TFGP-08-06 (Rev. of TFGP-07-08) presents draft recommendations for GRE on glare prevention. The recommendations include:

• Consider dynamic auto-levelling for all vehicles,
• lower maximum installation height of headlamps,
• reduce the 2000lm limit for headlamp cleaning devices and make cleaning mandatory on AFS/ADB lamps,
• improve ADB requirements for latency and vehicle detection,
• introduce Motorway ADB requirements,
• define adaptive cut-off lines,
• address PTI coordination with type approval requirements,
• provide driver instructions for ADB manual override,
• improve headlamp cleaning enforcement and driver awareness,
• investigate aiming differences between production line and PTI,
• address alignment degradation within the first 10,000 km.

The Homework Team on Adaptive Driving Beam/Adaptive Front-lighting Systems prepared a status report identifying elements causing glare in activated ADB/AFS systems, including wet road conditions, external objects obstructing sensors, soiled headlamps, camera positioning, and detection limitations. The report examined literature and expert inputs to determine negative performance effects and recommend improvements such as enhanced detection capabilities, stricter cleaning requirements, increased safety margins, predictive beam adjustment, mandatory motorway ADB usage, and driver instruction on manual override functions. Knowledge gaps and potential research needs were identified for consideration in draft recommendations to the Taskforce on Glare Prevention.

The Homework Team on ADB/AFS status report to the GRE Taskforce “Glare prevention” documenting timeline activities from February to June 2026, including seven HWT meetings and three TFGP sessions. The team listed system descriptions, benefits, disadvantages, conducted literature review, identified elements causing glare, negative effects to ADB/AFS performance, and improvable requirements. The team drafted recommendations addressing enforcement of headlamp cleaning, reduction of 2000lm limit, manual override requirements, improved detection and camera specifications, motorway ADB usage, cleaning systems, beam pattern dimming, and adaptive beam patterns for various driving conditions.

The 7th GRE Task Force on Glare Prevention meeting was held on 13 April 2026 in Brussels. The Task Force reviewed outputs from three homework teams on PTI status, ADB/AFS status, and glare control countermeasures. A draft list of recommendations for GRE-94 was updated, reflecting feedback from the teams, without ranking by priority. The Task Force agreed vehicle categories should be considered during countermeasure definition. An analysis of effectiveness, cost-benefit, and time-to-market criteria was proposed for completion before the GRE October 2026 session. The 8th meeting is scheduled for 9 June 2026 in Brussels, and the 9th meeting in Tokyo in September 2026.

This document presents the draft agenda for the 8th meeting of the GRE Task Force on Glare Prevention, scheduled for 9 June 2026 at CLEPA Headquarters in Brussels. The agenda includes welcome remarks, adoption of the agenda, approval of the previous meeting report, feedback from GRE-94, and status updates on HWT on PTI, ADB/AFS, and Regulation 48. Discussion topics cover horizontal adjustment of passing- and driving-beam and AFS-ADB, vehicle preparation for passing-beam measurement, and updates from the GTB Task Force Glare Control. Future meetings are scheduled for Tokyo in September 2026 and Brussels in December 2026.

TF GP gives a list of items for consideration by GRE

The Task Force on Glare Prevention, Homework teams examined literature (TFGP-06-02), Periodical Technical Inspections (TFGP-07-02), ADB/AFS Regulation 48 (TFGP-07-03), and contributions from GTB (TFGP-07-04, TFGP-07-05) and CITA (TFGP-05-02, TFGP-07-07). The Task Force is preparing draft recommendations on the first step regarding retroreflective identification devices and draft countermeasures, with further recommendations on second-step glare from light signalling devices and DRL planned for October 2026.

Identifies challenges with headlamp aiming across approval and inspection processes. Issues include determining vehicle actual load and cut-off line definition for up-down aiming, defining vehicle references and kink point location for left-right aiming, and separating aiming control from beam pattern assessment. Inspection data show rejection rates of 4.8 per cent for light duty vehicles and 2.8 per cent for heavy duty vehicles in France, with front fog lamp misalignment at 46 per cent. The document recommends reviewing approval criteria for passing-beam orientation and defining inspection procedures, equipment, and multibeam headlamp considerations.

TFGP-07-08 provides a draft list of recommendations for GRE-94 addressing glare prevention. Recommendations include providing driver instructions for manual override of adaptive driving beam in case of glare; considering dynamic auto-levelling for all vehicles; lowering maximum installation height of headlamps; investigating aiming differences; defining limits on maximum luminous flux and intensity output; improving adaptive driving beam requirements; introducing motorway adaptive driving beam usage; reducing the 2000 lm limit or making cleaning mandatory; considering dimming of beam pattern; introducing adaptive cut-off line; clarifying definitions for cut-off line; improving connection between type approval and inspection; clarifying practical periodic technical inspection aspects; defining remedies for alignment degradation; defining uniform requirements for floor evenness and headlamp aiming devices; improving market surveillance; and improving driver awareness on headlamp cleaning and levelling systems.

The hard-working team identified glare issues in four areas: aiming procedures lack clear definitions of cut-off line and kink point, making PTI inspection difficult; high-mounted headlamps tend to glare lower vehicles in front, and cleaning hardware and auto-levelling performance are insufficient; PTI lacks a dedicated chapter on provisions; and measurements using 75 kg on driver’s seat are impractical, alignment is not mandated at end-of-line, and no general requirements exist for headlamp testers.

Document identifies challenges with headlamp aiming for glare prevention. UP-DOWN aiming challenges include vehicle actual load and cut-off line definition. LEFT-RIGHT aiming challenges include references on the vehicle and kink point definition. Cut-off line definition makes it difficult to check up-down aiming; kink point definition makes it difficult to check left-right aiming. The beam pattern must be used to check alignment. The way forward includes reviewing criteria for passing-beam orientation in approval and adapting inspection criteria accordingly.

The GTB Glare Task Force defined countermeasures for critical glare types, categorizing them as Regulation, Technology, Individual, or Workshop measures. Proposed solutions address specific glare sources including climbing roads, left bends, high beam misuse, and vehicle acceleration. Countermeasures range from short-term driver education to long-term mandatory technologies. Future work includes quantifying effectiveness and addressing less critical glare events.

Recommendations span general measures including market surveillance and headlamp cleaning enforcement; literature review of installation heights and luminous flux limits in UN R48; technology improvements to Adaptive Driving Beam and dynamic levelling; infrastructure and driver awareness enhancements; regulation refinements; enforcement of aiming standards; and PTI provisions clarifying measurement definitions, floor requirements, and ADB/AFS specifications including latency, vehicle detection, and adaptive cut-off lines.

The agenda includes status updates from hard-working teams on PTI and ADB/AFS, updates from the GTB Task Force on Glare Control, and discussion of draft recommendations for GRE-94. Future meetings are scheduled for June 2026 in Brussels and September 2026 in Tokyo.