The hard-working team identified glare issues in four areas: aiming procedures lack clear definitions of cut-off line and kink point, making PTI inspection difficult; high-mounted headlamps tend to glare lower vehicles in front, and cleaning hardware and auto-levelling performance are insufficient; PTI lacks a dedicated chapter on provisions; and measurements using 75 kg on driver’s seat are impractical, alignment is not mandated at end-of-line, and no general requirements exist for headlamp testers.

The HWT analyzed literature and expert knowledge to identify glare causes, performance negative effects, and improvable requirements for ADB/AFS systems. Key issues include wet road conditions, external objects obstructing sensors, soiled headlamps, and insufficient dynamic masking accuracy. Recommendations include improving headlamp cleaning enforcement, enhancing vehicle detection requirements, introducing motorway ADB usage, implementing adaptive cut-off lines, and providing manual override instructions.

The GTB Glare Task Force defined countermeasures for critical glare types, categorizing them as Regulation, Technology, Individual, or Workshop measures. Proposed solutions address specific glare sources including climbing roads, left bends, high beam misuse, and vehicle acceleration. Countermeasures range from short-term driver education to long-term mandatory technologies. Future work includes quantifying effectiveness and addressing less critical glare events.

Recommendations span general measures including market surveillance and headlamp cleaning enforcement; literature review of installation heights and luminous flux limits in UN R48; technology improvements to Adaptive Driving Beam and dynamic levelling; infrastructure and driver awareness enhancements; regulation refinements; enforcement of aiming standards; and PTI provisions clarifying measurement definitions, floor requirements, and ADB/AFS specifications including latency, vehicle detection, and adaptive cut-off lines.

Document identifies challenges with headlamp aiming for glare prevention. UP-DOWN aiming challenges include vehicle actual load and cut-off line definition. LEFT-RIGHT aiming challenges include references on the vehicle and kink point definition. Cut-off line definition makes it difficult to check up-down aiming; kink point definition makes it difficult to check left-right aiming. The beam pattern must be used to check alignment. The way forward includes reviewing criteria for passing-beam orientation in approval and adapting inspection criteria accordingly.

TFGP-07-08 provides a draft list of recommendations for GRE-94 addressing glare prevention. Recommendations include providing driver instructions for manual override of adaptive driving beam in case of glare; considering dynamic auto-levelling for all vehicles; lowering maximum installation height of headlamps; investigating aiming differences; defining limits on maximum luminous flux and intensity output; improving adaptive driving beam requirements; introducing motorway adaptive driving beam usage; reducing the 2000 lm limit or making cleaning mandatory; considering dimming of beam pattern; introducing adaptive cut-off line; clarifying definitions for cut-off line; improving connection between type approval and inspection; clarifying practical periodic technical inspection aspects; defining remedies for alignment degradation; defining uniform requirements for floor evenness and headlamp aiming devices; improving market surveillance; and improving driver awareness on headlamp cleaning and levelling systems.

The agenda includes status updates from hard-working teams on PTI and ADB/AFS, updates from the GTB Task Force on Glare Control, and discussion of draft recommendations for GRE-94. Future meetings are scheduled for June 2026 in Brussels and September 2026 in Tokyo.