The tenth meeting of the Equitable Occupant Protection Task Force 2 on rear-end impact was held online on March 31, 2026, with 25 participants. The agenda was adopted and previous minutes were approved. The planned in-person workshop in Sweden was cancelled. An online workshop was agreed to be held June 29-30, 1200-1600 CEST both days, with an in-person workshop planned after summer.

The task force on rear impact assessment plans an online workshop June 29-30 from 1200-1600 CEST and an in-person workshop in conjunction with IRCOBI in September or later, possibly October at BASt. Topics include whether quasi-static testing in UN R17 is adequate. Presentations will cover evaluation of UN R17 whiplash protection tests using simulations, evaluation and development of regulations for whiplash protection in vehicle seats, injury criteria and biomechanical injury mechanisms, finite element models of the female Anthropomorphic Test Device, and future plans for Euro NCAP. Additional topics include rear row testing, low-speed impact testing, and improvement of certification processes for EvaRID and BioRID.

Proposal to insert a new paragraph 0 introducing amendments for vehicles of categories X and Y, and to amend paragraphs 1, 1 footnote 1, 2.8, 2.22, 2.27, 2.29, and 5.3.1.2 of UN R127. The regulation is amended to extend application to vehicles without driver and without manual driving controls, including vehicles equipped with an Automated Driving System. Vehicles of category Y are not in scope. Modifications address the bonnet rear reference line definition, front structure including automated driving sensors for categories X and Y, mass in running order, normal ride attitude, and air ride height suspension engagement conditions.

This paper is to inform relevant GRs of the ongoing activities within the CLIV informal group and the potential influence on the work under the responsibilities of the GRs. CLIV is in Phase 2 developing a new UN Regulation on Children Left in Vehicles for vehicle categories M₁, M₂, M₃ and N₁. The draft regulation includes requirements for visual and audible external warnings upon detecting a CLIV event. The IWG prioritises development for buses first, then light vehicles. The draft regulation aims to mitigate risk of serious or fatal injuries to children left in vehicles. Upon detecting a CLIV event, visual and audible external warnings will be generated using an SOS morse code pattern to distinguish from existing warnings.

Proposal to establish a new UN Regulation for vehicles of category N₁ regarding protection of fuel system integrity, protection against electrical shock, and vehicle crash compatibility in frontal, rear-end, and lateral collisions. The Regulation integrates provisions from UN R94, UN R95, UN R137, and UN R153. For frontal impact, vehicles not exceeding 2,500 kg follow UN R94; vehicles exceeding 2,500 kg but not exceeding 3,500 kg follow UN R137. Lateral impact provisions derive from UN R95, excluding the side pole impact test. Rear-end impact provisions derive from UN R153 without modification. Specifications address fuel leakage limits, hydrogen storage system integrity, electrical shock protection from rechargeable energy storage systems, and energy absorption to prevent aggressive vehicle behavior in collisions.

A new general safety regulation for vehicles of category Y, which are not designed to carry occupants, adds provisions requiring repetition of tests described in Annex 3 and Annex 4 when modifications affect the general form of vehicle structure or increase mass by more than eight per cent. For modifications affecting only interior fittings or mass increases not exceeding eight per cent, a simplified test in accordance with UN R94 in its 05 series of amendments or a partial test shall be carried out. The regulation incorporates requirements from UN R94, UN R95, UN R137, and UN R153, and proposes exempting vehicles with maximum design speed not exceeding 50 and 56 km/h from impact test procedures while requiring compliance with post-impact requirements.

A decision was taken in mid-2025 to start drafting a new regulation for category Y vehicles. TF AVRS agreed to amend UN R127 to include Y-category vehicles. Supplement 5 to the 04 series of amendments proposes: for vehicles of category Y, dimensions based on front structural geometry shall determine exemptions ensuring equivalence to R-point criteria; Bonnet Rear Reference Line is defined for category Y vehicles without a windscreen; Front structure definition includes outer structures and, for category X and Y, automated driving sensors essential for vehicle operation; Normal ride altitude testing shall be at Unladen Vehicle Mass.

The 24th meeting of the GRSP Task Force on Automated Vehicle Regulatory Scheme (AVRS) was held on 2 April 2026. The agenda and previous minutes were approved. GRPE Regulation 154 is delayed; GRSG is progressing well. An AVRS Expert meeting on harmonizing terminology was held jointly with other groups. The EC screened GRBP AVRS documents; GEE screening is next. The TF discussed Y-category regulatory framework changes, including fuel leakage requirements, mass definitions, and cargo terminology. UN Regulation 127 for pedestrian protection will be updated for N₁Y categories. Discussions addressed T0 synchronization discrepancies in UN Reg 17 Annex 14 and FR comments on UN R12 ADS amendments. The next meeting is 28 April 2026.

