend para. 6.2.2.2.6.2. to provide that compliance with impact test requirements may be deemed satisfied where a mirror is mounted on the same mounting as a Class II or III mirror type approved to UN R46, amend Annex 9, para. 1.2. to add an explicit reference to para. 15.2., and delete Figure 2 in Annex 9, para. 1.2.

Proposal to add footnote 1 to para. 6.2. defining transparency as requisite for the driver’s forward field of vision, for the driver to see and to be seen, and insert new para. 6.3. stating that safety glazing located in a position requisite for driving visibility may not be treated such that it limits or restricts the visibility of the driver from outside, for example by applying a mirror or chameleon effect, with minimum light transmittance provisions as described in Annex 24 applying from both directions.

Proposal to add footnote 1 to para. 6.2. to clarify that safety glazing materials must be sufficiently transparent as a requisite for the driver’s forward field of vision, for the driver to see and to be seen. The amendment aims to clarify possible safety concerns to ensure that the driver can be seen from outside and does not introduce new provisions but clarifies the intent of existing provisions.

Status report on the IWG on Driver Drowsiness and Distraction Warning Systems. The IWG is developing new regulations for vehicles of categories M and N, specifically a Driver Drowsiness and Attention Warning system and an Advanced Driver Distraction Warning system. Nine hybrid meetings and four online meetings have been held. The next meeting is scheduled for 5–7 October 2026 in London to confirm priorities for the 01 series DDAW system regulation and discuss key technical requirements. GRSG adoption of both the DDAW and ADDW system regulations is targeted for October 2028, with WP.29 adoption in March 2029.

The Czech Republic requests guidance from GRSG on whether automatic activation of a dedicated “Call for Help” signal with higher flashing frequency, instead of the standard hazard warning signal following severe vehicle impact linked to UN Regulation No. 144 trigger criteria, conflicts with existing post-crash safety requirements under GRSG competence. A formal proposal to introduce this new signal within UN Regulation No. 48 has been submitted to GRE under document ECE/TRANS/WP.29/GRE/2026/2.

Letter of support from the International Federation of Pedestrians and the European Cyclists Federation for the proposal for Supplement 14 to the 01 series of amendments to UN R43. The submission supports efforts to clarify regulations and ensure that windows within the driver’s forward field of vision meet minimum light-transmission requirements when viewed from both inside and outside the vehicle, and opposes treatments or tints that prevent people outside the vehicle from seeing the driver.

A table of subjects under consideration by GRSG, listing priority and recurrent tasks related to Event Data Recorders, heating systems, Consolidated Resolution on vehicle construction, accessibility on buses and coaches, regulatory updates for automated vehicles, distraction and drowsiness, and amendments to UN Regulation No. 105. The document specifies allocated informal working groups, timelines for GRSG and WP.29 adoption, and initiating parties for each subject.

The document describes automated shuttles as vehicles designed for public transport with autonomy by design, typically with fewer than 10 seats, constructed like Class A buses, and often limited in maximum speed or bidirectional. Automated shuttles are deployed globally and already comply with most technical requirements for M₂/M₃ vehicles except some UN R107 requirements and bidirectional aspects. Current UN vehicle categories are incompatible with shuttles: M₁ does not have provisions for standing passengers, and shuttles cannot be granted approvals to most UN Regulations because they have fewer than 10 seats. Three options for categorization are presented: a new category M₄, a new class of M₂/M₃ (Class C), or redefinition of M₂/M₃ Class A. A workshop is proposed for 4 December in Paris to determine whether an international category or class is necessary.

Note by the secretariat reporting on results of the 131st GRSG session presented to WP.29 in June 2026. GRSG adopted revised Terms of Reference for the Informal Working Group on Driver Distraction and Drowsiness Warning Systems, extending its mandate until October 2028 to finalize the 01 series of amendments to UN R182 and UN R183. WP.29 recommended to AC.1 the adoption of 36 amendment packages to UN Regulations under GRSG responsibility. Mongolia acceded to the 1958 Agreement on 29 April 2026, with entry into force on 28 June 2026. WP.29 endorsed continued work on IWVTA and DETA.

Status report on the Special Interest Group on Component & Separate Technical Unit work on UN R158 and UN R159. The SIG-C&STU is developing proposals to add Component and Separate Technical Unit approval routes to UN R151, UN R158, UN R159, and UN R166. For UN R159, Supplement 4 is under review with documents at GRSG-132. For UN R158, a Proposal for Supplement 7 is in development. The group requests feedback on structural approaches and timelines for working document submissions by January 2027.

Proposal to introduce provisions for type approval of Moving Off Information System (MOIS) Component and Separate Technical Unit (STU) by establishing three approval pathways: Part I for vehicles with MOIS, Part II for vehicles with installation of approved MOIS Component or STU, and Part III for MOIS Component or STU themselves. The system detects pedestrians and cyclists in the forward blind spot area and provides information and collision warning signals during low-speed moving off manoeuvres at speeds of 10 km/h or less. Technical requirements cover detection performance for speeds 3–5 km/h for potential moving off and 0–10 km/h for low-speed operation, automatic deactivation on system failure or sensor contamination, manual deactivation through intentional driver actions, and signals that are deactivated together upon failure. Test procedures include static crossing tests, longitudinal stopping and moving off cyclist tests, and failure detection tests performed on flat dry asphalt under natural illumination conditions.

Proposal to introduce provisions for type approval of Moving Off Information System Component and Separate Technical Unit. The supplement adds Part III to UN R159 establishing approval requirements for MOIS Components and STUs, modifies Part I to align with the new component-based approval pathway, and adds Part II to govern vehicles installing previously approved Components or STUs. Manufacturers may choose between Component approval (largely vehicle-independent) or STU approval (tailored to specific vehicle families) to streamline market introduction of MOIS technology.

