The CLIV IWG held its 16th online session on 23 April 2026. The group discussed amending the SOS Morse code definition to clarify it as a continuous sequence of three dots, three dashes, and three dots. Delegates agreed the scope for M₂ and M₃ category vehicles requires clearer definition to exclude camper vans and caravans and limit application to vehicles designed or equipped primarily for child carriage. Homework tasks include reviewing UN Regulation definitions for vehicle master control switches, proposing wording for operational isolation of physical inspection systems, and researching paragraph 5.4.4.6.2. The September in-person meeting location remains under consideration, with Paris confirmed as a possible option pending final decision by end of July.

TF-AVRS submitted its status report to GRSP-79, advancing work on draft new Y-category Passive Safety Regulation and amendments to UN R127 for Y-category vehicles. The draft regulation addresses fuel system integrity, electrical shock protection, and crash compatibility based on UN R94, R95, R137, and R153. Horizontal items included eliminating R point problems, passenger compartment references, and A and B pillar designations, with harmonised mass definitions and consolidated numbering. Targets for 2026 included reviewing AVRS-adopted documents, correcting three regulations, and consistency checks across ADS amendments for WP.29-199.

Proposal to establish a new UN Regulation on crashworthiness of vehicles of category N₁Y with regard to protection of fuel system integrity, protection against electrical shock and vehicle crash compatibility in the event of frontal, rear-end and lateral collision. This Regulation applies to vehicles of category N₁Y and prescribes requirements for frontal impact based on UN R94 for vehicles not exceeding 2,500 kg and UN R137 for vehicles exceeding 2,500 kg but not exceeding 3,500 kg, lateral impact based on UN R95 without the side pole impact test, and rear impact based on UN R153. Vehicles must demonstrate fuel system integrity with no more than slight leakage or continuous leakage not exceeding 30 g/min, hydrogen leakage not exceeding 118 NL per minute, and protection against electrical shock from high-voltage systems. REESS must remain attached and exhibit no fire or explosion within 60 minutes post-crash.

The 5th Emergency Door Opening Task Force meeting was held 21–23 April 2026 in Seoul. The meeting minutes of the 4th EDO meeting were adopted without amendment. A report concerning the TF EDO work programme was delivered to WP.29 AC.2 and AC.3 during the 198th session of WP.29, with informal endorsement to transform the Task Force into an Informal Working Group. Discussions addressed amendments to UN Regulation No. 11 and No. 21, including test procedures for power loss, interior and exterior door opening, intuitiveness, and backup systems. Documents EDO-05-03, EDO-05-04, EDO-05-05, EDO-05-07, EDO-05-08, EDO-05-09, and EDO-05-12 were reviewed. Multiple homework items were assigned for completion before the 6th EDO meeting scheduled for 1–3 September 2026 in Paris.

Proposal to insert new paragraphs 0.2. and 0.2.1. to clarify the assessment procedure for door opening and permit the use of an external vehicle lift to return a vehicle to its wheels following the side impact test for workshop health and safety compliance, and insert new para. 5.3.3.1.1. to specify 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.

Italy opposes GRSP-79-05 proposal to delete paragraphs 15.1.2 and 15.1.3 of transitional provisions, which would permit production and marketing of helmets to the earlier 05 series of amendments to UN R22. Italy argues restoring approval for UN R22.05 helmets would set technical requirements back 26 years, disrupt markets with obsolete products, penalize companies investing in UN R22.06 adaptation, and frustrate safety improvements. No appreciable price difference exists between UN R22.05 and UN R22.06 helmets, negating cost justification.

The Equitable Occupant Protection informal working group pursues equitable and enhanced protection of diverse populations through robust, inclusive regulatory solutions addressing rear-end impact soft tissue neck injuries and frontal impact restraint systems. The group extends assessment towards brain injuries, soft tissue neck injuries, and lower extremity injuries with high frequency and risk of permanent medical impairment. Four task forces focus on rear impact seat assessment, virtual crash testing, frontal impact and restraint system requirements, and assessment of currently not considered injury types. Workshops are scheduled for June 29-30 on rear impact assessment, September 7 in Munich on virtual crash testing, and November 4-6 in Tokyo on frontal impact.

