Proposal to:

• Amend the table of contents,
• Insert new Part I-2 on Phase 2 covering background and technical rationale for thermal propagation,
• Modify para. 3.42. to add a note on pulsating DC voltages,
• Amend paras. 5.4.12. to 5.4.12.1. and 7.3.12. to 7.3.12.1. to establish thermal propagation compliance options including test and risk management approaches,
• Insert new paras. 5.4.12.3. to 5.4.12.3.2.4. and 7.3.12.3. to 7.3.12.3.2.3.,
• Insert new paras. 6.2.12. to 6.2.12.6. and 8.2.11. to 8.2.11.6. specifying thermal propagation test procedures,
• Insert new Annex 3 with five appendices detailing five initiation methods: localized external rapid heater, internal heater method 1, internal heater method 2, nail penetration, and laser-based initiation.

This document provides background material for an IWG EqOP workshop scheduled for November 2026 in Tokyo to draft conceptual ideas for assessing robustness of vehicles in frontal crashes using a holistic approach complementing current ATD-based requirements. The workshop aims to protect occupants of varying body height, weight, shape, and seating position by maintaining structural integrity and effective safety systems. Two sessions are planned: identifying issues needing solutions through field data and EqOP priorities from GRSP-78-07, and reviewing regulatory solutions including current regulations R16, R94, and R137, with consideration of ATD and HBM roles.

Proposal to insert a new para. 0.4. defining the scope of second level warning of safety-belt reminders and clarifying that higher priority warnings or actions not described in the regulation cannot be understood as normal operation, and amend para. 5.2.4.3. to add a condition allowing discontinuation of the second level warning when other audible safety warnings are triggered in circumstances of imminent danger.

Proposal to:

• Insert a new Introduction section clarifying the assessment procedure for door opening and permitting the use of an external vehicle lift to return a vehicle to its wheels following the side impact test in compliance with workshop health and safety requirements,
• Insert a new para. 5.3.3.1.1. specifying that if necessary the vehicle shall be put back on its wheels and paragraphs 5.3.3. and 5.3.3.1. shall apply.

Proposal to insert a new para. 0.2. clarifying the assessment procedure for door opening and permitting the use of an external vehicle lift when a vehicle needs to be returned to its wheels following the side impact test to comply with workshop health and safety requirements, and insert a new para. 5.3.3.1.1. providing that if necessary the vehicle shall be put back on its wheels and paragraphs 5.3.3. and 5.3.3.1. shall apply once in this condition.

Minutes from the 27th meeting of GRSP TF on AVRS held Wednesday 1st July 2026 online. The agenda and previous minutes were approved. EC reported from June WP.29-199 TF Expert FADS and presented WP.29-199-19. GRSP TF AVRS must complete crashworthiness regulation for Category Y and Pedestrian Protection R127, GRE TF AVSR ADS marker lamps, GRE IWG EMC refinements for ADS in 10R08, and GRPE TF AVRS amendments to UN Regulation No. 154. Regarding amendment proposals to UN Regulations Nos. 35 (ECE/TRANS/WP.29/2026/104) and 68 (ECE/TRANS/WP.29/2026/146), AC.1 postponed voting to the next session due to required quorum not being attained. EC presented updates on Y-category regulatory framework for N₁, Y-category Pedestrian Protection UN Reg 127, and UN Regulation No. 42 and 134. Next meetings scheduled 4th September, 5th October, week 4, 24th November or 1st December, and 7–11 December.

Proposal to:

