GRSP held its 79th session from 1–5 June 2026 in Geneva and adopted multiple proposals. GRSP endorsed creation of an Informal Working Group on Emergency Door Opening and requested AC.3 authorization to amend UN GTRs Nos. 1 and 14 at the November 2026 session. GRSP endorsed amendments to UN GTR No. 20 on electric vehicle safety and requested secretariat submission to November 2026 WP.29 and AC.3 sessions. GRSP adopted amendments to UN Regulations Nos. 95, 127, 129, 153, and 174, and requested their submission to June 2026 WP.29 and AC.1 sessions. GRSP discussed streamlining UN Regulation No. 100, amendments to UN Regulation No. 134, proposals for safer transport of children in buses and coaches, and collective amendments for automated vehicles, requesting further development as working documents for December 2026 session.

The provisional running order for the June 2026 GRSP session is as follows. Monday 1 June, afternoon session (14:30–17:30): adoption of the agenda and other business on airbag safety and World Forum highlights. Tuesday 2 June, morning and afternoon sessions: UN Global Technical Regulation No. 13, UN Regulation No. 134, UN Global Technical Regulation No. 20, UN Regulation No. 100, UN Global Technical Regulation No. 1, and UN Regulation No. 11. Wednesday 3 June, morning and afternoon sessions: UN Regulation No. 17, UN Regulation No. 129, UN Regulation No. 170, UN Regulation No. 174, other business on child restraint systems, UN Regulation No. 22, UN Regulation No. 127, and UN Regulation No. 153. Thursday 4 June, morning and afternoon sessions: collective amendments to UN Regulations that impact automated vehicles, other business on vehicle automation and software updates, new UN Global Technical Regulation on children left in vehicles, and equitable occupant protection. Friday 5 June, morning session (9:30–12:30): items may be discussed depending on progress.

Proposal to amend para. 2.9. to define “ISOFIX position” as one that satisfies requirements of this Regulation to allow installation of ISOFIX child restraint systems as defined in UN R44 and UN R129, amend para. 2.24. to define “i-Size seating position” as one that satisfies requirements of this Regulation to allow installation of i-Size child restraint systems as defined in UN Regulation No. 129, amend para. 5.2.2.7. to exclude low ISOFIX anchorages installed in vehicles of category M₂ or M₃ from certain requirements, amend para. 5.2.4.1. to exclude vehicles of category M₂ and M₃ from marking requirements, and amend para. 6.2.5.1. to establish differentiated seat inertia forces for vehicles of categories M₂, N₂, M₃, and N₃. The justification clarifies that the definitions are based on tests fulfilled in this Regulation regarding strength rather than CRS category, addresses that the prior ISOFIX position definition incorrectly allowed i-Size CRS installation in non-i-Size positions, and harmonizes inertia loads for M₂ and M₃ vehicles with UN R14.

Proposal to amend para. 2.27. to redefine “ISOFIX position” as a position satisfying UN R145 requirements to allow installation of ISOFIX child restraint systems as defined in UN R44 and UN R129, amend para. 2.36. to redefine “i-Size seating position” as a position satisfying UN R145 requirements to allow installation of i-Size child restraint systems as defined in UN R129, insert new para. 2.48. defining “Minimum effective seat belt length” as a portion of seat belt webbing usable to restrain an occupant, insert new para. 5.1.11. specifying minimum effective seat belt lengths of at least 2040 mm for 3-point seat belts and 1200 mm for 2-point seat belts in vehicles of categories M₂ and M₃, amend para. 5.2.1. to establish seating position requirements for various child restraint system types by vehicle category, amend para. 5.2.2. to delete reference to manufacturer recommendations, amend para. 5.3.5. to limit information requirements to category M₁ vehicles, insert new para. 11.3. establishing transitional provisions with entry into force of the 02 series of amendments on the official date and mandatory non-acceptance of earlier series approvals issued after 1 September 2030, delete para. 1.2. of Annex 6 Appendix 2, and insert new Annex 8 specifying measurement procedure for minimum effective seat belt length.

Proposal to delete paras. 15.1.2. and 15.1.3., renumber para. 15.1.4. as 15.1.2., and amend the renumbered para. 15.1.2. to provide that as from 36 months after the official date of entry into force of the 06 series of amendments, Contracting Parties applying this Regulation may prohibit the sale of helmets and visors which do not meet the requirements of the 06 series of amendments. The proposal is based on informal document GRSP-78-44 and permits Contracting Parties to issue approvals according to the 05 series of amendments, which aligns with Revision 3 of the 1958 Agreement.

