Feedback from a dedicated workshop on virtual testing as an optional alternative to physical tests in UN Regulations and GTRs. The UK/EC proposal, based on UN R185 ADS, and OICA’s multi-layer approach are presented. Outstanding issues include authority and technical service qualification requirements, definitions and terminology, credibility levels, and uncertainties and safety margins. Participants proposed organizing another workshop in January, establishing a small working group, and requesting written contributions to improve the UK/EC proposal. A new status report is expected during the 201st WP.29 session.

Report of the 22nd meeting of the IWG AEBS held 2–4 November 2026 in Tokyo, Japan. The meeting established ten action items:

• Investigate lost footnotes in paragraphs 2.13. and 6.1.1.1.,
• Ensure consistent ‘daytime’/‘nighttime’ spelling in document AEBS-22-08,
• Justify ambient illumination of at least 15 lux in para. 5.2.4.4. (d),
• Justify testing only adult dummies at nighttime,
• Prepare lamp test setup sketch,
• Check definitions for section 2 aligned with UN R48,
• Clarify scenario optionality in Annex 2,
• Provide error bar formulas from slide AEBS-22-02,
• Add high visibility clothing topic to next agenda,
• Conduct market testing on pedestrian detection with reflective clothing.

Proposal to amend UN R13 (supplements to the 11, 12, 13, 14, and 15 series of amendments), UN R13-H (supplements to the 01 and 02 series of amendments and original version), UN R79 (supplement to series 01, 02, 03, 04, and 05 of amendments), UN R89 (supplement), UN R130 (supplements to original version and 01 series of amendments), UN R131 (supplements to original version, 01 series, and 02 series of amendments), UN R152 (supplements to original version, 01 series, and 02 series of amendments), UN R156 (supplement to 01 series of amendments), UN R157 (supplements to original version and 01 series of amendments), UN R171 (supplements to 01 and 02 series of amendments and original version), UN R175 (supplements to 01 series of amendments and original version), and UN R178 (supplement to original version), to introduce provisions on software identification and software updates. Changes include inserting definitions for Software Identification Number, adding requirements for manufacturers to provide software and system parameter information to Technical Services, allowing vehicle manufacturers to apply for new approvals to differentiate software versions for in-market vehicles from new vehicles, clarifying that production is not considered definitively discontinued if the manufacturer obtains extensions for software updates of registered vehicles, and inserting new communication form items for software identification and update information.

Provisional agenda for GRVA’s twenty-seventh session to be held 18-22 January 2027 in Geneva. Items include adoption of the agenda, highlights from the November 2026 WP.29 session, artificial intelligence in vehicles, automated and connected vehicles, advanced driver assistance systems, advanced emergency braking and blind spot information systems, UN Regulations Nos. 13, 13-H, 139, 140 and UN GTR No. 8, motorcycle braking, UN Regulation No. 90, exchange of views on guidelines and national activities, Revision 3 to the 1958 Agreement, election of officers, and other business including the climate change mitigation strategy and programme of work.

Draft proposal for new car-to-pedestrian night time requirements for the 03 series of amendments. The document outlines specific requirements for C2P at night applicable to M₁ and N₁ vehicles, including crossing scenarios on any side with illumination of 19±3 lux, collision points at 50%, adult dummies, and activation speeds of 20–60 km/h. Test procedures for warning and activation with pedestrian targets at night are specified. Changes to chapters 5 and 6 are required. Timeline shows informal document for January 2027 GRVA, working document for June 2027 GRVA with March 2027 deadline, working document for March 2028 WP.29, entry into force September 2028, and transitional provisions of 2–3 years.

Industry position on adding a new footnote for paragraph 2.14. Industry states there is no need to add a new footnote because a footnote already exists for paragraph 2.13, this matter was thoroughly discussed in the IWG previously, and the current text was used for technical approval of numerous vehicles. Wording changes could lead to misinterpretations, questions and confusion. Industry does not support any changes in this context. Reference is made to document GRVA-07-53 which was agreed to in GRVA-07.

Version of UN R152 highlighting recent Supplements to the 02 series to facilitate work on a new series of amendments.

Document presents Euro NCAP test methodology for passenger cars using increasing speeds up to 50 km/h for stationary vehicle targets with nominal and offset impacts, and up to 60 km/h for crossing pedestrian targets at 25% and 75% impact positions. Each test run generates individual scores with no requirement for specific avoidance speeds. Results indicate all tested cars avoided full overlap collisions up to 50 km/h relative speed over the last three years, and majority of recently tested vehicles should avoid crossing pedestrian accidents up to 60 km/h daytime and 50 km/h nighttime, though results are not directly transferable due to different testing methods.

Draft agenda for the fourth session of the Informal Working Group on Advanced Emergency Braking System, to be held 2–4 November 2026 in Tokyo. The meeting will address approval of the agenda and previous report, exchange of positions on requirements in principle, draft state-of-the-art performance requirements for collision scenarios involving pedestrians at night including test procedure and accidentology, nominal avoidance speed and current AEBS status, and conclusion for discussion of performance requirements.

