Proposal to amend para. 6.27.9.1. to exclude direction indicator lamps and dipped-beam headlamps from the 700 cd maximum luminous intensity limitation on or above the HH line when used as answer-back signals, allowing these devices to operate with their original specifications, while maintaining the restriction on front fog lamps, rear fog lamps, and stop lamps.

Proposal to amend para. 2.4.10. to define a pair for vehicles of categories M, N and O as one or more lamp(s) extending from left to right-hand side, amend para. 2.4.11. and 2.4.12. to define single and multiple lamps and interdependent lamp systems marked Y, amend para. 5.5. and its sub-paragraphs to establish requirements for paired lamps including symmetry and photometric characteristics, amend para. 5.7.2.2. and 5.7.2.3. to specify installation requirements for single lamps, delete para. 5.7.2.4. concerning positioning and length requirements, amend para. 5.18.2. regarding assembly of lamps marked D, add para. 4.7.3. to UN Regulation No. 148 requiring a pair to contain at least one light source on each side, and amend para. 4.8.1.3. to clarify photometric measurement procedures when lamps use multiple light sources.

Proposal to amend para. 6.27.9.1. to exclude direction indicator lamps and dipped-beam headlamps from the 700 cd luminous intensity limitation on or above the HH line when operated as answer-back signals, allowing these devices to operate with their original specifications, while maintaining prohibitions on front fog lamps, rear fog lamps, and stop lamps.

Proposal to amend para. 6.27.9.1. to allow an answer-back signal generated by the direction indicator lamp to be operated with a luminous intensity not exceeding its original specification, thereby excluding the direction indicator lamp from the 700 cd limitation on or above the HH line. The proposal aims to remove unnecessary restrictions on already type-approved light-signalling functions while maintaining technological neutrality and road safety.

Proposal to amend para. 5.10. and its sub-paragraphs to clarify provisions regarding light which could give rise to confusion, specifically to clarify that for red light reflected by a retro-reflector fitted on the rear or white light reflected by a retro-reflector fitted on the front, the same requirements apply as for other lamps, and to specify that when the lamp is a retro-reflector, the observer shall make use of a torch to check visibility within specified zones.

Proposal to insert a new paragraph 2.xx. defining ‘band or strip’ as a luminous element having a maximum horizontal dimension at least 10 times greater than its maximum vertical dimension and having a substantially straight apparent shape, with maximum deviation of the centreline from the straight line connecting the extremities not exceeding 10 per cent of the overall length.

Proposal to amend para. 6.7.4.1. to require the distance between inner edges of two apparent surfaces of position lamps to be not less than 400 mm, amend para. 6.9.4.1. to require the distance between inner edges of two apparent surfaces of stop lamps to be not less than 600 mm for vehicles other than M₁ and N₁ category vehicles (reducible to 400 mm where overall width is less than 1,300 mm) with no special requirement for M₁ and N₁ category vehicles, and amend para. 6.10.4.1. to require the distance between inner edges of two apparent surfaces of rear lamps to be not less than 400 mm for M₁ and N₁ category vehicles and not less than 600 mm for other categories (reducible to 400 mm where overall width is less than 1,300 mm).

Document presenting challenges related to headlamp aiming limits for vehicles. Addresses up-down aiming challenges including vehicle load, cut-off line definition, lamp height consideration, and vehicle inspection management. Discusses left-right aiming challenges regarding vehicle references, aiming limits, and kink point definition. Concludes that vehicle approval is key to enabling vehicle inspection to develop its full potential in glare prevention.

Document addresses the Rear-End Collision Alert Signal (RECAS) in UN R48. It identifies unclear speed thresholds for RECAS activation, noting that RECAS may not operate when vehicles are stationary or moving at low speeds depending on system design. Accident data analysis shows 59 percent of rear-end crashes involved stopped lead vehicles and 22 percent involved decelerating lead vehicles. The document requests views on whether RECAS should flash when vehicles are completely stopped, whether owner manuals should state RECAS activation limitations, and seeks information on RECAS verification during type approval.

Proposal to insert a new definition of ‘call for help signal’ in para. 2.6.5., add provisions to para. 6.6.7.2. permitting the call for help signal as an alternative to the hazard warning signal following a collision, and insert a new para. 6.30. establishing requirements for the call for help signal. The call for help signal operates via simultaneous flashing of all direction-indicator lamps and optionally all stop lamps at 4.0±1.0 Hz (or 4.0+0.0/−1.0 Hz for filament rear lamps), activates automatically only after activation of an Accident Emergency Call System or equivalent emergency system, deactivates automatically if the vehicle exceeds 15 km/h or if the Emergency Call System is manually deactivated, and may be manually switched off.

Status report on development of a hybrid regulation for ADS marker lamps. The task force has developed a largely completed document specifying lighting performance, installation conditions, and approval procedures for ADS marker lamps on motor vehicles of categories M, N, O, L₆ and L₇. The report identifies items requiring guidance from GRE including marking legibility requirements, lamp placement specifications, geometric visibility angles, substitution of UN R48 lighting functions, mandatory and optional lamp presence by position, and electrical connection requirements for lamp operation and interaction with direction indicator and stop lamps.

