Proposal to establish approval requirements for the particle emissions of replacement brake pads (based on the laboratory method established by GTR 24).

Proposal to clarify that the parking brake may be actuated while the vehicle is in motion via actuation of the vehicle’s service braking system by means of an auxiliary control which could be an Electronic Parking Brake (EPB) and to promote consistent interpretation of the activation conditions for an Emergency Stop Signal (ESS), including by application of the service braking system via the EPB control.

The e-Trailer Industry Group reports on discussions regarding electrically propelled and recuperating trailers. ISO 11992-2 Edition 4 is not safely implementable due to incompatibility with current UN regulations, missing PGNs, and risks of malfunction. ISO/TC 22/SC 31/WG 4 launched Edition 5, targeting publication in early 2027. Amendments to UN R13 and UN R100 are being developed in phases, with Phase 1 addressing trailer dynamo function and Phase 2 addressing e-axle trailers. Two workshops with Contracting Parties are planned to establish shared understanding and develop concrete parameter extensions for amending UN Regulations.

Proposal to clarify the EDR trigger input in the case of vehicles approved to UN R169 (M₂, M₃, N₂, N₃) equipped with airbags (Supplemental Restraint Systems).

Additional validation work to support the the proposal to:
• Provide new evidence based on additional analysis.
• Compare MAW window validation and RDE results using work, fuel, and CO₂-based parameters.

This document is also available with tracked changes.

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 correct the wording in UN R43 (Safety Glazing). The expert from the European Association of Automotive Suppliers proposes amending paragraph 8.2.1.1. to modify a table listing tests for windscreens and glass panes of various types, including toughened glass, ordinary laminated glass, treated laminated glass, and glass-plastics. The amendment corrects the title of the optical distortion test listed in the table.

This proposal is to add Component and Separate Technical Units (STU) approvals regulatory supplement to the UN Regulation No. 159 for “Uniform provisions concerning the approval of motor vehicles with regard to the Moving Off Information System for the Detection of Pedestrians and Cyclist”
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The Special Interest Group on Component & Separate Technical Unit (SIG-C&STU) for the Supplement of UN Regulations 151, 158, 159 and 166. Proposal adds Component and Separate Technical Units (STU) approvals requirements.

The Special Interest Group on Component & Separate Technical Units (SIG-C&STU) proposes amendments to UN R159, UN R158, UN R151, and UN R166 to add Component and Separate Technical Unit approvals. For UN R159, the proposal introduces a universal functional block structure separating Detection, Control, and Human Machine Interface functions, with Component or Separate Technical Unit fulfilling Detection and Control as minimum requirements. The regulation is restructured into three parts: vehicles without approved Component or Separate Technical Unit, vehicles with approved Component or Separate Technical Unit, and Component or Separate Technical Unit specifications. UN R158 adds new devices for Rear-View Camera Systems and Detection Systems to Part I, with corresponding installation requirements in Part II. The group requests written comments within four weeks and plans submission to Working Party 29 in June 2026.

Unlock refers to transition of a doorlatch system into a state in which operation of the latch-release control is no longer inhibited, allowing the latch to disengage from the striker. Unlatching refers to transition into a state in which the latch and striker are no longer capable of withstanding separation forces, thereby allowing the door to move away from the vehicle body structure. Opening refers to the action by which a door is moved from its closed position to an open position through mechanical force or energizing an actuated device. Child Safety Lock System is a locking device which, when engaged, prevents operation of the interior door handle or other release device.

This document contributes to consolidated text and a risk catalogue for artificial intelligence in the automotive sector. It defines AI as a field of computer science focused on creating systems capable of performing tasks requiring human intelligence, including learning, reasoning, problem-solving, natural language processing, and decision-making. High-priority AI use cases include perception, planning, and motion-control driving functions, as well as driver assessment systems. The document identifies 14 risks organized across five lifecycle stages: AI and use case specification, model architecture and training processes, data specification and management, verification and validation, and operation and in-use monitoring. It provides detailed risk descriptions and references emergent practices for managing these risks, including ISO/PAS 8800, NIST AI RMF, and EU AIA approaches. Lower-priority use cases referenced include AI-06-09 for periodic technical inspection and AI-06-12 for cybersecurity threat detection.

