Draft report of the 12th session of the Task Force on Lamps Under Parked Conditions. Discussion of a proposal for modification of UN R48 covered additional colours for energy indicators, with concerns raised regarding blue indicators and police signals, the number of indicators permitted per connector, distinction between passenger cars and trucks/buses, and observation angles and intensities. Agreement was reached on the size of apparent surface for indicators. The group decided to continue discussion on lamp test mode at the next session and to send a status report, revised Terms of Reference, and an informal proposal to the 95th session of GRE.

Document presents technical challenges to defining retrofit kit types for electric conversion and approval processes. Identifies that retrofit kit type perimeter depends on the regulation considered, with different requirements across UN R10, R13, R100, R85, R138, WLTP, R79, R39, R51, R89, R121, and R122. Presents testing challenges at vehicle, component, and EPRS levels, noting that testing a kit type not installed on a vehicle is impossible to account for all impacts on the vehicle.

Minutes of the twelfth meeting of the IWG on EV/HFCV Retrofit Systems held 28 September 2026. The group adopted the provisional agenda and reviewed the work program, aiming to provide GRPE with a first draft of a future UN Regulation by 14–16 October 2026. The group focused on revising definitions in the draft UN Regulation, particularly EPRS definition, EPRS type, vehicle family, and installer provisions. Key unresolved issues include which components must remain identical within an approved type, alternative ways of grouping vehicles within a family, whether installer requirements should be included in the UN Regulation, and the scope regarding vehicles subject to UN Regulations Nos. 155 and 156.

Status report on the EV Fast & Smart Charging cluster’s progress on two main activities: developing the Fast Charge Power Curve (FCPC), a resolution for a test procedure and KPIs, with eight open points requiring validation and verification; and developing a global roadmap on smart and bidirectional charging, which is finalised and to be published as a UN publication in Q1 2027. The cluster’s mandate has been extended for one year to October 2027 to continue validations, resolve open points, and investigate future work including review clauses and a fast charging performance test for heavy-duty vehicles.

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.

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.

Document outlining the 1st DETA/IWVTA Workshop held on 17 June 2026 in Flensburg, Germany. The workshop covered presentations on what DETA and IWVTA are, industry and government expectations, and issuance and acceptance of IWVTA certificates in the EU. Survey responses from 15 participants, including from Southeast Asian countries, indicated needs for more explanation on DETA access rights, onboarding processes for new Contracting Parties, and clearer guidance on how IWVTA can be modified to suit individual markets. Suggestions included developing supporting materials and guidelines on IWVTA application procedures and organizing a second workshop in Japan or Asia.

Status report on the Informal Working Group on Electromagnetic Compatibility covering recent meetings held in May, July and September 2026. The report addresses current work on the 07 and 08 series of amendments to UN R10, including a new supplement by OICA to clarify transitional provisions regarding Automated Driving Systems, and discussion of various technical proposals for the 08 series covering AC DC chargers for REESS, radiated requirements, electromagnetic immunity evaluation methods, testing conditions, and harmonics observation. Upcoming sessions are scheduled for December 2026, January 2027 and March 2027.

Proposal to renumber and amend para. 13.3. and related subparagraphs to revise transitional provisions. Contracting Parties shall not refuse type approvals under the 07 series from its official entry into force. From 1 September 2029, Contracting Parties need not accept type approvals from preceding series first issued after that date. Contracting Parties shall continue to accept approvals from the 06 series for vehicles not equipped with an Automated Driving System (ADS) or for vehicle systems, equipment and parts not part of an ADS which are not affected by changes introduced by the 07 series, and shall continue to accept approvals from the 06 series first issued before 1 September 2029 and extensions thereof.

Discussion paper presenting a proposal for technical requirements for an Automated Driving System marker lamp to improve social acceptance and facilitate traffic management and enforcement. The proposal addresses installation position (mandatory front and rear, optional side), visibility angle equivalent to direction-indicators, luminous intensity variation (continuous illumination without flashing, except nighttime dimming), combined use with direction-indicators (ADS marker lamp turned off when direction-indicator operates on same side), and applicable vehicle categories (M, N, L₆, L₇, and O when towed by automated driving vehicle). Survey results from Japan, UK, US, and Germany indicate approximately 70% of respondents support distinguishing automated from manual driving modes externally.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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).

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.

The Informal Working Group on Electromagnetic Compatibility is established to review electromagnetic compatibility requirements and develop a proposal for a new series of amendments to UN R10. The group’s objectives include ensuring electromagnetic compatibility, defining essential requirements in performance and technology-neutral terms, limiting measurement workload, updating references to standards and vehicle categories, adapting to technical progress, including provisions for automated driving systems, and reducing ambiguity and administrative burden. The IWG will draft a proposal for the 08 series of amendments, with an informal document targeted for GRE’s 97th session in October 2027 and a formal document for the 98th session in April 2028.

Discussion of R.E.3. revision 8 adopted by WP.29 in November 2025, which allows vehicle manufacturers to apply for new approvals for software versions on registered vehicles. The Netherlands raised concerns about compatibility with type approval principles, the 1958 Agreement, and EU law, citing issues with traceability, multiple approvals for one type, approval requirements for non-production vehicles, and product marking. The document proposes distinguishing between ‘live’ approvals for new vehicles using normal type approval procedures and ‘legacy’ approvals for in-service vehicles using an updated revision concept, with updates to Schedule 3 of the 1958 Agreement and R.E.3. revision 9.

Report on a Slovak research project conducted from September 2022 to October 2023 on the impact of front brake lights on road safety. The Front Brake Light was installed on 3,072 vehicles, with 2,715 drivers participating and covering 38.24 million kilometres. Survey results show 78 percent of drivers and 86 percent of pedestrians support general introduction of the Front Brake Light into regular traffic. Both driver and pedestrian respondents reported the feature enhances safety at pedestrian crossings, reduces uncertainty in various traffic situations, and improves traffic flow smoothness.