Task Force 5 is progressing on GTR development with tests on endurance braking ending 07/2026 and potential GTR adoption at GRPE 95th session 10/2026. Draft revisions to Sections 7 and 8 are agreed and incorporated, addressing caliper orientation, fixed airflow, and additional loading factor. Nominal test parameters for brake groups are under revision, with tables from R90 defining disc and drum brake specifications. A small Round Robin Exercise with five volunteers is underway to assess enclosure and duct diameter impacts, with results due first week of June. Auxiliary Braking Systems testing requires significant immediate effort.
ETRTO proposed three ways to estimate service life (TA-36-04): tread depth measurements, initial tread depth and abrasion index, and tread mass. JRC presented a service life index (TA-32-04) based on tread depth measurements and conducted a preliminary assessment of the second concept. Service life is estimated by linear extrapolation to 1.6 mm from tread measurements at test start and end. The Service life index is calculated as the ratio of candidate to reference tyre service life. Next steps include confirming the equation for service life via tyre characteristics and clarifying which tyre characteristics are needed.
The agenda includes discussion of status of the work plan 2026 including the ITTAC proposal on tyre abrasion Convoy Method -Dual-Normalisation Framework (TA-45-08/Rev.1) and UTAC Tyre abrasion timeline Gantt (TA-46-03/Rev.1), development of the C1 tyre mileage potential metric and tread depth measurement prescription, and test method development status under C2 and C3.
Proposal to establish provisions for periodical technical inspections of automated/autonomous vehicles. The document, based on ECE/TRANS/WP.29/2019/34/Rev.2, addresses vehicle safety of in-use vehicles through maintenance and inspection measures. Inspection requirements should verify proper condition and functionality of vehicles and Automated Driving System according to UN Regulations. Provisions should include test procedures for safety-relevant functions, status and fault information, harmonized access protocols, functional test procedures with threshold limits, and result data specifications. Test methods shall be carried out by qualified persons without dismantling using standard equipment.
The meeting will address coordination of work, pollution emission control in PTI including PN measurement, NOx measurement, and Euro 7, Advanced Driver Assistance Systems and Automated Driving Systems including PTI using diagnostic devices and inspections of automated vehicles, PTI provisions for brakes, lighting devices coordination and inspection, and 1997 Agreement updates.
The informal working group on Global Technical Regulation for Acceleration Control for Pedal Error will meet on May 8th, 2026 via MS Teams from 12:00 to 14:00 CEST. The agenda includes approval of the agenda, adoption of the draft report for the previous meeting, review of a list of ACPE-equipped vehicles, preliminary outcome and planning research activities, coordination of research activities, other business, and a list of action items and next meetings.
The Korea Automobile Testing & Research Institute presents two planned ACPE GTR studies. Study #1 on normal pedal operation speed range is in pre-R&D phase with data collection ongoing from elderly drivers; results will not be presented in 2026 due to required data processing and insufficient time for statistically meaningful analysis. Study #2 analyzes pedal misoperation speed using 10 Hz EDR data from nine real-world crash cases where manufacturers concluded no vehicle defects. Analysis is in progress with results to be shared at subsequent meetings as additional cases are confirmed.
No vehicles have received certification under UN R175-00/01. The document lists representative ACPE-equipped vehicle models from various manufacturers and markets, detailing their sensor configurations, target objects, and operation speed ranges. Sensor types include ultrasonic sonar, monocular camera, stereo camera, and milli-wave radar. Target objects are stationary objects and pedestrians. Vehicles exhibit variation in forward and rearward equipment and low-speed braking function inclusion. Performance definitions differ by OEM and are not directly comparable across manufacturers or to UN R175 requirements.
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