Proposal to clarify components and functions of the ADS and other vehicle systems relevant to meeting the requirements of the regulation (paras. 5.3.1.4.2 (GTR)/7.3.1.4.2 (UNR)). The revised text specifies that other vehicle systems could include shared components or functions such as sensors, map data, and GNSS used for assistance systems or positioning. Information from outside the vehicle may be included if used to meet regulation requirements. The manufacturer could use different diagram types provided information is present, and additional information regarding wireless links could be included.

The change request seeks clarification that “real-time” operational and tactical functions of the DDT, particularly “sensing and perception” and “planning and decision”, could be achieved through real-time sensor inputs alone or through integration of sensor inputs with other contextual information such as map-based data, to aid technical inspectors during testing and assessment of ADS systems.

The document addresses how to define and measure effective seat belt webbing length for buses of category M₂/M₃. It proposes defining effective length by pulling the lap belt at the geometrical midpoint under a 60-degree angle to form an equilateral triangle, where the leg on the buckle side defines 50 percent of pursued effective length for 2-point belts and 25 percent for 3-point belts. Additional webbing for attachment, handling, connection to spool, and spool length must be added based on seat design and geometry. The proposal suggests the definition may work using diagonal belt alone in the ghost position and questions where to include it in UN R173.

UN R145 and UN R173 establish optional ISOFIX installation for vehicles of category M₂ and M₃. ISOFIX seating positions require compatibility with specific Child Restraint Fixture volumes and lower isofix forward strength of 8kN. I-Size seating positions require minimum 440mm distance between adjacent positions, compatibility with ISO/F2X and ISO/R2, and additional support leg strength testing. The document proposes allowing labels on bus windows and removing marking requirements for M₂ and M₃ from UN R145.

Comments on the proposal for a03 series of amendments to UN Regulation No. 160. Modifications include renumbering paragraph 2.2 as paragraph 2.25, deleting paragraph 2.25, and amending definitions for “End of event time,” “Engine throttle, percent full,” “Non-volatile memory,” and other terms. New paragraphs 2.71–2.82 introduce definitions for rollover protection system, advanced emergency braking system, blind spot monitoring system, and driver assistance systems. Paragraphs 5.3.1, 5.3.2, and 5.3.3 are amended to clarify triggering and locking conditions for rollover events and vulnerable road user events, and to establish time zero. Paragraph 5.4.3 clarifies crash test requirements.

The ADS regulations (GTR and UNR) include definitions for reporting thresholds based on EDR triggering. Time-series data recording for heavy vehicles under UN R169 requires triggers and trigger thresholds to record data in specified time periods, which may not immediately precede, follow, or coincide with crashes. Last Stop, Safety Systems, and Sudden Deceleration triggers are unreliable crash indications. Sudden Deceleration is too sensitive for storing time-series data over several months. Optional SRS or a new independent trigger alongside Detected Collision offers the only viable possibility for effective time-series data recording.

No vehicles have received certification under UN R175-00/01. The document lists representative ACPE-equipped vehicle models from various manufacturers and markets, detailing their sensor configurations, target objects, and operation speed ranges. Sensor types include ultrasonic sonar, monocular camera, stereo camera, and milli-wave radar. Target objects are stationary objects and pedestrians. Vehicles exhibit variation in forward and rearward equipment and low-speed braking function inclusion. Performance definitions differ by OEM and are not directly comparable across manufacturers or to UN R175 requirements.

At the 94th session of GRPE, CLEPA proposed a draft UN Regulation for approval of replacement brake parts. A dual pathway approach was proposed with two options depending on data availability: fully available data or minimal set of data with worst-case assumptions. PMP Task Force 3c was established to prepare a UN Regulation for approving replacement brake parts regarding particle emissions. The TF3c will define minimum information required under the simplified approach, assess variability within a family, and identify worst-case assumptions. CLEPA presented two approval concepts and requested support for Option A only. The next meeting is scheduled for 18 May 2026.

Proposal to insert new sub-paragraph 5.6.1.1.4.1 establishing that requirements of paragraph 5.6.1.1.4 shall not apply to ACSF Category A functions provided they are intended solely to support low-speed vehicle controllability manoeuvres in off-road environments, operate only until 5km/h with 1km/h tolerance, require deliberate driver activation, require driver presence in driver’s seat with fastened safety belt, and allow driver to retain control and override or deactivate the system at any time.

