Proposal to amend Annex 3, table 3, column “Number of cycles,” first row, is amended to read “60 per cent of initial cycle life (11 000 cycles).” and Annex 3, table 4, column “Number of cycles,” first and second rows, is amended to read “20 per cent of initial cycle life (11 000 cycles).”

Proposal to extend UN R134 to vehicles of category X (excluding vehicles of category Y), add provisions for Periodic Technical Inspections, modify hydrogen concentration warning requirements for ADS features of type 2 to transmit logic signals to the ADS, and adjust test cycle specifications in Annex 3.

A design is intuitive when users understand and use it correctly and efficiently without needing instructions or prior training. Key signs include matching user expectations, requiring little explanation, giving clear feedback, minimizing thinking, maintaining consistency, and building on familiar patterns. For emergency door opening, intuitive design requires interior release control to unlock doors and unlatch without separate controls. Alternative actions for power loss must be fully intuitive, integrated or in close vicinity, within reach, and properly marked. Exterior door handles need a proper force application area for at least four fingers of an adult hand.

Comments address proposals EDO-05-03e and EDO-05-04e. On intuitiveness, the definition was agreed upon but concerns remain regarding ambiguity under self-certification system. Specific examples may be included such as door handle with gripping space, and mark/label/symbol on latch control. On power loss test, overall test procedures were agreed upon. Clarifications needed include normal riding position in 2.2.3., and whether interior test testers proceed with opening procedure after 60 minutes for all doors with 4 times repetition per door within 60 minutes proposed.

The CLIV informal group held its 15th session in Seoul from 24–27 March 2026, focusing on drafting performance requirements for buses and coaches. Japan proposed a five-minute inspection duration for drivers to confirm all children have disembarked; however, OICA suggested linking inspection time to passenger capacity. On Day 3, Japan presented a revised position: buses with 25 or more passenger seats require five minutes before a CLIV warning event occurs, while buses with fewer than 25 passenger seats require three minutes. All delegates supported this approach. The IWG agreed to draft papers for submission to affected GRs concerning external audible and visual warning signal proposals and intends to submit the draft UN Regulation to GRSP for informal consideration at the June 2026 GRSP session.

Proposal to extend application of UN R127 to vehicles of category X and those without drivers or manual driving controls, modify scope provisions, update headform acceleration criteria in paragraph 2.48, add new approval mark provisions distinguishing WAD 2,100 versus WAD 2,500 boundaries, require mandatory notification and uploading of test results to the DETA database, and set transitional provisions with dates through 2033 for type approvals and acceptance of previous amendments.

Proposal to enable application to vehicles of category X, including clarifications to test procedures for asymmetric side structures and specifications for category X vehicles. In manual driving mode no special provisions or exemptions apply; in a mode where an ADS feature is active, the relevant ADS requirements apply. The regulation does not apply to vehicles of category Y.

Proposal to enable application to vehicles of category X. For vehicles of category X, the R point of the most forward passenger seat shall be taken instead of the R-point of the driver’s seat. A seating position with steering control placed in front may be designated as suitable for Child Restraint System installation if requirements for a passenger seating position are fulfilled. The Regulation does not apply to vehicles of category Y.

Proposal to clarify exemptions for folding seats, delete a condition on neutral transmission position for first-level warnings, harmonize the “vehicle master control switch” definition with UN R159, ensure drivers receive initial warnings when entering vehicles with remotely activated switches, ensure clear voice communication during emergency calls, and enable application of UN R174 to vehicles of category X, including requirements for safety-belt reminders in first-row seats of category X vehicles and permission for ADS management of safety-belt reminders if equivalent safety is provided.

Unlock refers to transition of a doorlatch system into a state in which operation of the latch-release control is no longer inhibited, allowing the latch to disengage from the striker. Unlatching refers to transition into a state in which the latch and striker are no longer capable of withstanding separation forces, thereby allowing the door to move away from the vehicle body structure. Opening refers to the action by which a door is moved from its closed position to an open position through mechanical force or energizing an actuated device. Child Safety Lock System is a locking device which, when engaged, prevents operation of the interior door handle or other release device.

Proposal to enable application to vehicles of category X. In the absence of a driver or manual driving controls, provisions related to them shall not be taken into account if not already covered by this amendment. Vehicles of category Y are not in the scope of this Regulation. In manual driving mode, no special provisions or exemptions apply to vehicles equipped with an Automated Driving System other than vehicles of category X.

Proposal to enable application to vehicles of category X with a gross vehicle mass of up to 3,500 kg. The most forward passenger seat R-point shall be taken instead of the driver’s seat R-point for vehicles of category X. Amendments clarify provisions related to sensors, testing procedures, and applicability to vehicles without drivers.