• Insert new paragraphs 0.2. to 0.2.5. providing an overview of the 05 series amendments concerning transposition of UN GTR No. 9, Amendment 3 on test procedures for Deployable Pedestrian Protection Systems and head impact time determination simulation,
• Add a new paragraph to paragraph 2. requiring measurements to be taken with DPPS undeployed,
• Delete footnotes 2 and 3 from paragraph 2.1.,
• Replace a reference in paragraph 2.31.,
• Delete footnotes 5 and 6 from paragraphs 2.43. and 2.45.,
• Insert new definitions in paragraphs 2.50. to 2.61. relating to DPPS,
• Amend paragraphs 4.2. and 4.4.3.,
• Amend paragraphs 5.2. to 5.2.2. on headform tests,
• Delete paragraphs 11.1. to 11.25. and insert new transitional provisions in paragraphs 11.26. to 11.29. specifying that as from 1 September 2031 Contracting Parties shall not be obliged to accept type-approvals to preceding series first issued after that date, and that type approvals using test procedures related to atypical windscreen fracture behaviour shall continue to be granted until 1 September 2033,
• Amend Annex 1 Part 1 paragraph 9.23.1. and Part 2 paragraph 16.1.,
• Amend Annex 2 text,
• Amend Annex 3 paragraph 3.2.,
• Insert new Annexes 7 and 8 specifying detailed test procedures for DPPS including static, dynamic and combined testing options, HIT determination through numerical simulations with Human Body Models, and quality checks and documentation requirements.

Proposal to amend para. 3.3.2. to restructure information requirements for rechargeable energy storage systems and insert new paras. 4. to 9.1. to add information requirements for fuel cells, fuses and circuit breakers, power wiring harnesses, protection against electric shock, additional data on power circuit components, and hydrogen systems or components.

Proposal to:

• insert a new paragraph 0 introducing the amendment to account for vehicles of categories X and Y, stating that the Regulation was originally drafted for vehicles with a driver and manual driving controls and is being extended to vehicles without a driver and without manual driving controls, that in manual driving mode no special provisions apply to vehicles equipped with an Automated Driving System other than vehicles of categories X and Y, and that vehicles of category Y are exempted based on front structure geometry rather than driver “R” point position
• amend paragraph 1.2 to provide that 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
• amend paragraph 1.3 to provide that 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
• amend paragraph 1.4 to delete the statement that this Regulation does not apply to vehicles of category Y and instead provide that vehicles of category N1Y where a specified equation is fulfilled are exempted
• amend paragraph 2.8 to revise the definition of “Bonnet rear reference line” and provide that for vehicles of category Y without a windscreen, the BRRL is defined as the geometric trace of the most rearward points of contact between the sphere and the front structure as it is traversed across the vehicle’s rearward edge
• amend paragraph 2.22 to provide that for vehicles of categories X and Y, automated driving sensors that are essential for the vehicle’s operation and cannot be stowed during driving should be considered part of the “Front structure”
• amend paragraph 2.29 to provide that for vehicles of category X, two passenger masses are placed on the front seats instead of driver and one passenger masses, and for vehicles of category Y, no occupant mass is added
• amend paragraph 2.32 to provide that for vehicles of category Y where A-pillars are non-existent, side reference lines also define the lateral limits for the total test area
• amend paragraph 2.44 to provide that for vehicles of category Y where a windscreen is non-existent, the windscreen test area is defined as the “Upper structure test area” with specified front, rear, and side boundaries
• amend paragraph 2.45 to provide that for vehicles of category Y where a windscreen is non-existent, the cowl monitoring area is bound in the rear by the front of the “Upper structure test area”
• amend paragraph 5.3.1.2 to provide that ARHSS shall automatically return to normal ride height while an ADS feature is active

CLEPA supports the general approach in the current draft UN R for children left in vehicles regulation. Systems shall detect presence of children through a technology neutral approach based on performance requirements. Door-logic based systems have known weaknesses and are insufficient as standalone solutions. Systems shall appropriately address situations where children are unknowingly or knowingly left in vehicles, with suitable test cases covering real-life relevant situations and child restraint system installations. CLEPA proposes replacing references to in-direct plus or direct sensing systems with sensing system throughout the regulation.

In-direct plus is a sensing system that, in addition to its indirect sensing functionality, has the ability to detect the presence of a live person inside the vehicle by means of sensing human attributes such as movement, temperature, sound, weight or any other sign of life. Direct sensing system detects the absolute presence of a human inside the vehicle by means of tracking heartbeat, respiration, movement, or any other sign of life. Indirect sensing system derives the potential presence of a subject or object inside the car based on logic using information such as door opening, pressure or capacitive sensing.