Proposal to amend para. 2.8 of Annex 8 to add subparagraph (c). The amendment addresses trailers utilizing service braking system energy reserves for automatic brake requirements. Current para. 2.8 includes options (a) and (b) requiring spring brake pressure reduction or corresponding pressure reduction in spring compression chamber. New subparagraph (c) permits alternative designs where combined service braking and parking braking system activation holds a laden trailer on 18 percent gradients at any service brake energy reservoir pressure from 850 kPa to 0 kPa, providing greater realization flexibility while maintaining required holding performance.

Proposal to amend para. 2.8 of Annex 8 to UN R13 to require trailers utilizing service braking system energy reserves to fulfil one of three requirements when uncoupled and park brake control released: pressure in spring brake compression chamber shall reduce to 0 kPa when energy reserves reduce to 280 kPa, pressure reduction in service braking system energy reserve results in corresponding reduction in spring compression chamber pressure, or combined service and parking braking forces shall hold laden trailer as required when service brake energy reservoir reduces from 850 kPa to 0 kPa.

Proposal to amend para. 5.6.1.2.7. to increase the maximum RCP operating range from 6 m to 15 m. UN R79 currently limits the maximum RCP operating range to 6 m, resulting in effective usable range of 2 or 3 m due to radio wave-based ranging inaccuracy. A 15-meter range would enhance RCP function usefulness and safety, reducing driver movement and blind areas. RCP systems with extended ranges have been used in large markets without identified safety threats. The amendment is proposed as a supplement to the 03 and 04 series of amendments to UN R79.

Proposal to insert new para. 3.1.1. and 3.1.2. requiring manufacturers to provide information to approval authorities prior to application and upon extension of type approval; insert new para. 3.2.2. requiring manufacturers to provide summaries of safety definitions, driver safety levels, traffic rules assessment, and testing for each territory where ALKS can be active; and insert new paras. 4.6. to 4.6.6. establishing procedures for approvals covering multiple territories, including notification of receiving approval authorities at least 30 days before approval, review periods, and dispute resolution under the 1958 Agreement. OICA and CLEPA do not support mandatory pre-announcement but would support sharing Safe Operation documentation and lists of compliant territories during the approval process.

Supporting presentation on the proposal to insert a new sub-paragraph 5.6.1.1.4.1 to exempt ACSF Category A functions intended solely to support low-speed vehicle controllability manoeuvres in off-road environments from the obstacle detection requirements of paragraph 5.6.1.1.4, provided the function operates only until 5 km/h with 1 km/h tolerance, is activated deliberately by the driver in off-road environments only, requires the driver to be in the driver’s seat with safety belt fastened, and allows the driver to retain control and override or deactivate the system at any time.

OICA-CLEPA-EME comments on German proposal GRVA-25-07 to require the approval authority granting UN R155 or UN R156 type approvals to use CSMS or SUMS certificates signed by the same approval authority. OICA-CLEPA-EME identify that CSMS and SUMS are Management Systems covering entire manufacturer organizations, and mandating the same approval authority for Management Systems certificates and approvals will have significant consequences for original equipment manufacturers typically using multiple approval authorities in homologation. The submission proposes keeping text unchanged to allow different approval authorities for Management Systems certificates and type approval based on voluntary acceptance, implementing wording on information exchange if different approval authorities are involved, and establishing a horizontal approach for Management Systems with mutual recognition aspects considered.

Proposal to delete paragraph 1.2.6. excluding e-axle trailers with e-axles providing electric propulsion and/or incorporating an electric regenerative braking system from the scope of UN R13, and add definitions of “e-axle,” “e-axle trailer,” “dynamo function,” and “e-trailer”; add special requirements for power-driven vehicles supporting e-trailer operation, e-axle trailers equipped with dynamo function, and e-trailers of category O; add requirements for electric control lines conforming to ISO 11992-2:²⁰²⁷; specify message support and functional compatibility; and add provisions for electric regenerative braking, dynamo function, and propulsion, including parameters such as retarder torque demand priority, propulsion force limits, overriding mode activation at speeds below 15km/h, and vehicle stability function interaction.

Clarifications to definitions: “Child-Safety Lock System” to clarify that it prevents unlatching when engaged, regardless of unlock state; amending “Unlock” to specify that child safety lock systems remain effective; amending “Unlatch” to define it as the transition where latch and striker no longer withstand separation forces; adding definitions for “Door Opening”, “Latch release control”, “Door handle”, and “Retractable door handle”.