Proposal to introduce provisions for type approval of Moving Off Information System Component or Separate Technical Unit, establishing three approval routes: Part I for vehicles with integrated systems, Part II for vehicles with approved components or units installed, and Part III for component and separate technical unit approvals. The regulation requires systems to detect pedestrians and cyclists in the forward blind spot during potential moving-off manoeuvres and low-speed manoeuvres at speeds up to 10 km/h, providing information signals and collision warnings. Automatic deactivation occurs upon malfunction or sensor contamination; manual deactivation is permitted through intentional driver actions. Vehicles of category Y and category X without manual on-board operation are exempted. Testing includes static crossing tests, longitudinal stopping and moving-off cyclist tests, failure detection, and automatic deactivation verification.

Proposal to insert new title, amend the Contents page, modify para. 0.1. to add reference to footnote 1 defining vehicle categories, amend paras. 0.3., 0.6., 0.8., 0.8.1., and 0.8.2., insert new para. 0.9. explaining Supplement 4’s introduction of Component and Separate Technical Unit approval routes, amend paras. 1.1. to 1.3. to reflect three-part approval structure, amend and insert paras. 2.1. to 2.37. to define approval types and representative test setup, amend paras. 3.1. to 3.3. to address application procedures for all approval types, amend paras. 4.1. to 4.78. to specify approval grant conditions and marking placement for each type, insert new paras. 5. to 7.2.4.6.2. to establish Part I vehicle specifications and test procedure, Part II installation specifications and test procedure, and Part III Component or Separate Technical Unit specifications and test procedure, amend paras. 78. to 121. for modification and conformity of production, amend Appendix 1 and Annexes 1 to 7, and amend former Annexes 2 and 3 (renumbered as 8 and 9).

Proposal to insert a new title comprising three parts for vehicle approval and component/separate technical unit (STU) approval; amend the contents page; insert new definitions for approval types, vehicle types, components, STUs, and representative test setups; add application and approval procedures for the three approval routes; renumber and restructure paragraphs 5 through 12 as parts I, II, and III; insert new part I specifications for vehicles with moving off information systems; insert new part II specifications and test procedures for vehicles with approved components or STUs; insert new part III specifications and test procedures for components and STUs including detection, control, and human-machine interface requirements; insert new annexes 2 through 7 containing communication and information documents for each approval type; and amend former annexes 2 and 3 renumbered as annexes 8 and 9.

Proposal to insert new title establishing three parts of UN R159 (vehicles with regard to Moving Off Information System, vehicles with regard to installation of approved type systems, and Component or Separate Technical Unit), amend contents and definitions to add Component and Separate Technical Unit approval routes, insert new Part I establishing specifications and test procedures for vehicles, insert new Part II establishing specifications and test procedures for vehicles with approved type systems, insert new Part III establishing specifications and test procedures for Component or Separate Technical Unit types, amend approval provisions to accommodate three approval types, renumber existing paragraphs, and insert new Annexes 1 through 7 with communication and information documents for each approval type.

Proposal to add component and separate technical unit approvals regulatory supplement to UN Regulation No. 158. The changes do not affect stringency and keep current type approvals valid. The proposal replaces the complete regulation text and includes definitions, requirements for close-proximity rear-view mirrors, rear-view camera systems, and detection systems for vehicles of categories M₁–M₃ and N₁–N₃. Field of vision requirements, system activation, driver interface specifications, and test procedures are specified, with backing event duration defined as meeting speed of 16 km/h, distance of 10 meters, or duration of 10 seconds.

Proposal to add Component and Separate Technical Units (STU) approvals regulatory supplement to UN R158 for devices for means of rear visibility or detection. The changes do not affect the content stringency and keep current UN R158 type approvals valid. The proposal replaces the complete UN Regulation text due to the number of changes required, incorporating text merged from Supplements 1 to 6 into the original text, with tracked changes and comments marking modifications outside the direct scope of the SIG-C&STU typical for clarity, corrections or consistency items which shall not affect stringency.

Proposal to consolidate definitions applicable to both Part I and Part II into a single chapter, add component and separate technical unit requirements to Rear-View Camera Systems and Detection Systems, establish requirements for software update references and identification, and merge amendments from Supplements 1–6 into the original text. Current type approvals remain valid. Changes do not affect stringency or content requirements.

Presentation on truck underrun accident prevention examining active safety system performance and rear underrun protection crashworthiness. ADAS testing of seven modern vehicles (2025–2026) at speeds 56–130 km/h toward stationary truck targets in four scenarios found systems currently unable to reliably prevent collisions on motorways. Conspicuity testing of trailers identified reduced performance with offset approaches and darkness. Crash testing of European UN R58.03 rear underrun protection against US IIHS Toughguard at 56 km/h demonstrated latest European RUP incapable of preventing underrun, with recommendation that regulation mandate tougher RUP standards.

Report on a workshop organized by the Kingdom of the Netherlands on 25 August 2026 in Brussels to address transparency provisions in UN R43. The workshop discussed current transparency requirements, alternative test procedures for reflection, definitions such as chameleon effect, and amendments to working document ECE/TRANS/WP.29/GRSG/2026/20. Participants agreed transparency provisions are not direction-dependent, confirmed the importance of driver visibility, and noted the absence of measurement procedures or objective criteria for reflection levels. The proposal is to add a footnote to clarify requirements for the driver’s forward field of vision, with future evaluation of whether more objective measurement provisions on reflections are needed.