Status of the informal group developing procedures for the certification and use of biofidelic rear impact dummies (BioRID) within GTR 7 on head restraints.

Proposal to correct and refine the draft global technical regulation on pole side-impact protection (document GRSP/2013/7) by the chair of the PSI informal working group.

Draft GTR presented for consideration to the Working Party on Passive Safety.

Draft version of the proposed UN Regulation that would transpose Global Technical Regulation No. 14 on pole side-impact protection into the type-approval system of the 1958 Agreement. This draft is presented for informational purposes only pending submission of a final document for consideration by the GRSP.

Explanation of the steps taken to transpose the provisions of GTR No. 14 into a type-approval UN Regulation on pole side-impact protection, including discussion of the scope, impact side, treatment of hydrogen vehicles, and proposal for a 01 series of amendments that would entail a 26 km/h impact speed for narrow vehicles initially before the amendments would bring narrow vehicles into line with other vehicles at 32 km/h.

Proposal for a new UN Regulation transposing the requirements of the UN Global Technical Regulation on pole side impact (GTR No. 14). This proposal is accompanied by a proposal for a 01 series of amendments (documentGRSP/2014/12) that would enable Contracting Parties applying this Regulation to require a vehicle-to-pole impact speed of 32 ± 1 km/h regardless of the “vehicle width”. This proposal supersedes the earlier version presented in document GRSP/2014/9.

The scope of the new Global Technical Regulation on Pole Side Impact includes vehicles of category N1 (limited to GVM < 3.5 t) and vehicles of category M1 (without mass limit). However, the vehicle fleet includes a small number of M1 vehicles with a GVW > 3.5t which are based on vehicles of category N2, N3, M2 or M3. Based on the OICA proposal (document GRSP-56-12) and ensuing discussions, Australia proposes to limit the scope of the GTR to both M1 vehicles under 3.5 t maximum vehicle mass and to certain N1 vehicles based on geometric measurements.

Australian proposal to adapt UN R14 to current Australian child restraint system anchorage requirements within the context of enabling the use of UN R14 within the international whole vehicle type approval system.

Australia wishes to accept the new full-width rigid barrier crash test regulation (expected as UN R137) as an alternative to its ADR 69/00; however, Australia wishes to avoid possible confusion over the use of an airbag deactivation device (such as used to turn off an airbag when a child seat is used in the front seat). Therefore, Australia proposes to clarify the provisions of UN R16 to avoid misunderstandings or misuse of such devices along the lines of requirements found in Euro NCAP and US FMVSS 208.

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.

Text of the proposed new regulation on pole side impact prepared by Australia on behalf of the GRSP expert group on Pole Side Impact (PSI). Text in brackets remains to be added and/or developed further by the PSI expert group under GRSP guidance.

Draft text for a global technical regulation on pole side-impact protection, including markup of revisions from the earlier text.

Draft text transposing GTR No. 14 on pole side impact protection into a UN Regulation under the 1958 Agreement. A proposal for the 01 series of amendments (document GRSP/2014/12) has also been prepared to enable the Contracting Parties applying this Regulation to require a vehicle-to-pole impact speed of 32 ±1 km/h regardless of the “vehicle width”.

Proposal for a 01 series of amendments to the proposed new UN Regulation on the approval of vehicles with regard to their pole side impact performance to enable Contracting Parties applying this new regulation to require a vehicle-to-pole impact speed of 32 ±1 km/h regardless of the “vehicle width”.

Proposal to insert provisions for vehicles equipped with manual airbag deactivation devices, especially to ensure that vehicles meet performance requirements regardless of the airbag activation setting and to specific requirements for airbag status reminders and telltales.

Proposal by Australia, France, Germany, Italy, Japan, Republic of Korea, the Netherlands, Spain, the United Kingdom, and the European Commission to revise requirements on thermal propagation and the approval of electric powered vehicles.

Proposal from Australia, France, Germany, Italy, Japan, Republic of Korea, the Netherlands, Spain, the United Kingdom and the European Commission to introduce the term and definition of “common space”, provisions for ensuring the confidentiality of intellectual property, and to note exemptions for existing approvals with regard to the provision “to allow egress” in the approval Communication form.

Proposal concerning deactivation of AEBS related to use of front-mounted devices (e.g., snow plow).

Proposal to facilitate effective functioning of the LDWS fitted to Australian supplied vehicles of category M₂, M₃, N₂ and N₃ primarily used under highway conditions.

Proposal to facilitate a consistent approach across all Contracting Parties for Emergency Lane Keeping Systems (ELKS) covering vehicles of category M₁ and N₁.

Proposal to clarify requirements in the scope requesting for reciprocal recognition with UN R152 (Advanced Emergency Braking System (AEBS) for M1 and N1 vehicles).

Proposal to facilitate a consistent approach across all Contracting Parties for Emergency Lane Keeping Systems (ELKS) covering vehicles of category M1 and N1. Currently the European Union mandates ELKS through EU Regulation 2021/646. This document proposes to align UN R130 with the EU regulation.

Proposal to clarify requirements in the scope requesting for reciprocal recognition with UN Regulation No. 152 (Advanced Emergency Braking System (AEBS) for M1 and N1 vehicles).

Proposal for a supplement to the 02 series of amendments to UN Regulation No. 152 (Advanced Emergency Braking System (AEBS) for M₁ and N₁ vehicles), based on informal document WP.29-191-23. Amend Section 1. Scope to clarify that this Regulation applies to vehicles of category M₁ or N₁, and at the request of the manufacturer, vehicles of categories M₂ and M₃ and N₂ with a maximum mass not exceeding 8,000 kg equipped with hydraulic brakes may be approved under this Regulation, where equipped with an on-board system to avoid or mitigate the severity of a rear-end in-lane collision with a passenger car, avoid or mitigate the severity of an impact with a pedestrian, and avoid or mitigate the severity of an impact with a bicycle.