Proposal to transpose GTR-9 Amendment 3 (ECE/TRANS/WP.29/2024/77) on technical requirements for Deployable Pedestrian Protection Systems, amend Chapter 0 Introduction, amend para. 2. to add provisions for vehicles equipped with DPPS and measurements taken with system undeployed, delete footnotes 2 and 3 from para. 2.1., replace reference to 2.27. by 2.29. in para. 2.31., delete footnotes 5 and 6 from paras. 2.43. and 2.45., insert new paras. 2.50. to 2.61. defining DPPS-related terms including Deployment Time, Detection test area, Head Impact Time, Sensors and Testing of DPPS, amend para. 4.2. to delete approval number supplementation provisions, delete para. 4.4.3., amend paras. 5.2. to 5.2.2. to reference Annex 7 requirements when tested with DPPS activated, replace paras. 11.1. to 11.25. with transitional provisions and insert paras. 11.26. to 11.29. establishing that as from entry into force Contracting Parties shall not refuse type-approvals under 05 series amendments, as from 1 September 2031 shall not accept prior series approvals first issued after that date, shall continue accepting prior approvals first issued before 1 September 2031, and shall continue granting approvals using atypical windscreen fracture procedures until 1 September 2033, amend Annex 1 para. 9.23.1., amend text under Annex 2 heading, amend Annex 3 para. 3.2., and insert new Annexes 7 and 8 establishing test procedures for DPPS including prerequisites, HIT verification methods, headform test procedures, HBM qualification, and documentation requirements.

Proposal to amend para. 3.3.2. to insert structured subsections for REESS trade name, cell types, physical dimensions, description, electrical specifications, gas combination rate, installation description, thermal management and electronic control, insert new paras. 4. to 9.1. requiring information on fuel cell specifications, fuses and circuit breakers, power wiring harness, protection against electric shock, power circuit component details, and hydrogen system components located in the energy absorption zone. These modifications address insufficiently defined topics on REESS type, electrical system and hydrogen system in vehicles by introducing relevant sections from UN R100 and adding hydrogen system documentation requirements.

TF-AVRS submitted its status report to GRSP-79, advancing work on draft new Y-category Passive Safety Regulation and amendments to UN R127 for Y-category vehicles. The draft regulation addresses fuel system integrity, electrical shock protection, and crash compatibility based on UN R94, R95, R137, and R153. Horizontal items included eliminating R point problems, passenger compartment references, and A and B pillar designations, with harmonised mass definitions and consolidated numbering. Targets for 2026 included reviewing AVRS-adopted documents, correcting three regulations, and consistency checks across ADS amendments for WP.29-199.

Proposal to establish a new UN Regulation on crashworthiness of vehicles of category N₁Y with regard to protection of fuel system integrity, protection against electrical shock and vehicle crash compatibility in the event of frontal, rear-end and lateral collision. This Regulation applies to vehicles of category N₁Y and prescribes requirements for frontal impact based on UN R94 for vehicles not exceeding 2,500 kg and UN R137 for vehicles exceeding 2,500 kg but not exceeding 3,500 kg, lateral impact based on UN R95 without the side pole impact test, and rear impact based on UN R153. Vehicles must demonstrate fuel system integrity with no more than slight leakage or continuous leakage not exceeding 30 g/min, hydrogen leakage not exceeding 118 NL per minute, and protection against electrical shock from high-voltage systems. REESS must remain attached and exhibit no fire or explosion within 60 minutes post-crash.

Proposal to insert a new para. 0 introducing supplements 4 and 5 to the 04 series of amendments extending the Regulation to vehicles of categories X and Y, amend para. 1 to modify scope provisions and add R-point clarifications for category X vehicles, amend para. 2.8 to revise the bonnet rear reference line definition including provisions for category Y vehicles without windscreens, amend para. 2.22 to clarify front structure definition for categories X and Y, amend para. 2.29 to specify occupant mass placement for categories X and Y, amend para. 2.32 to define side reference line for category Y vehicles, amend para. 2.44 to redefine windscreen test area for category Y vehicles, and amend para. 2.45 to adjust cowl monitoring area for category Y vehicles.

Proposal to amend para. 6.1.5. to state that sensors, cameras, radar devices, etc. being part of driver assist systems and automated driving systems may become damaged, disoriented or broken due to an impact as long as basic braking and steering performance remain intact. The amendment enables application of UN R42 to vehicles equipped with an Automated Driving System.