The IWG is discussing the time interval from door lock to initial warning, with options of 15, 25, or 30 seconds as specified in para. 6.4.1. Investigation of door vibration effects during closing at three speeds (strong 3 m/s, medium 2 m/s, weak 1.2 m/s) on a medium SUV showed door vibration diminishes around 10 seconds. The system requires at least 3 times respiration cycles for accurate child detection judgment to reduce false-positive warnings in the field. A 25 seconds delay is recommended to allow appropriate time for accurate detection while accounting for vehicle vibration disturbance.

Updated document with in-session comments.

Draft text for a new UN Regulation on crashworthiness of vehicles of category N₁Y, including comments from France:

• Amend paragraphs 0.2.1., 2.4., 5.1., 5.2., 6.3.1., and Annex 3,
• Insert paragraphs 2.5., 2.6., 5.2.4., 5.2.4.1., 5.2.4.2., 5.2.4.3., 6.3.3., and 6.3.3.1.,
• Update annexes with test procedures for frontal, lateral, and rear-end collision and hydrogen fuel system integrity assessment post-crash for vehicles of category N₁Y, to ensure protection of fuel system integrity, protection against electrical shock from rechargeable energy storage systems, and vehicle crash compatibility in frontal, rear-end, and lateral collisions.

This Regulation establishes uniform provisions for crashworthiness approval of N₁Y vehicles regarding fuel system integrity, electrical shock protection, and crash compatibility during frontal, rear, and lateral collisions. The provisions for frontal impact are based on UN R94 or UN R137 per manufacturer choice with Technical Service agreement; lateral impact provisions are based on UN R95; rear impact provisions are based on UN R153. Vehicles with maximum design speeds not exceeding applicable impact speeds shall be tested at their maximum design speed and comply with post-impact requirements. Crash Compatibility Criterion shall not exceed 40–45 g and Crash Compatibility Value shall not exceed 100–120 g×tonne. For vehicles derived from types already approved under UN R94, UN R137, UN R95, or UN R153, previous test results may be used if mass increases do not exceed 8 per cent.

This document is background material for the IWG EqOP workshop on equity issues in frontal crashes relevant for restraint systems scheduled for November 2026 in Tokyo. The workshop aims to draft conceptual ideas for a procedure to assess robustness by complementing current specific requirements based on ATDs using a more holistic approach. Robustness is defined as the vehicle’s ability to protect occupants of variation in body height, weight, shape, and seating position in real-world relevant collisions by maintaining structural integrity and effective safety systems. The reading list addresses field data, real-world needs, characteristics of frontal collisions, current regulations including UN R16, UN R94, UN R137, human body model readiness, injury prediction strategies, and regulatory solutions including Euro NCAP approaches, informed by GRSP-78-07.

The document addresses open issues and comments regarding UN R11 and GTR No. 1 concerning emergency door opening. It proposes defining vehicle master control switch as the device bringing onboard electronics from off to normal operation mode, and suggests activating this switch rather than switching ignition on in test procedures. The document defines main power supply as power source(s) and supply path(s) normally used for door system operation, excluding secondary or back-up supply. It raises concerns about secondary or back-up power supply failure occurring in the field before emergencies despite compliant test results. The document discusses objective intuitiveness criteria including visibility, accessibility, discoverability, identification, and operability. It recommends standardized marking for exterior door handles and proposes that door opening and closing procedures be described in vehicle owners’ manuals.

Provisional agenda for GRSP’s eightieth session to be held 7–11 December 2026 in Geneva. The session will address UN Global Technical Regulations No. 1, 13, and 20; UN Regulations Nos. 11, 17, 21, 22, 95, 100, 127, 129, 134, 145, 170, 173, and 174; a new UN Regulation and authorization request for a GTR on children left in vehicles; collective amendments to UN Regulations affecting automated vehicles; Mutual Resolution No. 1; equitable occupant protection; and other business items including vehicle automation, software updates, airbags, child restraint systems, and bus protection.

This document presents an analysis of abdominal injuries in frontal crashes using data from CEDATU, the Central Database for In-Depth Accident Study in Austria. The study examined 1,348 cases with 2,570 occupants from accidents between 2003 and 2025, excluding vulnerable road users and crashes with more than two participants. Results show 9.3% of occupants sustained abdominal injuries, with frontal impacts accounting for 62.8% of cases. Liver and spleen injuries were most common, representing 33.8% and 31.9% respectively. Females sustained abdominal injuries more frequently with increasing age compared to males.