Proposal to establish a UN Regulation based on EU Regulation 2021/646 to address collisions involving unintentional lane departures. An ELKS is defined as a system combining a lane departure warning system (LDWS) and a corrective directional control function (CDCF).

Proposal to resolve issues with accepting the approval of M₂, M₃ and N₂ vehicles to R152.

Proposal to increase the usability and safety of the system and to ensure that the technical requirements reflect the latest system capabilities.

Proposal to correct errors in the text of the 02 series and its supplements.

Proposal to increase the usability and safety of the ELKS and to align the technical requirements with technological progress:

• Ensure that an ELKS is not adversely affected by magnetic or electrical fields
• Clarify when the system shall automatically deactivate to prevent unintended consequences, which should be at least detailed in the vehicle’s operating instructions as a minimum
• Include dashed lane markings for CDCF and road edges for ELKS, ensuring all systems fitted meet the highest safety standards and utilise the latest technology to prevent unintended lane departures 1
• Include the latest lane markings located in Annex 3 to UN Regulation 130. This is important as the 01 series of amendments to UN Regulation 130
  includes Australian lane markings, ensuring compatibility
• Eliminate the option for an acoustic warning for LDWS to reduce confusion with the CDCF intervention acoustic warning required in paragraph 6.6.4.
• Correct minor grammatical errors
• Enhance usability by establishing system response limits, where recent research has highlighted the prevalence of consumers turning these lifesaving systems off
• Ensure consistent and repeatable testing.

Proposal to:

1. Clarify that the PBC values listed in para. 2.14. are minimum values,
2. Align the collision-warning requirements of para. 5.2.1.1. with those for the pedestrian and bicycle scenarios under paras. 5.2.2.1 and 5.2.3.1., and
3. Clarify para. 5.2.1.2. based on feedback from a recent public consultation in Australia.

Proposal to remove para. 5.2.1.2. titled “Emergency braking” and delete the corresponding justification text “Update to paragraph 5.2.1.2.” At the January 2026 GRVA, it was agreed not to proceed with an amendment proposed to para. 5.2.1.2. The current proposal GRVA/2026/21 does not reflect the discussions from the previous session of GRVA.

Amends para. 5.3. to insert requirements that ELKS effectiveness shall not be adversely affected by magnetic or electrical fields, demonstrated through UN Regulation No. 10 (06 or later) series; para. 6.2.2.1. to require vehicle operating instructions include situations where ELKS is automatically deactivated; para. 6.5.2., 7.2.1., and 8.2.1. to reference UN Regulation No. 130 in its 01 series of amendments; para. 7.2.2.3. to insert “(the latest occurring warning)”; para. 8.3.3.1. to reference para. 6.6.2.1.; and inserts para. 14. establishing transitional provisions applicable from entry into force until 1 September 2030.

Proposal to clarify that UN R140 does not mandate the installation of electronic stability control systems (ESC) on vehicles but rather specifies requirements for the approval of vehicles should they be equipped with an ESC system.

Proposal to clarify that UN R139 does not mandate the installation of brake assist systems (BAS) on vehicles but rather specifies requirements for the approval of vehicles should they be equipped with a BAS system.

Proposal to facilitate effective functioning of Lane Departure Warning System (LDWS) fitted to Australian supplied vehicles of categories M₂, M₃, N₂ and N₃ primarily used under highway conditions.

Proposal to address cross-referencing issues in UN Regulation No. 79 with respect to UN Regulation No. 130 (Lane Departure Warning System), especially with regard to Australian lane marking specifications.

Proposal to address cross-referencing issues in UN Regulation No. 79 with respect to UN Regulation No. 130 (Lane Departure Warning System), especially with regard to Australian lane marking specifications.

Proposal to clarify the type-approval process concerning the reciprocal recognition of approvals to UN R131 and UN R152 (i.e., the conditions under which Contracting Parties applying both regulations are required to accept approvals under either regulation as equally valid for vehicles of category M₂ and for vehicles of category M₃/N₂ with a maximum weight below or equal to 8t and equipped with hydraulic braking).

Proposal to facilitate a consistent approach across all Contracting Parties for Emergency Lane Keeping Systems (ELKS) covering vehicles of category M₁ and N₁.

Proposal to transpose EU Regulation 2021/64 into a new regulation under the 1958 Agreement on the mutual recognition of type approvals.

Proposal to introduce clarifications and references to lane markings and ELKS provisions:

• Include ELKS effectiveness not be adversely affected by magnetic or electrical fields per UN R10 05 series
• Vehicle operating instructions include situations where ELKS is automatically deactivated
• Reference lane markings in UN R130 01 series amendments in paragraphs 6.5.2, 6.6.2.1, 7.2.1, and 8.2.1
• Amend tyre pressure and warning threshold test procedures
• Insert transitional provisions (May 2027-May 2029)

Proposal to amend paragraph 2.14. to clarify that road surface friction coefficient of at least the specified Peak Braking Coefficient represents minimum values; amend paragraph 5.2.1.1. to align collision warning requirements with pedestrian and bicycle scenarios, requiring collision warning no later than 0.8 seconds before emergency braking or at braking start if anticipation time is insufficient; amend paragraph 5.2.1.2. to clarify that emergency braking involves a braking demand of at least 5.0 m/s² to the service braking system, permitting higher demands during collision warning for short durations.