International vehicle regulations do not include safety requirements for power-operated components such as doors, tailgates, and seats, with the exception of power-operated windows, sunroofs, and partitions covered by UN R21. Recent incidents involving entrapment hazards demonstrate the need for WP.29 to pay attention to this issue and discuss the enhancement of vehicle regulations from a long-term perspective, including which GRs should amend which regulations.

Supporting presentation for proposals to remove para. 6.2. and Annex 9A, remove para. 6.3. and Annex 9B, remove para. 6.5. and Annex 9E including Appendix 1, remove para. 6.10. and Annex 9J, exempt from isolation resistance measurements after each test, allow sequential execution of over-discharge and overcharge tests, remove standard cycle after each test, unify thermal event warning requirement by removing para. 6.14., and allow alternative conditions for ambient temperature for SOC adjustment. The document also proposes guidance on REESS type definition.

Proposal to streamline the Regulation by eliminating redundant requirements and their test procedures as well as to clarify the possible alternative methods to improve the efficiency of the tests: Delete paragraphs 6.2. and 6.3., delete paragraph 6.5., delete paragraph 6.10., reserve paragraphs 9A, 9B, and 9E, delete paragraph 6.14., amend paragraph 6.15. to add comprehensive thermal propagation verification procedures including risk management analysis alternatives, add paragraph 6.16. for REESS and vehicle communication compatibility, add new Part III (para. 7.) for approved REESS installation requirements, renumber existing paragraphs 8.–13. as paragraphs 8.–13. and add corresponding section numbering, amend scope provisions to clarify application to vehicles of categories M, N, and O with specified e-axle battery provisions, add vehicle category O definitions including “e-axle” and “trailer load compartment,” amend various paragraphs to reference vehicles of categories O₃ and O₄, amend protection requirements to include trailer load compartments, amend over-discharge and overcharge test procedures to permit sequential execution, amend isolation resistance measurement requirements to exempt measurement when isolation resistance monitoring systems are installed and confirmed functional, clarify SOC adjustment procedures to permit alternative ambient temperatures when highest SOC is achievable independently, add labelling requirements for vehicles of categories M₂/N₂ and M₃/N₃ in accordance with ISO 17840-4:2018, add provisions for Automated Driving System (ADS) features and warnings, add provisions for vehicles of category Y regarding mechanical integrity validation at component level, amend Annex 1 Part 2 to revise installation restriction references, add Annex 9K describing four thermal propagation trigger methods with four appendices, and add Annex 10 specifying label provisions for electric power train vehicles.

Proposal to provide guidance for interpretation of “Type of REESS” (Rechargeable Electrical Energy Storage System) as defined in UN R100 para. 2.48. The document establishes that differences in REESS should be evaluated from the perspective of substantial impact on safety performance. It describes key elements for assessing impact on safety within each essential aspect: manufacturer responsibility, cell chemistry/capacity/physical dimensions, cell number/connection/support, casing construction/materials/dimensions, and ancillary devices. The guidance provides examples of changes not causing or potentially causing significant differences, including production location changes, multi-sourcing of cells, and process improvements.

The Equitable Occupant Protection informal working group pursues equitable and enhanced protection of diverse populations through robust, inclusive regulatory solutions addressing rear-end impact soft tissue neck injuries and frontal impact restraint systems. The group extends assessment towards brain injuries, soft tissue neck injuries, and lower extremity injuries with high frequency and risk of permanent medical impairment. Four task forces focus on rear impact seat assessment, virtual crash testing, frontal impact and restraint system requirements, and assessment of currently not considered injury types. Workshops are scheduled for June 29-30 on rear impact assessment, September 7 in Munich on virtual crash testing, and November 4-6 in Tokyo on frontal impact.

Italy opposes GRSP-79-05 proposal to delete paragraphs 15.1.2 and 15.1.3 of transitional provisions, which would permit production and marketing of helmets to the earlier 05 series of amendments to UN R22. Italy argues restoring approval for UN R22.05 helmets would set technical requirements back 26 years, disrupt markets with obsolete products, penalize companies investing in UN R22.06 adaptation, and frustrate safety improvements. No appreciable price difference exists between UN R22.05 and UN R22.06 helmets, negating cost justification.

