Proposal to amend, restructure, and clarify UN R86 as follows:
This presentation analyzes RD-ASEP model performance using test run data from Annex_9_test_runs where both left and right sound were measured. Current model shows 1.3% of measurements above L_exp; without the 2 dB margin this increases to 8.4%. Model overestimates at low speeds and underestimates at higher accelerations. Tyre rolling sound parameters have most influence on results and dominate most of the data set. Optimizing all 13 parameters reduces mean absolute error from 2.1 to 1.1 dB. More high acceleration measurements are needed to reliably calibrate the dynamic component.
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.
The Informal Working Group on Emergency Door Opening (IWG-EDO) will develop amendments to UN Regulations Nos. 11 and 21 and request authorization to amend UN GTR No. 1 and UN GTR No. 14, with a draft for submission to GRSP’s 80th session. In a second step, it will develop amendments for further post-crash extrication requirements for UN Regulations Nos. 94, 95, 135 and 137 and UN GTR No. 1 and 14, with a draft for submission to GRSP’s 82nd session. The group will be chaired by Germany with the Republic of Korea as Vice-Chair and OICA providing the Secretariat.
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.
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.
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.