Proposal to insert a new paragraph 0.4. explaining that the second level warning of safety-belt reminders is intended to warn if one safety-belt is unfastened during normal driving conditions as specified in paragraph 5.2.4.1., and that other safety warnings may alert the driver to check overall safety of occupants and stop the vehicle, with the second level warning discontinued per paragraphs 5.2.4.3.(a) to (c)©, and amend paragraph 5.2.4.3. to add a new subparagraph (d) allowing discontinuation of the audible signal when other audible safety warnings are triggered in circumstances of imminent danger where the vehicle has to be stopped.

Proposal to insert new paragraphs 2.30. to 2.36. defining latch release control, door handle, retractable door handle, unlock, unlatch, door opening, and power loss; insert new para. 5.4. establishing door operation requirements for exterior and interior doors providing direct occupant access, including at least one intuitively accessible exterior latch release control and door handle, and interior means to unlock and unlatch; insert new para. 6.4. requiring intuitive operation of latch release controls and door handles, and specifying power-assisted systems remain capable of unlatching and unlocking after 60 minutes of power loss through secondary mechanical means, active secondary power supply, or fail-safe systems; and insert new Annex 7 establishing power loss test procedures for interior and exterior door opening following emergency events, requiring successful opening within five cycles after 60-minute power disconnection.

Proposal to renumber para. 5.8.4.2. as para. 5.8.4.3., insert new para. 5.8.4.2. requiring controls of electric side windows adjacent to the front seat row to be within reach and directly accessible without multiple actions, insert new paras. 5.8.8. and 5.8.8.1. to 5.8.8.3. requiring electric side windows of the front seat row to function for at least 2 minutes during vehicle submergence, and insert new Annex XI establishing a submergence test procedure for window opening functionality.

Supporting presentation for proposals to remove para. 6.2. and Annex 9A, remove para. 6.3. and Annex 9B, remove para. 6.5. and Annex 9E including Appendix 1, remove para. 6.10. and Annex 9J, exempt from isolation resistance measurements after each test, allow sequential execution of over-discharge and overcharge tests, remove standard cycle after each test, unify thermal event warning requirement by removing para. 6.14., and allow alternative conditions for ambient temperature for SOC adjustment. The document also proposes guidance on REESS type definition.

Proposal to establish uniform provisions concerning the approval of M₂ and M₃ vehicles to assist in the prevention of children being left inside. This regulation applies to vehicles of categories M₂ and M₃ class B and III designed or equipped primarily for the carriage of children, or special purpose vehicles of categories M₂ and M₃ class B and III designed specifically for the carriage of children. Vehicles shall be equipped with a physical inspection system which satisfies the requirements, including that the system shall be engaged when the vehicle master control switch is turned off and shall generate an external visual and audible warning if not disarmed within three minutes for buses not exceeding 22 passenger seats, or within five minutes for buses exceeding 22 passenger seats. The audible warning shall be greater than 60 dB(A).

Report on the status of deliverables to 79th GRSP session. Expected deliverables include working documents for transposition of optional part of GTR13 on liquified hydrogen (December 2025), updating ISO 17268-1:2025 reference for receptacle geometry (December 2025), and incorporating periodic inspection requirements into UN Regulation No. 134 (May 2026, WP.29-2026-56e). Additional deliverables include recommendations for IWG GTR 13 Phase 3 and way forward for material compatibility requirements (July 2026). TF-H2 also recommended clarifications to UN-R 134/03 regarding ‘appropriate adaptor’ definition and changes to related paragraphs, with informal document due December 2026.

Emergency Door Opening Task Force reports transformation to Informal Working Group based on GRSP-79-18. Amendments to UN R11 require doors providing direct occupant access equipped with intuitively accessible exterior and interior latch release controls and door handles. Power-assisted systems must remain functional for 60 minutes after power loss via secondary mechanical means, backup power, or fail-safe systems. New test procedures verify door operability following emergency power loss events from interior and exterior. Amendments to UN R21 require electric front side windows to function for at least 2 minutes during vehicle submergence, with test procedures specified in new annexes.