Proposal to insert new paragraphs 2.30. to 2.36. defining latch release control, door handle, retractable door handle, unlock, unlatch, door opening, and power loss; insert new para. 5.4. establishing door operation requirements for exterior and interior doors providing direct occupant access, including at least one intuitively accessible exterior latch release control and door handle, and interior means to unlock and unlatch; insert new para. 6.4. requiring intuitive operation of latch release controls and door handles, and specifying power-assisted systems remain capable of unlatching and unlocking after 60 minutes of power loss through secondary mechanical means, active secondary power supply, or fail-safe systems; and insert new Annex 7 establishing power loss test procedures for interior and exterior door opening following emergency events, requiring successful opening within five cycles after 60-minute power disconnection.

Proposal to renumber para. 5.8.4.2. as para. 5.8.4.3., insert new para. 5.8.4.2. requiring controls of electric side windows adjacent to the front seat row to be within reach and directly accessible without multiple actions, insert new paras. 5.8.8. and 5.8.8.1. to 5.8.8.3. requiring electric side windows of the front seat row to function for at least 2 minutes during vehicle submergence, and insert new Annex XI establishing a submergence test procedure for window opening functionality.

Proposal to insert new paragraphs 0.2. and 0.2.1. to clarify the assessment procedure for door opening and permit the use of an external vehicle lift to return a vehicle to its wheels following the side impact test for workshop health and safety compliance, and insert new para. 5.3.3.1.1. to specify that if necessary the vehicle shall be put back on its wheels and paragraphs 5.3.3. and 5.3.3.1. shall apply once in this condition.

Proposal to insert a new paragraph 0.4. explaining that the second level warning of safety-belt reminders is intended to warn if one safety-belt is unfastened during normal driving conditions as specified in paragraph 5.2.4.1., and that other safety warnings may alert the driver to check overall safety of occupants and stop the vehicle, with the second level warning discontinued per paragraphs 5.2.4.3.(a) to (c)©, and amend paragraph 5.2.4.3. to add a new subparagraph (d) allowing discontinuation of the audible signal when other audible safety warnings are triggered in circumstances of imminent danger where the vehicle has to be stopped.

This document presents VDA 812-001 (05/2026), a recommendation for qualification of pyrotechnics and inflators for automotive restraint applications. The recommendation combines a Propellant Information Package and inflator ageing procedures. Propellant must demonstrate robustness against thermal stimulus of 107°C for 408h or 90°C for 1000h and moisture stimulus, with mechanical stability, density, and burn rate criteria assessed before and after ageing cycles. Inflator evaluation addresses structural safety, functional safety, effluents, performance characterization, and environmental simulation, including high temperature oven testing, accelerated heat ageing, and sequential environmental testing to ensure suitability for restraint systems.

Proposal to:

• Insert new paragraphs 2.64. to 2.xx. on electronic components,
• Amend para. 3.2.1. to require technical descriptions including overview of Supplemental Restraint Systems,
• Insert new paragraphs 4.7.5. and 4.7.6. on international insert and small infant support marks,
• Renumber paragraphs 4.12. (second one), 4.12.1. to 4.12.4., and 4.13. as 4.13., 4.13.1. to 4.13.4., and 4.14.,
• Amend para. 4.12. to clarify insert information on labels,
• Insert new paragraphs 4.12.5. and 4.12.6. on international insert and small infant support marks,
• Insert new paragraphs 5.4.4. and 5.4.5. defining international insert and small infant support marks,
• Amend para. 6.2.1.1. to clarify insert and small infant support requirements,
• Amend para. 6.2.6. to reference user inflatable elements,
• Insert new paragraph 6.6.4.1.9. on dynamic testing with Supplemental Restraint Systems,
• Insert new paragraph 6.9. on provisions for electronics including battery removability, low battery voltage reminders, and vehicle battery connection warnings,
• Amend paragraphs 14.3.1. and 14.4.1. to include insert information in size range declarations,
• Insert new paragraph 16.18. on transitional provisions applicable from entry into force through 1 September 2029,
• Insert new paragraphs 3. and 4. in Annex 2 on insert and small infant support mark arrangements.

This document reports on online meeting in April 2025 that discussed the Safe System approach, Vision Zero principle, cost-benefit considerations, seat belt use, impact energy, bus front deformation, and scope of Regulations No. 93 and No. 29. A Norwegian Safety Investigation Authority report examined 55 head-on collisions involving buses from 2012–2025, finding that full-frontal collisions often had survivable outcomes, while corner-to-corner collisions frequently resulted in fatal accidents. The investigation identified that current front protection is inadequate in low-overlap collisions. The task force will work on terms of reference and scope, invite more contracting parties, and organize an in-person meeting in Norway.

