Draft request prepared by the EU proposing a Phase 3 covering:

1. Expansion of protection scope of thermal propagation test;
2. Post-crash REESS safety assessment, stabilization procedures and nonoccupant and surroundings safety;
3. Maintaining the EV battery safety during the in-use phase;
4. Safety of swappable batteries;
5. Micromobility, light-category vehicles, e-trailers safety;
6. Quantitative criteria on flammability, toxicity and corrosiveness of vented gases and smoke; and
7. Bottom protection.

Proposal as amended during the 4th EDO SIG session.

Proposal to require the electric side windows of the front seat row to function for at least ² minutes from the time of a vehicle entering water (EDO-03-08) as amended by the EDO SIG during its 4th session.

The EqOP Task Force 4 held its first meeting with 28 participants to discuss frontal impact and restraint system requirements. Key priorities include addressing submarining and abdominal injury risks across diverse body types and crash scenarios. The group discussed robust evaluation procedures, seat position variability, and multi-scenario testing. Participants agreed to conduct further accident analysis, collect robustness evaluation ideas, and establish topic priorities before the next meeting on January 28, 2026.

Proposal to replace “675 Nm ± 25 Nm” with “a minimum of 650 Nm but no more than 850 Nm” in Annex 4, paragraph 3.5., and in Annex 6, paragraph 2.4.1.

Proposal to modify requirements for headform acceleration derivation, windscreen testing, and approval marks. The document proposes notification procedures for Contracting Parties to share test results via the DETA database, deletes paragraphs 11.1 to 11.4, extends transition periods for atypical windscreen fracture behaviour testing until 1 September 2033 and WAD 2,100 boundary provisions until 1 September 2028, and adjusts bonnet top impact torque specifications from 675 Nm ±25 Nm to between 650 Nm and 850 Nm.

Proposal to correct inconsistencies in isolation resistance monitoring system requirements for vehicles of category O₃ and O₄ trailers to provide optical and/or audible warnings via CAN-Bus signal transmission. High voltage REESS isolation resistance requirement set at minimum 100 Ω/Volt or protection degree IPXXB fulfillment. Requirements do not apply to REESS solely installed on vehicles of category O or batteries used for recuperation.

Proposal to account for vehicles of categories X and Y, extend application to vehicles without driver and without manual driving controls, and address inconsistencies related to REESS provisions. The amendment introduces ADS feature types 1 and 2, modifies warning transmission requirements for ADSF-2, adjusts isolation resistance specifications, and exempts certain REESS requirements for category O and Y vehicles. Changes include updates to Annex 8 stopping conditions and Annex 9E terminology.

Proposal to establish a Task Force on Swappable Batteries (TFSB) under GRPE. The task force will review WP.29 regulations and international standards to identify technical requirements for swappable-battery vehicles, focusing on commercial vehicles. It will define vehicle types, clarify vehicle type approval processes, and develop guidance documents. The task force will coordinate with other working groups including GRSP and GRVA, with deliverables expected by October 2027.

Proposal for amendments to ECE/TRANS/WP.29/GRPE/2026/24

Proposal to amend UN Regulation No. 129 to remove rebound head contact from the head acceleration requirement for all Child Restraint Systems. The regulation currently lacks consistency regarding whether rebound head movement is considered in testing. Variations in test bench design cause booster seats to pass in some laboratories but fail in others based solely on rebound contact. The proposal ensures consistency between different CRS types and reproducibility across laboratories with different test bench designs, and aligns with the approach in UN Regulations 94 and 137.

Proposal to finalize a status report on Amendment 1 to UN Global Technical Regulation No. 20 on electric vehicle safety. The IWG-EVS conducted Phase 2 work addressing topics including water immersion tests, fire resistance, battery rotation and vibration, thermal propagation, and charging safety. The group maintained existing regulatory text except for thermal propagation provisions. Two compliance paths were developed: a physical test method with five initiation options and a risk management approach. Phase 3 will address thermal propagation scope expansion, post-crash safety, in-use battery maintenance, swappable batteries, light vehicles, gas emissions criteria, and bottom protection.

Proposal to amend UN Global Technical Regulation No. 20 on electric vehicle safety, focusing on thermal propagation triggered by single-cell thermal runaway. The amendment introduces two compliance paths: a physical test approach with five initiation methods (external heater, internal heaters, nail penetration, laser-based initiation) performed at vehicle or component level; and a risk management approach requiring manufacturers to document known risks and mitigation strategies. Vehicles must provide advance warning 5 minutes before hazardous conditions (fire, explosion, smoke) occur in the passenger compartment. Phase 2 discussions concluded that water immersion tests, long-term fire resistance tests, REESS rotation tests, vibration profile modifications, AC/DC charging protections, and heavy-duty overcurrent tests do not require regulatory inclusion based on available field evidence and safety analysis.