Industry position on night-time testing for car-to-pedestrian scenarios in UN R152. Industry supports night-time testing based on the current version of UN R152 with lighting conditions based on Euro NCAP TB CA 101, limited to crossing collisions with farside pedestrian direction only. Industry proposes modifying illumination conditions in para. 5.2.2.4 and adding a new para. 6.1.6 specifying street lighting setup, and adding a dedicated chapter with visualization of illumination conditions. Testing should use adult pedestrian dummy only, with pedestrian speed, collision point, activation speed, and speed reduction requirements remaining unchanged from UN R152.

Document confirms night-time requirements for C2P scenario testing in UN R152, specifying that tests shall apply to M₁ and N₁ vehicles, cover crossing collision only at 5 km/h pedestrian walking speed, include both with lights and without lights conditions, test only 50% collision point using adult dummies, operate at 20–60 km/h activation speed with no obstruction, and align speed reduction calculation with UN R152. Discusses daytime requirements for C2C and C2P scenarios, noting Japan’s position that the IWG should establish priorities among proposed new requirements.

Case studies analysing real-world UK collisions where Advanced Emergency Braking Systems (AEBS) were fitted using GB STATS19 police and RAIDS national research databases. A total of 287 cases were characterised against UN Regulation No. 152 scenario requirements: car-to-car (141 cases), car-to-pedestrian (81 cases), and car-to-bicycle (28 cases). Cases were scored according to alignment with regulatory test scenarios across nine characteristics: subject vehicle speed, target speed, relative speed, ambient light, lateral overlap, trailer coupled, road layout, road surface condition, and weather conditions. Lateral overlap was the most frequently misaligned characteristic across pedestrian and cyclist scenarios. Road geometry was the most frequent misalignment in car-to-car scenarios. Speed requirements and ambient light conditions warrant consideration for regulatory review.

JRC proposes three amendments to UN R152 and UN R131: increase crash avoidance speed to 50 km/h for all scenarios (car-to-car, car-to-pedestrian, car-to-bicycle); increase offset to 50% overlap; and discuss adding standing still pedestrian and bicycle scenarios. Evidence from market-surveillance testing shows current systems already meet the 50 km/h requirement in nearly every test and perform well at 50% overlap. Urban speed limits in 75.9% of R152 applying parties are 50 km/h baseline. Approximately 22% of relevant M₁ crashes involved less than 50% overlap.

Notes from the 3rd meeting of the IWG on Advanced Emergency Braking System, held online 24–25 September 2026. The group reviewed accidentology data showing that 60–70% of pedestrian accidents occur at night, discussed existing regulations including China’s GB 39901-2025 mandatory standard for M₁ and N₁ vehicles entering into force in 2028, and compared Euro NCAP and JNCAP night-time testing protocols. The group agreed to use a homework list as discussion baseline at the next meeting in Tokyo before amending UN R152 text to include requirements for pedestrian collision scenarios at night with artificial lighting.

This regulation establishes uniform approval provisions for Advanced Emergency Braking Systems (AEBS) fitted to motor vehicles of categories M₁ and N₁. The AEBS shall automatically detect imminent forward collisions with vehicles, pedestrians, or bicycles, provide driver warning, and activate vehicle braking to avoid or mitigate collision severity. The system must meet specified performance requirements under defined test conditions for car-to-car, car-to-pedestrian, and car-to-bicycle scenarios. Requirements include collision warning provision, emergency braking of at least 5.0 m/s², active speed ranges, driver interruption capability, deactivation controls, and warning indications. Testing procedures, vehicle conditions, target specifications, and virtual testing provisions are specified.

Document confirms homework points for consideration of night-time requirements for car-to-pedestrian scenarios in UN R152. Topics include vehicle categories M₁ and N₁, crossing and longitudinal collision types, farside/nearside pedestrian direction, pedestrian walking speed of 5 km/h, lighting conditions, collision points at 25%, 50%, and 75%, dummy types, vehicle activation speeds of 30–60 km/h without obstruction and 40–50 km/h with obstruction, and speed reduction. Daytime requirements discussion covers car-to-car speed reduction at 80 km/h, collision point revision, and car-to-pedestrian speed reduction review based on current technology.

The document describes a project to identify Advanced Emergency Braking Systems (AEBS) performance gaps by analysing real-world collision data from UK national research and police databases. The study characterised collision cases against the requirements of UN Regulation No. 152, using STATS19 and RAIDS data sources. Cases were filtered for eligibility, then scored against current test scenarios using weighted collision characteristics including subject vehicle speed, target vehicle speed, relative speed, ambient light, and overlap. Results indicate the coverage provided by relevant test scenarios and identify which characteristics may address gaps in AEBS operational performance.