This document proposes a new Mutual Resolution No. 5 concerning Automotive Life Cycle Assessment. The use stage section (6.3) establishes methodology for calculating greenhouse gas emissions and energy consumption during vehicle operation across various levels, considering system boundaries encompassing tank-to-wheel and well-to-tank impacts, plus maintenance and consumables. Service life values are defined regionally based on average vehicle age at recycling. Energy consumption utilizes regional certification protocols adjusted by discrepancy and deterioration factors. The methodology addresses leakages including hydrogen and methane emissions, maintenance of consumables and parts with specified frequencies, and excludes major powertrain component replacement by default unless justified.

Research plan for ACPE vehicle performance. Tests using actual vehicles will evaluate ACPE performance of vehicles on the Japanese market. Tests specified in UN R175 01 series will be conducted, along with tests under extended conditions with partially expanded test parameters. Test procedure for creeping vehicle specified in UN R175 01 series, paragraph 6.6.2, will be conducted. Activation limits of ACPE will be confirmed using distance to target and pedal application speed as test parameters. Tests will use one 2026 model year Suzuki Swift and one 2026 model year Daihatsu Move. Vehicle procurement by end of September, testing late October to November, data analysis by end of December, summary of research results early January.

Japan presents a proposed approach to address regulatory provisions for end-to-end (E2E) automated driving systems. E2E technology uses a single AI model to perform the entire driving task from perception to decision-making. While E2E systems offer benefits including flexible responses to traffic situations and reduced deployment costs through lower dependence on high-definition maps, concerns exist regarding their black-box nature, including limited visibility into decision-making processes, challenges with reproducibility, and difficulties with root cause analysis in accident investigations. The proposed approach involves three steps: identifying key issues related to E2E automated driving, discussing and organizing identified issues including possible E2E-specific requirements, and considering concrete amendment of provisions based on conclusions reached.

Presentation of traffic accident data for car-to-pedestrian collisions occurring at night in Japan. Approximately 65 to 70 per cent of traffic accidents for car to pedestrian in Japan occur at night-time. The data cover the 10-year period from 2015 to 2024 and analyse obstruction, pedestrian direction of crossing, collision point, walking speed, and age. Seventy per cent of pedestrians cross from the right at night. Accidents involving children aged 12 and under are extremely rare. Vehicle speeds range from 30 km/h to 60 km/h without obstruction and 40 km/h to 50 km/h with obstruction. The proportion of passenger cars equipped with AEBS night-time is approximately half.

Japan presents the current status of Advanced Emergency Braking System (AEBS) testing for passenger vehicles in night-time conditions under the Japan New Car Assessment Program (JNCAP). The document describes test procedures for car-to-pedestrian scenarios, including car-to-pedestrian farside (CPF) and car-to-pedestrian farside obstructed (CPFO) scenarios, conducted with and without street lighting. Test speeds range from 30 to 60 km/h. Test conditions specify tolerances for vehicle velocity, pedestrian target velocity, lateral position, collision point, yaw rate, steering angular velocity, and braking temperature.

Proposal to insert recommended requirements for AI implementation in regulated automotive safety systems based on AI-08-08, AI-06-11, and AI-04-09 documents. The recommended requirements address identification and classification of risk levels, derivation processes for general and AI-specific requirements, requirements regarding datasets, definition of test criteria and thresholds, iterative evaluation processes, and continuous processes throughout vehicle lifetime. Safety measures for AI systems must be implemented with severity appropriate to potential risks, with gap analysis conducted against design specifications to identify AI-specific risks not covered by existing standards.

Proposal to clarify ADS Active Mode and methods to activate ADS using test equipment or by modifying software of in-vehicle ADS-related ECUs, clarify test objects for ESA at component-level or system-level, and clarify test methods when ADS cannot be activated in an anechoic chamber, when testing in a non-active state using warning indicators or diagnostic functions, or when errors occur upon activation of ADS. This is a preliminary proposal intended for presentation at IWG EMC meetings in Autumn 2026.