As of 2025, Euro NCAP only rewards direct sensing systems. Of 113 vehicles rated under the 2025 protocol, 69 were battery electric vehicles. Direct sensing systems increased from 12% in 2024 to 31% in 2025, while indirect systems decreased from 46% to 27%. Overall, 36% of tested vehicles in popular categories were equipped with direct sensing, except superminis. All direct sensing systems cover rear seats; 40% also cover front passenger seats. Of vehicles tested, 60% provide intervention alongside initial and escalation warnings. All vehicles with direct sensing systems are equipped with a battery for propulsion. (PDF version of CLIV-21-08)

As of 2025, Euro NCAP only rewards direct sensing systems. Of 113 vehicles rated under the 2025 protocol, 69 were battery electric vehicles. Direct sensing systems increased from 12% in 2024 to 31% in 2025, while indirect systems decreased from 46% to 27%. Overall, 36% of tested vehicles in popular categories were equipped with direct sensing, except superminis. All direct sensing systems cover rear seats; 40% also cover front passenger seats. Of vehicles tested, 60% provide intervention alongside initial and escalation warnings. All vehicles with direct sensing systems are equipped with a battery for propulsion. (PowerPoint version of CLIV-21-07)

Pediatric vehicular heatstroke occurs when body temperature exceeds 104°F, with children’s body temperatures rising three to five times faster than adults’. An average of 37 pediatric vehicular heatstroke fatalities occur yearly from 1998–2024, primarily from children being forgotten in vehicles. NHTSA has tested retrofit, aftermarket, and vehicle manufacturer unattended child reminder systems using direct and indirect sensing approaches. Testing revealed Bluetooth-connected devices alert at varying distances depending on signal strength, capacitive and pressure devices face false trigger risks, and direct sensing radar systems show inconsistent detection across vehicles and seating positions. NHTSA plans to publish an Advanced Notice of Proposed Rulemaking seeking comments on amending Federal Motor Vehicle Safety Standards to require rear seat occupant detection systems.

From 1998 to 2025, 1,041 pediatric vehicular heatstroke fatalities occurred, with an average of 37 fatalities yearly. NHTSA assessed direct sensing radar systems in Genesis GV70, Toyota Sienna, and other vehicles, finding detection rates varied between vehicles and seating locations. Testing used Child Presence Detection dummies simulating newborn infants. NHTSA also evaluated aftermarket systems including retrofit devices like Ride & Remind and non-retrofit devices like SensorSafe, finding widely varying detection and alerting features. NHTSA continues investigating performance of strategies to reduce pediatric vehicular heatstroke risk and developing test procedures and performance criteria for evolving technologies.

The 21st IWG CLIV Session agenda for 8–11 September 2026 at UTAC Autodrome de Linas-Montlhry, France, focuses four meeting days on light vehicles. Drafting work with demonstrations occurs throughout the week. Day 1 includes introduction, official welcome, agenda adoption, progress summary, group photo, drafting regulatory text for LVs, research presentation on hot cars, and vehicle demonstration. Days 2–4 comprise drafting sessions for UNR for LVs, presentations including ISO WG on surrogate progression and vehicle demonstration, with closing remarks each day. The meeting ends 17:00 on Friday 11 September 2026.

Clean work-in-progress draft proposal to amend para. 0 to introduce provisions for vehicles of category Y and vehicles equipped with an Automated Driving System, amend para. 1.4. to specify that the Regulation does not apply to vehicles of category Y and to exempt certain vehicles of category N₁, amend para. 2.8. to define the bonnet rear reference line for vehicles of category Y without a windscreen, amend para. 2.22. to include automated driving sensors in the definition of front structure for vehicles of category X and Y, amend para. 2.29. to specify normal ride attitude for vehicles of category X and Y, amend para. 2.32. to define side reference lines for vehicles of category Y without A-pillars, amend para. 2.44. to define windscreen test area boundaries for vehicles of category Y without a windscreen, amend para. 2.45. to specify cowl monitoring area for vehicles of category Y without a windscreen, and amend para. 5.3.1.2. to modify requirements for Actively Regulated Hydro-pneumatic Suspension System when an Automated Driving System feature is active.