Proposal to introduce a new paragraph 0.4 clarifying that second-level warnings apply when one seat-belt is unfastened during normal driving, excluding situations of higher priority warnings such as door opening or thermal propagation, to amend the definition of “normal operation” to specify forward motion above 10 km/h without other safety warnings triggered, and modify paragraph 5.2.4.3 to allow discontinuation of second-level warnings when other audible safety warnings are triggered in circumstances of imminent danger.

Outcomes pursuant to Day 1 of the CLIV IWG session.

Outcomes pursuant to Day 2 of the CLIV IWG session.

Draft text pursuant to the third day of the CLIV informal group 15th session.

Draft text after Day 4 of the informal group session.

Proposal to establish UN Regulation on Category Y vehicle crash safety covering frontal, rear-end, and lateral collision protection. The regulation specifies requirements for fuel system integrity, electrical shock protection, and crash compatibility for vehicles without occupants. Requirements address liquid fuel leakage limits, hydrogen storage system integrity, rechargeable energy storage system protection, and electrical safety post-impact. Testing procedures reference existing UN Regulations 94, 95, 137, and 153. Approval processes, conformity procedures, and technical specifications are detailed, including test methods for frontal, lateral, and rear-end impacts with measurement requirements and alternative procedure provisions.

Proposal to amend UN R17 Supplement 1 to the 12 series of amendments. The Regulation is amended to account for vehicles of category X. Vehicles of category Y are not in the scope of this Regulation. The Regulation is extended to vehicles without driver and manual driving controls. Multiple amendments are made to definitions, test procedures, and technical requirements for seats, anchorages, and head restraints, including changes to measurement planes, test parameters, and displacement specifications across various annexes and paragraphs.

Proposal to establish uniform provisions for approval of vehicles of categories M₂ or M₃ designed or equipped primarily for carriage of children, requiring physical inspection systems to prevent child occupants being left inside buses and coaches after journey completion. Physical inspection systems shall be engaged when vehicle master control switch is turned off and disarmed via inspection confirmation device located behind rearmost seat. Systems must generate external visual and audible warnings within specified timeframes if not disarmed, with warnings cycling for at least 10 minutes at greater than 60 dB(A) unless system is disarmed or vehicle master control switch is turned on.

Proposal to insert a new chapter P and paragraphs 247 and 248 establishing that supply lines for additional TPRDs are constructed from metallic materials with further investigation required for other materials in the next phase, and requiring manufacturers to provide handling procedures to ensure supply lines will not suffer damage or contamination during handling with removal from service of lines with unacceptable damage, exclude the drop test from the requirements at para. 51., and amend para. 81. (c) (i) to clarify that drop impact testing applies to containers without supply lines and valves with damage to supply lines or valves requiring replacement.

Five documents propose amendments to UN R46 series 02-07 to align requirements with UN R26 and UN R61, particularly regarding soft parts of camera monitoring systems and mirrors based on Shore A hardness. The 05 series introduced alignment requirements; harmonization is proposed for earlier series with existing approvals.

The agenda of the 4th meeting of Task Force 4 Frontal Impact & Restraint System Requirements includes a review of the progress dashboard, presentations of updated studies on abdominal injuries and rear row, continued discussion on priorities, and planning for a workshop in Japan.

CLIV is developing a new UN Regulation for vehicle categories M1, M2, M3, and N1 in Phase 2. The draft regulation requires visual and audible external warnings upon detection of a child left in a vehicle. Visual warnings use direction indicator lamps flashing in SOS morse code pattern for at least 15 seconds, then off for no more than 30 seconds, repeating for at least 10 minutes. Audible warnings must exceed 60dB(A) following the same timing pattern. The IWG requests guidance on potential amendments to UN R48, UN R28, and UN R165.

The task force discussed assessment of Human Body Model (HBM) readiness timelines, adding skull fractures, lumbar spine, and general kinematics to evaluation criteria. The group identified injury metrics and data gaps for each body region. TU Graz will gather additional stakeholder feedback. The next meeting is scheduled for 13 April 2026.

The group will receive comments on the draft UN Regulation for buses and coaches, covering definition order, operation isolation of the physical inspection system, vehicle master control switch definition, transitional provisions, type approval tests, and paragraph 5.4.4.6.2. The agenda includes feedback on a proposal made to GRSG and discussion of the September meeting location.

Proposal to extend the scope to include vehicles of category X, replace “driver” by “occupant”, and separate the scope into vehicles with regard to protection of occupants against the steering mechanism and electrical shock in a frontal collision and steering controls with regard to protection of occupants in the event of impact.