OICA comments on proposed amendments to introduce minimum separation requirements for stop lamps and position lamps in GRE-95-11. OICA contests the justification for the proposed 400 mm separation requirement for M₁ and N₁ vehicles and 600 mm for all vehicle categories, arguing the EC has not established a causal link between continuous lighting and safety deficits, that the claimed recognition distance differences lack meaningful influence on safe driving, and that introducing divergent UN requirements would create technical barriers to international trade contrary to the 1958 Agreement. OICA references published research indicating strip-type taillights provide optimal ergonomic solutions for vehicle conspicuity.

GTB comments on proposals to restrict lighting options such as band, strip, or illuminated logo. GTB presents findings from a 2025 study by Vrije Universiteit Brussel on daytime running light (DRL) designs, comparing dual and single DRL configurations at different speeds. At 90 km/h no significant difference was found between designs; at 50 km/h dual DRLs showed slightly earlier detection by 30–50 metres (approximately 4 seconds), which researchers considered a perceptual side effect rather than safety-critical. GTB concludes single DRLs provide comparable safety performance to dual DRLs and are viable alternatives. GTB advocates for improved provisions to ensure consistent and harmonised interpretation among Contracting Parties, referencing proposals GRE/2026/6 and GRE/2026/21.

Proposal to amend para. 6.27.9.1. to clarify that the direction indicator lamp used for the answer-back signal may be operated with a luminous intensity not exceeding its original specification, and to restructure the paragraph into subsections (a), (b), and (c) specifying maximum luminous intensity limits, direction indicator lamp operation, and prohibited lamp types.

Proposal to:

• Amend para. 2.5.22. to define Energy status indicator,
• Amend para. 2.7.12. to define Lamp test mode,
• Insert new para. 2.11.5. to define Indicator Blue and Indicator Green chromaticity coordinates,
• Amend paras. 3.2.10. and 3.2.11. to add statements regarding energy status indicator lamps and lamp test mode,
• Amend para. 5.9.4. to permit energy status indicator to flash and vary in luminous intensity,
• Amend para. 5.11.1. to add conditions relating to energy status indicator and lamp test mode,
• Amend para. 5.15. to add colour specifications for energy status indicator,
• Insert new para. 6.29. specifying requirements for energy status indicator including presence, number, position, electrical connections, activation conditions, intensity, pulsation, flashing, and apparent surface area,
• Insert new para. 6.30. specifying lamp test mode requirements including activation conditions, duration, and operation,
• Amend Annex 1 to add items 9.33., 9.34., and 9.34.1. for lamp test mode and energy indicator approval statements,
• Amend Annex 14 to add observing areas for energy status indicators,
• Amend Annex 20 to add technical provisions for energy status indicator intensity based on ambient light levels.

TF-LUPC is established to review requirements of the current suite of lamps under parked conditions and to develop, where necessary, within the framework of UN R48 a proposal pertaining to Energy Indicator and Lamp test mode. The task force is open to all GRE participants and is managed by two Co-Chairs (Japan/Netherlands) and a Secretary (OICA). Decisions are reached by consensus. STEP 2 aims to present an informal document at GRE-95 in October 2026 and a first formal document at GRE-96 in April 2027 for submission to WP.29 as part of the 10 Series of amendments to UN R48.

Status report on the Task Force on Lamp Under Parked Conditions (TF-LUPC). The group held two meetings since the 94th GRE session and continued developing a proposal on energy status indicators and lamp test modes. Open issues require advice from GRE experts on the number and switching conditions of energy status indicators, their size and colour, and on lamp test mode categories, AFS modes and classes, test duration, and inclusion of warning lamps. The group plans to submit a final proposal to the 96th GRE session in April 2027 for integration into the 10 Series of amendments to UN R48.

Proposal to amend the definitions of stop lamps in UN R48, paragraph 2.7.12, and UN R7, paragraph 1.3, to indicate that stop lamps signal when a vehicle is stopped, when one or more wheels are blocked, and to transmit an equivalent signal on the front of the vehicle. The document presents a Front Stop Lamp system designed to activate only when the vehicle is at rest with zero speed or when wheels are locked, using a dynamic sensor to detect wheel rotation angles below 5.6 degrees as blocked and above 5.6 degrees as unblocked, remaining inactive during vehicle motion except to signal incidents involving wheel blockage, thereby providing clearer communication of vehicle status to other road users and pedestrians at intersections, roundabouts, and other traffic situations.

Status report on the development of a Hybrid Regulation on ADS Marker Lamps. The task force has largely completed the document, which specifies lighting performance and installation requirements for ADS Marker Lamps on motor vehicles of categories M, N, O, L6 and L7, and includes both component and vehicle approval procedures. The report identifies items requiring GRE guidance on marking legibility, lamp placement and dimensions, geometric visibility angles, substitution of required light-signalling functions, and electrical switching conditions for ADS Marker Lamps.

Status report of the Task Force on Substitutes/Retrofits covering LED replacement light sources. The task force recommends deferring submission of high beam category sheets to WP29 pending completion of the front fog cluster PDCA cycle. Two guidance documents will be developed over the next six months to clarify UN R37 requirements for LED replacements and their relationship to IEC 60061. Market surveillance improvements are being pursued through coordination with authorities and PTI organisations.