KATRI reported on the 131st GRSG session. OICA raised concern that the scope of the draft regulation is not clear, noting that vehicles of categories M₂ or M₃ class B and III designed or equipped primarily for the carriage of children equals all of M₂ or M₃ vehicles since there is always a possibility of carrying children, and stated it is now checking TF STBC documents. CIVD stated that vehicles used for camping need to be exempted from scope, noting this is reasonable but questioning how. Denso asked whether warning method of visual and audible is different between buses and light vehicles, noting this is done, and stated it seems possible to add new regulation number in UN R48.

The agenda includes installation of belted child restraint systems and seat belt minimum length, amendment to UN R107 per document STCBC-TF173-07-02, amendment to UN R173 per document STCBC-TF173-06-05, and amendment to UN R145 per document STCBC-TF173-07-03.

The document addresses how to define and measure effective seat belt webbing length for buses of category M₂/M₃. It proposes defining effective length by pulling the lap belt at the geometrical midpoint under a 60-degree angle to form an equilateral triangle, where the leg on the buckle side defines 50 percent of pursued effective length for 2-point belts and 25 percent for 3-point belts. Additional webbing for attachment, handling, connection to spool, and spool length must be added based on seat design and geometry. The proposal suggests the definition may work using diagonal belt alone in the ghost position and questions where to include it in UN R173.

ISOFIX position means a position satisfying regulation requirements to allow installation of ISOFIX child restraint systems as defined in UN R44 and UN R129. i-Size seating position means a seating position satisfying regulation requirements to allow installation of i-Size child restraint systems as defined in UN R129.

UN R21 requires the owner’s manual to contain clear instructions for power-operated window/roof panel/partition systems, including explanation of possible consequences, use of driver-controlled switches, and WARNING messages indicating dangers to children and requiring special care with remote closing systems. UN R173 references to Annex 9, paragraph 3 are unnecessary as this paragraph no longer exists in R173 but is now in UN R16 S10 Annex. UN R94 Annex 3 requires a line break.

The agenda includes installation of belted child restraint systems, including seat belt minimum length feedback and definition of minimum effective belt length, installation of ISOFIX child restraint systems, amendments to UN R107, ISO pictogram wording revision and dimensions, clarification of the table for M₁ vehicles, introduction of seat belt length requirements for belted child restraint systems on M₂ and M₃ vehicles, amendments to UN R145, ISOFIX force reduction, and proposals to improve ISOFIX definitions across UN Regulations.

Proposal to modify definitions 2.9 “ISOFIX position” and 2.24 “i-Size seating position”. The revised definition of ISOFIX position specifies which types of ISOFIX child restraint systems as defined in UN R44 and UN R129 may be installed. The definition of i-Size seating position clarifies that such positions are designed to accommodate i-Size child restraint systems as defined in UN R129. The modification bases these definitions on strength test requirements rather than child restraint system category.

UN R145 and UN R173 establish optional ISOFIX installation for vehicles of category M₂ and M₃. ISOFIX seating positions require compatibility with specific Child Restraint Fixture volumes and lower isofix forward strength of 8kN. I-Size seating positions require minimum 440mm distance between adjacent positions, compatibility with ISO/F2X and ISO/R2, and additional support leg strength testing. The document proposes allowing labels on bus windows and removing marking requirements for M₂ and M₃ from UN R145.

Proposal to account for vehicles of category X and to extend its application to vehicles without driver and manual driving controls. New sections introduce definitions for Automated Driving System features (ADSF-1 and ADSF-2) and establish requirements for door closure warning systems and locking devices for vehicles equipped with ADSF-2. Vehicles of category Y are excluded from scope. Various paragraphs are amended regarding door systems, locking mechanisms, and impact definitions to address automated driving scenarios.

From 2006 to 2025, Swedish emergency hospitals treated 170,995 injured drivers and passengers in passenger cars (52% men, 48% women). Pelvic fractures occurred in 1,198 individuals (0.7%), with 78% having one fracture and 22% having multiple fractures. The proportion of pelvic fractures increased with age and when seat belts were not used. Drivers comprised 71% of injured, front passengers 14%, and rear passengers 8%.

From 1 July 2013 all new School Buses in Australia must be fitted with a Child Safety Alarm system hardwired from the vehicle ignition circuit and powered from the vehicle battery. The system must activate after no more than five minutes of operation or immediately once the passenger door has been opened or closed, cannot be overridden by the operator, and can only be deactivated after the disabling switch is actioned. The disabling switch must be located inside the vehicle behind the rearmost passenger seats requiring the driver to walk to the rear to deactivate it. An audible alarm must sound when the engine ignition switch is turned off and the disabling switch has not been actioned, and must be audible from up to 10 metres distance.