IWG CLIV Phase 2 addresses development of UN Regulations for buses and coaches and light vehicles. The 13th through 17th sessions, held virtually and in-person in Seoul from March to June 2026, focused on drafting a bus UN Regulation and refining text on scope, definitions, visual signals, and transitional provisions. Feedback from GRE and GRSG indicated further amendments needed, particularly regarding scope clarity and vehicle exemptions. Formal submission of the bus UN Regulation is anticipated at the 80th GRSP session, with feedback requested by 10 June 2026.

Proposal to establish requirements for vehicles of categories M₂ and M₃ class B and III designed or equipped primarily for the carriage of children:

• Requiring physical inspection systems to assist in the prevention of children being left inside the vehicle after journey completion,
• specifying that such systems shall be engaged when the vehicle master control switch is turned off,
• shall generate external visual and audible warnings within 3 minutes for vehicles not exceeding 22 passenger seats or within 5 minutes for vehicles exceeding 22 passenger seats if not disarmed via an inspection confirmation device located behind the rearmost passenger seat,
• that external warnings shall consist of type approved direction indicator lamps flashing at the same frequency for at least 15 seconds with intervals of no greater than 30 seconds repeating in cycles of no less than 10 minutes and audible warnings greater than 60dB(A) following the same timing,
• and establishing test procedures, conformity of production requirements, approval procedures, modification and extension provisions, and notification procedures to the United Nations secretariat.

Report on the status of deliverables to 79th GRSP session. Expected deliverables include working documents for transposition of optional part of GTR13 on liquified hydrogen (December 2025), updating ISO 17268-1:2025 reference for receptacle geometry (December 2025), and incorporating periodic inspection requirements into UN Regulation No. 134 (May 2026, WP.29-2026-56e). Additional deliverables include recommendations for IWG GTR 13 Phase 3 and way forward for material compatibility requirements (July 2026). TF-H2 also recommended clarifications to UN-R 134/03 regarding ‘appropriate adaptor’ definition and changes to related paragraphs, with informal document due December 2026.

Proposal to amend para. 2.1. to define “appropriate adaptor” as specified by the CHSS manufacturer and clarify container valve and end plug components, amend paras. 5.1.1., 5.1.2., 5.2., 9.2.1., 9.2.3.2. and Annex 3 para. 2.1. to specify that connections between supply lines for additional TPRDs and appropriate adaptors meet test requirements and are within scope, delete “hydraulic” in para. 9.2.1. to permit gas as test option, and amend Annex 3 para. 5.1. to remove reference to appropriate adaptors for fire testing.

Australia proposes examining the case to bring UN R95 in line with Euro NCAP by establishing an ad-hoc group of interested experts to consider a more representative test barrier and dummy, allow flexibility to update Euro NCAP protocols, further consider alternative or additional equitable dummy choice and addition of a near-side rear occupant to UN R95, and examine more advanced barriers with improved dummy bio-fidelity and alternative injury assessment.

Emergency Door Opening Task Force reports transformation to Informal Working Group based on GRSP-79-18. Amendments to UN R11 require doors providing direct occupant access equipped with intuitively accessible exterior and interior latch release controls and door handles. Power-assisted systems must remain functional for 60 minutes after power loss via secondary mechanical means, backup power, or fail-safe systems. New test procedures verify door operability following emergency power loss events from interior and exterior. Amendments to UN R21 require electric front side windows to function for at least 2 minutes during vehicle submergence, with test procedures specified in new annexes.

Proposal to amend para. 9.(a) to clarify expansion of the protection scope of electrical and battery safety, including thermal propagation in cases of V2X, parking, and charging. The modification addresses new vehicle functionalities like V2X, defined in UN GTR No. 22, where traction batteries cover external power and energy demand. Additional requirements must be added, including isolation resistance requirements for coupling systems for charging the REESS, as defined in para. 5.1.1.2.4.4. of UN GTR No. 20.

The document presents an update on the amendment of GTR No. 20 concerning new requirements on thermal propagation. CPs/sponsors agreed to delete para. 265, which was considered redundant in view of paras. 263 and 264. The amendment addresses flammability, toxicity, and corrosiveness of vented gas, with final endorsement by GRSP expected in June 2026 and adoption by WP.29 in November 2026.