Proposal for conducting the ADS Active Test Specified in Annex 6 to clarify ADS Active Mode, clarify methods to activate ADS using test equipment or by modifying in-vehicle ADS-related ECU software, clarify test objects for ESA at component-level or system-level, and clarify test methods when ADS cannot be activated in an anechoic chamber, including testing in a non-active state using warning indicators and diagnostic functions, and testing when errors occur upon ADS activation. The proposal defines ADS Active Mode as representative ADS functions remaining operational using sensors whose inputs can be simulated within the anechoic chamber environment, with alternative test methods including application based on ESA or subsystem test results, testing with ADS not activated using steady-state driving conditions with pass/fail criteria verifying no communication errors, ECU malfunction, freeze, shutdown, or ADS system malfunctions occur, and testing with simulated sensor outputs using data from real-world driving or representative driving scenarios.

Proposal for a task force to conduct discussions for drafting the regulation to incorporate the Euro 4-level requirements of UN GTR No. 2 into UN R40. Malaysia and Japan will serve as co-chairs. The Task Force shall review the Euro 4 level requirements and any relevant provisions of UN GTR No. 2 and assess their suitability for transposition into UN R40 under the 1958 Agreement framework. The Task Force shall develop draft regulatory text covering test procedures and test conditions, pollutant limit values and related technical parameters, reference fuels and associated testing requirements, administrative and type approval provisions, and transitional provisions and entry-into-force considerations. Target for submission of informal document for draft UN R40-03 is 96th GRPE scheduled in April 2027.

Proposal to amend para. 2.45. to clarify that usable battery energy including UBEmeasured is considered as a positive, and amend para. 3.1.2. to specify that measured SOCR and measured SOCE values shall be determined by dividing measured values for electric range and UBE by certified values for electric range and UBE respectively, expressed in per cent, and that indicator values collected after the verification test procedure shall not be considered in the Part A verification.

Proposal to amend para. 1.1.3. to remove language requiring agreement with authorities regarding methods for customer values when specific methods are applied, delete redundant text already described in para. 1.1.1., and amend paras. 2.1.2. and 3.1.2. to clarify that usable battery energy values including UBE measured are considered as positive values.

Proposal to add para. 8.1.2. to specify required measurements for the test vehicle including onboard measurement data permissibility and minimum requirements, and add para. 8.1.2.1. to specify measurements specific to TP1 including electrical current and voltage at REESS or inverter inputs, ICE speed, intake manifold pressure, and fuel flow rate, and DC/DC converter measurement options. The amendments ensure consistency with other paragraphs in the regulation such as para. 6.9.2.1. and Annex 1, Appendix 2, 9.1.1.

Proposal to modify test procedures for the Alternative Method using heavy-duty chassis dynamometer to determine Usable Battery Energy (UBE) and battery durability requirements for electrified heavy-duty vehicles. Changes include specifications for dynamometer settings, test room conditions, cooling fan requirements, driver breaks, battery preparation and pre-conditioning, soak and charge procedures, discharge test cycles for both plug-in electric vehicles (HD-PEVs) and optimized charge-sustaining hybrid electric vehicles (HD-OVC-HEVs), test termination criteria, and measurement device requirements. The document provides test procedures, tables for driver break allowances based on distance and driving time, and detailed formulas for calculating battery energy changes and break-off criteria.

Proposal to amend para. 6.5. to specify that a verification of reported virtual distance is only required if the manufacturer requests to apply the virtual distance option, to require a test with adequate and representative vehicle use in V2X or non-traction purposes to verify accuracy of reported virtual distance increase, and to permit the verification of Part C for vehicles in the same virtual distance family to be combined between different Contracting Parties with their agreement, with such Contracting Parties considered as a single authority for verification purposes.

Japan proposes to add a specific requirement for vehicle speed measurement frequency of 20 Hz in Table A3/1 of Annex 3, consistent with UN R154; revise para. 2.4 to clarify that both constant and transient cycles test methods are permitted; delete redundant text from para. 2.4.1 regarding test cycle requirements; and delete from para. 5.1 the requirement that resolution and method for SOCE availability be determined in agreement with authorities, as these are already specified.

Proposal to improve efficiency of test methods by adding a reference to SAE J1349 or applicable local regulations, in addition to UN R85 and ISO 1585, to para. 6.1.2. and para. 6.1.2.1., and delete the requirement for Current integration measurement from para. 5.2.1. The additions provide consistency throughout the regulation and clarify that test results obtained in accordance with applicable local regulations are considered valid. The deletion removes an inconsistency whereby only Current integration measurement specifies a frequency of 20 Hz, while other items specify at least 10 Hz, and eliminates inapplicable wording carried over from UN R154.