Proposal to enable application to vehicles of category X. Amendments specify dummy placement and positioning requirements for vehicles of category X, including provisions for both right and left hand traffic configurations. Vehicles of category Y are excluded from the scope.

Proposal to enable application to vehicles of category X (vehicles of category Y are excluded from the scope). For vehicles of category X, the R point of the most forward passenger seat shall be taken instead of the R-point of the driver’s seat. The proposal amends the provision on “anti-rotation device” to read, “An anti-rotation device for an ISOFIX semi-universal child restraint system consists of either a top tether, the vehicle dashboard, a support leg or any other means intended to limit the rotation of the restraint during a frontal impact”.

Proposal to extend the scope to vehicles of category X (application to vehicles without driver and manual driving controls), to define door closure warning systems, address ADS features of type 1 and type 2, add requirements for door locking devices on vehicles equipped with ADSF-2, and modify references to driver-side impacts by impacts on one side of the vehicle.

The Informal Working Group on EV/HFCV Retrofit Systems held its seventh meeting on 5th March 2026. The group adopted the provisional agenda, approved minutes of the previous meeting, and acknowledged ongoing activities under GRPE, GRSP and GRVA. Electrical safety review will continue once clarification regarding UN R100 is available. Cybersecurity discussions covered very old vehicles, older vehicles without cybersecurity provisions, and modern vehicles compliant with UN R155. Braking aspects and the structure of the draft UN Regulation were discussed, including vehicle versus system approval approaches and minimum and maximum vehicle age within the regulation’s scope.

Two presentations were delivered to the task force: one on abdominal injury assessment using human body models in frontal sled simulations, examining seatbelt trauma and submarining effects; and another proposing a real-world frontal crash assessment matrix based on field data, advocating for morphed human body models to represent diverse occupant sizes and ages. Continued discussion on priorities and workshop planning were postponed to the next meeting on April 14, 2026.

The agenda includes continuation of supply line discussions, corrections to UN R134/03, clarifications needed in UN R134/03 with responses from test labs, next steps, and scheduling of next meetings.

Proposal to amend Annex 3 paragraph 5.1 regarding the CHSS test article. The modification adds supply lines for additional TPRDs through appropriate adaptors to the required test article components, and clarifies that vent lines shall be connected to TPRDs to direct TPRD exhausts in a manner representative of the configuration in the vehicle. The task force identified contradicting language in the regulation regarding supply lines for additional TPRDs and aims to correct this inconsistency.

Test agencies expressed concern about knowing the material and fitting configuration of adapters in advance of testing. One agency suggested adapter material should match the original valve material strength. Agencies agreed small diameter supply lines present no pressure and temperature issues but suggested mandating a one to two second hold at maximum pressure during cycles. Test agencies questioned whether adapters and TPRD plugs are considered part of the test and whether leakage constitutes failure. Components not covered by UN R134 should be tested per ISO 19887-1.

Proposal to amend Annex 3 para. 5.1. to specify that the CHSS test article shall include the container and primary closure devices such as shut-off valve(s), check valve(s), and TPRD required to isolate the system, container attachments including gas housings or barriers that could impede TPRD response, as well as supply lines for additional TPRDs through appropriate adaptors, and vent lines shall be connected to TPRDs to direct TPRD exhausts in a manner representative of the configuration in the vehicle.

Test agencies raised concerns about hydrogen fuel safety testing. Agencies were concerned they might not know adapter material and fitting configuration in advance of performing the test. One agency suggested adapter material should at least be the same strength as original valve material. Another agency expressed concern that adapter materials could be affected by hydraulic fluid. Most test agencies agreed there are likely no issues with pressure and temperature development of test fluid from small diameter supply lines. One agency stated flow restriction would create high temperatures that would undermine the cold cycling test. Another agency suggested pressure drop in supply line(s) can be accommodated by mandating a 1 to 2 second hold at maximum pressure during a cycle.

GIDAS data analysis examined abdominal injuries in car crashes from 2005–2025. Case selection included passenger cars registered 2005–2025, occupants over 11 years old, belted, with at least AIS 1 in AIS15REG5. The study analyzed 234 cars with 248 occupants sustaining abdominal injuries. Frontal impacts accounted for 71%, rear impacts 12%, left side impacts 10%, and right side impacts 8% of cases. Analysis examined injury distribution across AIS levels, gender, age, height, weight, delta V, seating position, and specific abdominal injuries.

This accidentology study analyzed French national accident data from 2015–2024 for M₁ vehicles involved in frontal collisions. Overall occupancy rate was 1.4 persons per vehicle, with rear rows accounting for 11% of occupants. Rear right seats were most occupied (46%), followed by rear left (40%) and rear centre (12%). Fatalities occurred in 96% of front row occupants versus 4% in rear rows. Rear row occupants showed consistently lower severity outcomes across all injury categories compared to front row occupants, with no significant differences observed before or after 2020.