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.

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 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.

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.

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 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.

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 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.

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 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.

The IWG chair reviewed the 15th meeting to address strategic goals of equitable and overall enhanced protection of diverse populations in rear-end and frontal impacts, based on feedback from GRSP-78-07 and GRSP-78-08. Task forces are investigating submarining prevention, abdominal injury risks, Diffuse Axonal Injuries, lower extremity injuries, and neck injuries in frontal crashes, while considering occupants of different sizes, weights, shapes, and seat adjustments. Priorities include developing broader protection procedures over a range of scenarios and speeds rather than specific repeated requirements, with next steps involving prioritization and role definition within task forces before reporting to GRSP 79.

The informal working group on Equitable Occupant Protection will hold its 16th meeting on 18 May 2026 from 10.00 to 12.00 CET via TEAMS. The preliminary agenda includes adoption of the agenda, approval of minutes from the 15th meeting, review of the Progress Dashboard, status review of task forces, a report to GRSP 79th session, discussion of upcoming meetings and workshops, and conclusion.

The 15th meeting of the UN GRSP IWG Equitable Occupant Protection was held on March 24, 2026, with 35 online participants. The agenda and minutes of the 14th meeting were approved. Two informal documents, GRSP-78-07 and GRSP-78-08, were presented to GRSP 78 and discussed. Three operational Task Forces on rear-end assessment, virtual crash testing, and frontal impact and restraint systems were reviewed. Each Task Force is invited to structure identified topics by prioritizing them and assigning a short, medium, or long-term horizon, and to map contributions within the Task Force clarifying roles and areas of expertise. The 16th IWG online meeting is scheduled for May 18, 10–12 CEST.

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.

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.

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.

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.

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.