Proposal to revise provisions and formulas in GTR 22 Annex 3, paras. 2.1.2. and 3.1.2., UN R154-04 Annex C1, Appendix 2, paras. 2.1.2. and 3.1.2., and UN R83-09 Appendix 5, para. 3.1.2. to make UBE_certified values positive and select the maximum absolute value. The document EVE-63-11e addresses concerns that when the interpolation method is applied under GTR No. 15 / UN R154, UBE_certified values become negative, contrary to regulatory intent. Revisions ensure UBE_certified is determined by selecting the maximum absolute value amongst vehicle H, vehicle L, and vehicle M where applicable.

Document describes the current answer-back signal requirement in UN R48-09, which limits maximum luminous intensity to 700 cd on or above the HH line. The regulation practically prohibits use of direction indicators with filament bulb light sources as answer-back signals, despite conventional widespread use without safety issues. Japan proposes excluding direction indicators from the 700 cd limitation to allow conventional answer-back signals using direction indicators with filament light sources, while maintaining other restrictions including the 700 cd limitation for other functions and prohibition of front fog lamps, rear fog lamps and stop lamps as answer-back signals. Revision is needed before UN R48-09 mandate for new vehicles in September 2027.

Discussion paper presenting a proposal for technical requirements for an Automated Driving System marker lamp to improve social acceptance and facilitate traffic management and enforcement. The proposal addresses installation position (mandatory front and rear, optional side), visibility angle equivalent to direction-indicators, luminous intensity variation (continuous illumination without flashing, except nighttime dimming), combined use with direction-indicators (ADS marker lamp turned off when direction-indicator operates on same side), and applicable vehicle categories (M, N, L₆, L₇, and O when towed by automated driving vehicle). Survey results from Japan, UK, US, and Germany indicate approximately 70% of respondents support distinguishing automated from manual driving modes externally.

Proposal to amend para. 6.27.9.1. to permit the direction indicator lamp to be operated with the luminous intensity of its original specification when used as an answer-back signal, notwithstanding the 700 cd limitation on or above the HH line that applies to other approved lighting and light-signalling devices and exterior courtesy lamps. The proposal removes restrictions on direction indicator lamps used for answer-back activation of already type-approved light-signalling functions, while maintaining prohibitions on front fog lamps, rear fog lamps, and stop lamps.

Proposal to establish a Task Force on Swappable Batteries (TFSB) under GRPE. The task force will review WP.29 regulations and international standards to identify technical requirements for swappable-battery vehicles, focusing on commercial vehicles. It will define vehicle types, clarify vehicle type approval processes, and develop guidance documents. The task force will coordinate with other working groups including GRSP and GRVA, with deliverables expected by October 2027.

Proposal optimises the measurement accuracy requirements for chassis dynamometer equipment and the measurement acquisition of the
intake manifold pressure in system power testing for high-performance vehicles and makes editorial corrections.

Review of the different proposed amendments (03/04 series with different Supplements) to the regulations

Proposal to amend Appendix 5 (Devices for monitoring on board the vehicle the consumption of fuel and/or electric energy) of Working Document ECE/TRANS/WP.29/2026/153 to specify parameters to be determined, stored and made available by OBFCM devices for pure ICE and NOVC-HEVs, OVC-HEVs, PEVs, NOVC-FCHVs, OVC-FCHVs, and mono-fuel gas vehicles. The modification excludes a manufacturer-specific parameter and aligns with international standards for OBFCM requirements.

Explains the proposal 95-15

Japan presents positions on working documents for UN R168 (Real Driving Emissions). Japan does not accept the Level 1C concept, proposes deleting the type-approval scheme for equipment to eliminate unnecessary burden, and recommends adding technical requirements for laboratory equipment instead. Japan expresses technical concerns regarding sampling line temperature limits, text structure requiring restructuring, and hydrogen ICE provisions including dry-wet correction applicability and trip validity methods for bi-fuel vehicles.