This document raises concerns regarding identification of child restraint systems through type approval numbers. Multiple brand names are marketed under single type approval numbers, creating market confusion and hampering consumer choice. Products with identical type approval numbers but variations in plastic parts have been identified and failed frontal impact testing. Proposed measures include limiting brand names per type approval number to five maximum, adding manufacturer names to type approval labels, and establishing a publicly accessible database of type approval information.

Guidance request on restraint system with airbag submitted by Kingdom of the Netherlands. Question whether a restraint system approved according to UN R16 shall bear the word AIRBAG in the approval mark when an airbag is part of the restraint system. The Regulation seems not to require it. Discussion whether it is desirable and whether the Regulation must be updated. Proposal to amend the Regulation to include AIRBAG in the approval mark in case an airbag is part of a restraint system. Alternatively, it could be decided to leave the situation as is and see the addition of AIRBAG as optional.

Proposal to insert a new para. 5.1. requiring that features for design or aerodynamics in the head impact zone shall not impose an additional cause of danger to pedestrians and other vulnerable road users and shall not exhibit openings or contain materials that may increase the risk or seriousness of injury, and renumber paragraphs 5.1. to 5.2. as paragraphs 5.2. to 5.3. This aims to maintain pedestrian safety as requirements become mandatory for small-series vehicles according to Commission Delegated Regulation (EU) 2022/2236 from 7 January 2026, addressing hazards from openings in the head impact zone that may trap impacted heads or permit head intrusion and from bonnet materials like plastics that may deform or fracture, creating injury risks not currently addressed by UN R127’s component tests.

The draft provisional agenda for the December 2026 session includes adoption of the agenda; UN Global Technical Regulations No. 1, No. 13, and No. 20; children left in vehicles including a new UN Regulation and request for authorization to develop a new UN Global Technical Regulation; UN Regulations No. 11, No. 17, No. 21, No. 22, No. 95, No. 100, No. 127, No. 129, No. 134, and No. 170; collective amendments to UN Regulations that impact automated vehicles; Mutual Resolution No. 1; equitable occupant protection; and other business items including exchange of information on passive safety, UN Regulation No. 0, vehicle automation, software updates, airbags and pyrotechnic systems, child restraint systems, bus frontal protection, and election of officers.

Proposal to amend UN Regulation No. 129 to remove rebound head contact from the head acceleration requirement for all Child Restraint Systems. The regulation currently lacks consistency regarding whether rebound head movement is considered in testing. Variations in test bench design cause booster seats to pass in some laboratories but fail in others based solely on rebound contact. The proposal ensures consistency between different CRS types and reproducibility across laboratories with different test bench designs, and aligns with the approach in UN Regulations 94 and 137.

Proposal to finalize a status report on Amendment 1 to UN Global Technical Regulation No. 20 on electric vehicle safety. The IWG-EVS conducted Phase 2 work addressing topics including water immersion tests, fire resistance, battery rotation and vibration, thermal propagation, and charging safety. The group maintained existing regulatory text except for thermal propagation provisions. Two compliance paths were developed: a physical test method with five initiation options and a risk management approach. Phase 3 will address thermal propagation scope expansion, post-crash safety, in-use battery maintenance, swappable batteries, light vehicles, gas emissions criteria, and bottom protection.

Proposal to amend UN Global Technical Regulation No. 20 on electric vehicle safety, focusing on thermal propagation triggered by single-cell thermal runaway. The amendment introduces two compliance paths: a physical test approach with five initiation methods (external heater, internal heaters, nail penetration, laser-based initiation) performed at vehicle or component level; and a risk management approach requiring manufacturers to document known risks and mitigation strategies. Vehicles must provide advance warning 5 minutes before hazardous conditions (fire, explosion, smoke) occur in the passenger compartment. Phase 2 discussions concluded that water immersion tests, long-term fire resistance tests, REESS rotation tests, vibration profile modifications, AC/DC charging protections, and heavy-duty overcurrent tests do not require regulatory inclusion based on available field evidence and safety analysis.

Proposal to introduce a new paragraph 0.4 clarifying that second-level warnings apply when one seat-belt is unfastened during normal driving, excluding situations of higher priority warnings such as door opening or thermal propagation, to amend the definition of “normal operation” to specify forward motion above 10 km/h without other safety warnings triggered, and modify paragraph 5.2.4.3 to allow discontinuation of second-level warnings when other audible safety warnings are triggered in circumstances of imminent danger.