IWG CLIV Phase 2 addresses development of a UN Regulation for buses and coaches. The 13th through 17th sessions, held between virtual and in-person meetings from March to May 2026, focused on drafting the bus UN Regulation, refining text on scope, definitions, visual signals, and transitional provisions. Feedback from GRE and GRSG identified scope clarity issues and potential amendments to UN R48. Formal submission of a UN Regulation for buses is anticipated at the 80th GRSP session, with feedback requested before 10 June 2026, and subsequent drafting of a UN Regulation for light vehicles is planned to commence in the second half of 2026.

This document presents generic images of various door handle designs, including door handles in door pockets, button type door handles, electric push buttons, electric touch type door handles, and flush buttons.

Australia proposes examining the case to bring UN R95 in line with Euro NCAP by establishing an ad-hoc group of interested experts to consider a more representative test barrier and dummy, allow flexibility to update Euro NCAP protocols, further consider alternative or additional equitable dummy choice and addition of a near-side rear occupant to UN R95, and examine more advanced barriers with improved dummy bio-fidelity and alternative injury assessment.

Proposal to insert a new para. 5.1. requiring that features for design or aerodynamics in the head impact zone shall not impose an additional cause of danger to pedestrians and other vulnerable road users and shall not exhibit openings or contain materials that may increase the risk or seriousness of injury, and renumber paragraphs 5.1. to 5.2. as paragraphs 5.2. to 5.3. This aims to maintain pedestrian safety as requirements become mandatory for small-series vehicles according to Commission Delegated Regulation (EU) 2022/2236 from 7 January 2026, addressing hazards from openings in the head impact zone that may trap impacted heads or permit head intrusion and from bonnet materials like plastics that may deform or fracture, creating injury risks not currently addressed by UN R127’s component tests.

Proposal to amend para. 2.1. to define “appropriate adaptor” as specified by the CHSS manufacturer and clarify container valve and end plug components, amend paras. 5.1.1., 5.1.2., 5.2., 9.2.1., 9.2.3.2. and Annex 3 para. 2.1. to specify that connections between supply lines for additional TPRDs and appropriate adaptors meet test requirements and are within scope, delete “hydraulic” in para. 9.2.1. to permit gas as test option, and amend Annex 3 para. 5.1. to remove reference to appropriate adaptors for fire testing.

Proposal to amend para. 9.(a) to clarify expansion of the protection scope of electrical and battery safety, including thermal propagation in cases of V2X, parking, and charging. The modification addresses new vehicle functionalities like V2X, defined in UN GTR No. 22, where traction batteries cover external power and energy demand. Additional requirements must be added, including isolation resistance requirements for coupling systems for charging the REESS, as defined in para. 5.1.1.2.4.4. of UN GTR No. 20.

The Informal Working Group on Emergency Door Opening (IWG-EDO) will develop amendments to UN Regulations Nos. 11 and 21 and request authorization to amend UN GTR No. 1 and UN GTR No. 14, with a draft for submission to GRSP’s 80th session. In a second step, it will develop amendments for further post-crash extrication requirements for UN Regulations Nos. 94, 95, 135 and 137 and UN GTR No. 1 and 14, with a draft for submission to GRSP’s 82nd session. The group will be chaired by Germany with the Republic of Korea as Vice-Chair and OICA providing the Secretariat.

The agenda includes a workshop with two sessions addressing whether UNR17 dynamic testing should be mandatory and updates on ongoing research including CNCAP, Euro NCAP, EvaRID, BioRID, parametric study, and SET, discussion of a potential in-real-life workshop in October at BASt, and determination of the next meeting date.

The IWG EqOP held its 16th meeting on May 18, 2026, with 40 online participants from Contracting Parties and Industry. The agenda and minutes of the 15th meeting were approved. Three Task Forces—Rear-end assessment, Virtual crash testing, and Frontal impact and restraint systems—are operational with meetings planned in June 2026. A preliminary report to GRSP 79th session was presented and revised. Upcoming meetings include TF3 on June 11, TF4 on June 25, and TF2 on June 29-30. Each Task Force is invited to structure identified topics by prioritizing them and assigning short, medium, and long-term horizons, and to map contributions within the Task Force.