Proposal to amend para. 1.1.3. of Annex C1 to clarify that the method for customer values shall be determined in agreement with the authorities only in the case that the specified methods are not applied, and amend paras. 2.1.2. and 3.1.2. of Annex C1 Appendix 2 to correct the technical error in the determination of UBEcertified by specifying that UBEcertified shall be rounded to the nearest whole number if the unit is Wh or to three significant numbers if the unit is kWh, and when the interpolation method is applied, UBEcertified shall be determined by selecting the maximum amongst vehicle H and vehicle L, and if applicable, vehicle M.

Proposal to amend para. 3.1.2. of Annex 5 to clarify the verification procedure for SOCR/SOCE monitors by specifying that electric range and UBE values shall be measured at the time of verification with related monitor values collected before and after the verification test procedure, that indicator values collected after the verification test procedure shall not be considered in Part A verification, and that measured SOCR and measured SOCE values shall be determined by dividing measured values for electric range and UBE by certified values for electric range and UBE respectively, expressed in per cent.

Proposal to add para. 8.1.2. to specify required measurements for test vehicles, including use of onboard measurement data as an alternative to measurement devices for engine speed, intake manifold pressure, and fuel flow rate when accuracy and frequency meet minimum requirements, and to add para. 8.1.2.1. to specify measurements specific to TP1 including electrical current and voltage at REESS or inverter inputs and ICE speed, intake manifold pressure, and fuel flow rate.

The Task Force on Swappable Battery shall review WP.29 regulations and identify technical requirements necessary for swappable-battery vehicles intended for mass production, compile them into a list, define vehicle types for swappable-battery-compatible vehicles, identify applicable regulations, clarify the process for handling such vehicles and batteries as a special type of Vehicle Type Approval under WP.29, discuss treating batteries as independent type approval units for both swappable and in-vehicle batteries, coordinate activities with EVS Phase 3 scheduled to start in November 2026, cooperate with EVE IWG activities, and develop a guidance document to be proposed to WP.29 to initiate regulatory work. Terms of Reference will be finalized and proposed to GRPE in April 2027, and status of other items will be reported in October 2027.

Document presents preparation for a Task Force on swappable batteries under GRPE. It outlines considerations of sustainability from environmental and customer acceptability perspectives, identifies issues requiring regulatory framework including vehicle and battery approval processes, safety requirements for swapping operations, performance and durability standards, cyber security measures, and compatibility checking. A two-step approach is proposed: identifying work items and drafting Terms of Reference. The Task Force will review WP.29 regulations, identify technical requirements for swappable-battery vehicles, define vehicle types for type approval, and collaborate with other WP.29 bodies. Japan and China are initial Co-Chairs; other Contracting Parties are welcomed to join. Timeline spans October 2026 through May 2027 with discussions beginning at GRPE-95.

Proposal to introduce provisions relating to

• Manipulation Devices and Strategies that were previously in the 09 series of amendments to UN R83,
• the levels to which certain provisions apply,
• clarifications and corrections to the requirements for the laboratory test for pure electric range ratio at low temperature for Pure Electric Vehicles
• an update to allow the use in Levels 1A and 2 of actual tyre rolling resistance values to calculate the final road load coefficient for the individual vehicles, and
• align the Regulation with the current regional status and the current state-of-the-art.

Proposal to amend GRSG/2026/30. This document proposes amendments to UN Regulation No. 46 to clarify definitions and requirements for devices for indirect vision. The amendments include revised definitions of external original surface, protruding supports, housing, and arm; clarifications to paragraphs 6.1.1.10 and 6.2.1.4 regarding projection limits in folded positions; modifications to paragraph 15.2.4.9.2 concerning obstruction and horizon visibility; and amendments to paragraph 16.1.1.3.1 addressing safety-related rearward indirect vision information.

Proposal to amend para. 6.2. to clarify application to mirrors installed inside a vehicle, amend para. 6.2.2. to relocate a reference to Annex 13, delete paras. 6.2.1., 6.2.2.3., 6.2.2.3.1. and 6.2.2.3.2., amend para. 6.2.2.2.6.2. to provide that compliance with impact test requirements may be deemed satisfied where a mirror is mounted on the same mounting as a Class II or III mirror type approved to UN R46, amend Annex 9, para. 1.2. to add an explicit reference to para. 15.2., and delete Figure 2 in Annex 9, para. 1.2.