Proposal to enable application to vehicles of category X. For vehicles equipped with an Automated Driving System other than vehicles of category X, in manual driving mode no special provisions apply. In a mode where an ADS feature is active, the relevant requirements for ADS vehicles apply.

Proposal to enable application to vehicles of category X (vehicles of category Y are not in 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. Amendments address steering control contact requirements and modify occupant references.

Proposal to amend UN R17, including revised definitions of head restraint, corrections to paragraph references, replacement of terminology such as “absorption” with “dissipation” and “reference line” with “longitudinal vertical plane passing through the R-point,” revised test procedures in multiple annexes, and modifications to measurement requirements for head restraint displacement and strength testing. The text was adopted by GRSP at its seventy-eighth session based on ECE/TRANS/WP.29/GRSP/78, Annex IV.A. Amendments

Proposal to enable application to vehicles of category X, including attention to ADAS/ADS sensors and providing specifications for test procedures and dummy positioning requirements for vehicles of category X in frontal collision protection testing.

Proposal based on GRSP/2025/31 to amend para. 7.1.3.6. to require relevant intermediate dummies testing when Enhanced Child Restraint Systems require substantial modification for different sizes or when size range covers more than 3 size ranges and to delete paragraph 5.5. and renumber paragraphs 5.6. to 5.8. as 5.5. to 5.7.

Proposal to modify para. 6.2.1.1. regarding insert layers for small babies with stature below 50 cm, amend Annex 18, table 1 with updated shoulder height dimensions for statures 40 cm to 70 cm, update approval markings in Annex 2, and introduce transitional provisions with Contracting Parties no longer obliged to accept preceding series approvals from 1 September 2028.

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.

Proposal to clarify that Child Restraint Systems approved according to UN R129 or R44 may be used in vehicles of categories M₂ and M₃ with a 3-point belt and/or ISOFIX attachments without further requirements. As a result, Part I of UN R170 covers Built-in Child Restraint Systems for securing children from 40 – 150 cm in forward facing and rearward facing vehicle seats and Part II addresses Child Restraint Systems approved according to UN R129 or R44 which may be installed in a bus seat with a 2-point belt.

Proposal to enable application to vehicles of category X, including prohibition of one-touch closing when an ADSF-2 is active, requirement for auto-reversing devices for power operated windows that can be operated by an ADSF-2, and user manual instructions for power-operated systems including warnings regarding improper use and driver and ADS responsibilities.

Proposal to enable application to vehicles of category X (vehicles of category Y are not in scope) with amendments addressing steering wheel hub provisions, cab positioning, and seating requirements for vehicles of category X. Cabs for vehicles of category X mounted in other positions than vehicle front shall not be taken into account for frontal collision simulation.

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.

The agenda for the 14th session of Task Force Virtual Crash Testing covers approval of agenda and minutes, review of a progress dashboard, and a proposal for virtual testing introduced by France. Discussion items include assessment of Human Model readiness at various timeframes and feedback from HBM4VT network stakeholders. The session concludes with next steps and scheduling.

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.

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 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.

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 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. 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. 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.

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.

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.

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.

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.

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.

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 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 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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

Proposal to amend UN GTR No. 9 (Pedestrian safety). In Part B, chapter 6, paragraph 6.3.1.2.4., replace “675 Nm 25 Nm” by “a minimum of 650 Nm but no more than 850 Nm”. In Part B, chapter 8, paragraph 8.2.4.1., replace “675 Nm 25 Nm” by “a minimum of 650 Nm but no more than 850 Nm”.

The session agenda includes discussion of the current draft UN Regulation for buses and coaches including homework feedback, feedback on the proposal in GRE from the South Korea delegate, preparation for the 1–5 June 2026 GRSP meeting, and any other business.

The 26th meeting of GRSP TF on AVRS is scheduled for Tuesday 22nd of May 2026 as an online meeting from 09:00 to 11:00 CEST. The agenda includes approval of the agenda and minutes, feedback from other meetings, consistency check of GRSP ADS fitness work, Y-category regulatory framework for N₁, Y-category pedestrian protection under UN R127, feedback on passive safety requirements for new steering equipment types, any other business, and dates for next meetings.

GRBP, GRE, GRPE, GRSG, GRSP, and GRVA are ready with working documents on non-ADS regulation amendments. TF AVRS is working on ADS marker lamps. UNECE published 93 amendment proposals regarding ADS fitness and ADS UNR and GTR for the 199th session of WP.29 in June 2026. UN R168.00 is tabled for the 200th session of WP.29. UN R154 former series is postponed to GRPE-95 in October 2026. Y category passive safety regulation is planned for GRSP-80 in December 2026.

