The document presents Norway’s electrification progress for light duty vehicles (LDVs) and heavy duty vehicles (HDVs). Norway has 994,000 electric LDVs and 5,300 electric HDVs from a total fleet of 3.4 million LDVs and 73,000 HDVs. In April 2026, EV market share reached 98.6 percent with 107 municipalities achieving 100 percent market share. The document reports EVs represent 2-7 percent of registered vehicle fires, with fossil fuelled vehicles accounting for up to 90 percent. Research findings indicate battery degradation is driven by operating conditions, with cold climate introducing dual effects and battery management systems being key durability drivers.
UN GTR No. 25 addresses minimum performance requirements, lifetime requirements, and metrics for heavy-duty vehicles. Lifetime requirements are 12 years and 700,000 km or 15 years and 875,000 km for Category 1-2 vehicles exceeding 7.5 tonnes and Category 2 vehicles exceeding 16 tonnes. An optional annex proposes different metrics including years, kilometres whichever comes first, and energy throughput in monitoring. Capacity retention requirements for N₃ vehicles exceeding 16 tonnes are specified at 12 years and 700,000 km and at 15 years and 875,000 km.
The presentation reports results from performance-based models for electric passenger vehicles and electric vans, analyzing capacity retention and capacity fade at 5, 8, and 10 years and at 100,000 km, 160,000 km, and 200,000 km driving distances. Results show capacity retention exceeding 60 per cent at 10 years and 200,000 km for vans with Li-Ion NCM-LMO (2015) battery technology, and exceeding 65 per cent for battery electric vehicles under the same conditions.
GTR 22 proposes introducing a State of Certified Energy (SOCE) Readiness Status to determine when sufficient enabling conditions exist for accurate battery State of Health calculations. Manufacturers shall make SOCE values easily available to vehicle owners via dashboard, infotainment, or mobile application and provide procedures for owners to achieve recent updates. GTR 22 shall include mandatory parameters: State of Certified Energy Readiness Status, Energy Storage System Recent Depth of Discharge Counter, and Preconditions for Recent Battery Capacity Update, removing quantitative specifics dependent on energy storage chemistry and time duration references from existing annexes.
Proposal to amend virtual distance to assessment of virtual distance and amend monitor to assessment of virtual distance. The amendments ensure text robustness and alignment between GTR 22 and UN R154/04. The monitor was copied from Part A families and is not mentioned in Part C. The Battery cell characteristic includes the REESS as part of the Family concept.
Presentation on electrically propelled and recuperating trailers. The document outlines communication flows between towing vehicles and e-trailers using ISO 11992-2 over ISO 7638-1, involving parameter groups EBS14 (control), EBS28 (energy/state of charge), and EBS29 (status). Key principles include the towing vehicle setting control modes and requesting torque, with trailers reporting capabilities. The document discusses support for maximum three e-axle equipped trailers due to bandwidth limitations, enabling of e-trailer control via CANopen Service Data Objects, and backward compatibility with ISO 11992-2:2014. Amendments to UN Regulation 13 are planned with target entry into force in May 2028.
The session is scheduled for May 19, 2026, from 05:30 to 08:00 EDT. The agenda includes discussion of UN GTR 22 and UN GTR 25 regulatory topics covering conditioning cycles, SOCE readiness monitor, MPRs, SOCR, mutual recognition, FCEVs, highly integrated systems, efficient test methods, OICA comments, MPRs and energy throughput, normal usage indices, Part C virtual distance verification, Annex 2 alternative test method, and battery replacement provisions. UN GTR 25 Amendment 2 must be submitted to March 2027 GRPE by December 2026 deadline.
Proposal to insert new Part C providing guidance on application of UN R155 to transformed vehicles. Part C defines when transformations require new approval, establishes terminology for original vehicle types, transformed vehicle types, transformations, and installations, identifies cyber-relevant transformations by evaluating impact on architecture and connection risks, addresses intrinsic cyber security risks, clarifies non-automotive equipment requirements, and specifies documentary evidence manufacturers must provide to approval authorities or technical services, including functional descriptions, connection details, software modifications, and component lists.
Proposal to permit the use of a positive lock type system as an alternative to a friction type parking brake system.
Proposal to align UN R13-H with technical advances and the emergence of a new type of braking system that employs stored electrical energy for both the control transmission and the energy transmission.
Proposal to amend the proposal to permit the use of a positive lock type system as an alternative to a friction type parking braking system.
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