The EqOP-TF4 held its 4th meeting on 14 April 2026 with 28 participants. BASt presented an updated GIDAS analysis of abdominal injuries in belted occupants with single major impacts. The Swedish Transport Agency presented an updated study on occupant abdominal trauma including pelvic fractures and injury severity by age and seatbelt effects. OICA presented French collision data from 2012 to 2024 showing rear seats are significantly less utilized and the front row represents 96% of fatalities and most serious injuries in M₁ passenger cars. The Chair and secretary will compile input on priorities. The next meeting is scheduled for 25 June 2026, with an in-person workshop planned for 4–6 November 2026 in Japan.

The draft agenda for the 5th meeting of Task Force 4 Frontal Impact & Restraint System Requirements is scheduled for June 25, 2026, online from 12.00 to 14.00 CET. The meeting will cover approval of the agenda and previous minutes, review of the progress dashboard, presentations of updated studies on abdominal injuries and rear row, continued discussion on priorities, a workshop in Japan, conclusions, next steps, the next meeting, and any other business.

Proposal to insert a new para. 0 introducing amendments for vehicles equipped with an Automated Driving System, amend para. 1 to apply the Regulation to vehicles of categories M₁ and N₁ with specified exemptions and provisions for categories X and Y, amend the footnote to para. 1, amend para. 2.8 defining bonnet rear reference line with extended procedures for vehicles of category Y, amend para. 2.22 to include automated driving sensors in front structure for categories X and Y, amend para. 2.27 regarding mass in running order, amend para. 2.29 on normal ride attitude for categories X and Y, amend para. 2.32 on side reference line for category Y, amend para. 2.44 on windscreen test area for category Y without windscreen, amend para. 2.45 on cowl monitoring area, and amend para. 5.3.1.2 on Adaptive Ride Height Suspension engagement at low speeds.

UN R127 amendment proposals include defining pedestrian protection requirements for category Y vehicles. Scope exemptions for category Y vehicles shall use front structural geometry to determine exemptions, ensuring equivalence to R-point criteria. Definitions require adjustments including Bonnet Rear Reference Line for vehicles without windscreens, Front structure definition to include automated driving sensors, Windscreen test area redefined as Upper structure test area where windscreens are non-existent, and supporting definitions for Side reference line and Cowl monitoring area. Testing shall occur at Unladen Vehicle Mass.

Proposal to establish uniform provisions concerning approval of vehicles of category N₁ with regard to protection of fuel system integrity, protection against electrical shock, and vehicle crash compatibility in frontal, rear-end, and lateral collisions. The Regulation applies to vehicles of category N₁. Frontal impact provisions are based on UN R94 and UN R137 depending on vehicle mass. Lateral impact provisions are based on UN R95 without the side pole impact test. Rear-end impact provisions are based on UN R153. Vehicles must comply with fuel leakage limits, hydrogen storage system integrity requirements, and electrical safety standards for rechargeable energy storage systems. Post-crash hydrogen leakage shall not exceed 118 NL per minute, gas concentration shall not exceed 4.0 per cent for hydrogen, and containers shall remain attached at minimum one point. Electric power trains must meet protection against electrical shock, isolation resistance, and fire hazard requirements within 60 minutes post-impact. Conformity of production shall be verified on a statistically controlled random basis.

A new general safety regulation for vehicles of category Y is being drafted to collect relevant safety requirements. Vehicles of category Y with a maximum design speed not exceeding the impact speed specified in applicable frontal impact tests shall be exempted from frontal, lateral, and rear-end impact test procedures but must comply with applicable post-impact requirements concerning fuel leakage, hydrogen leakage, electrical safety, REESS electrolyte leakage, REESS retention, and fire or explosion hazards. The draft incorporates requirements from UN R94, UN R95, UN R137, and UN R153. Open issues include crash compatibility requirements for low-speed vehicles, applicability of partial tests, and defining front and rear structures for Y-category vehicles without occupants.

The 25th session of the GRSP Task Force on Automated Vehicles Regulatory Screening (AVRS) was held online on 28 April 2026. The Task Force discussed regulatory frameworks for Y-category vehicles, including mass compatibility and crash test exceptions, and reviewed UN Regulation 127 on pedestrian protection for Y-category vehicles. The Task Force also addressed UN Regulation 12 feedback and identified minor mistakes in three proposals: ECE/TRANS/WP.29/2026/63, ECE/TRANS/WP.29/2026/65, and ECE/TRANS/WP.29/2026/71, which require corrections before submission to WP.29.

TF-AVRS submitted a draft new Y-category Passive Safety Regulation to GRSP-79 in June 2026. The regulation addresses fuel system integrity, electrical shock protection, and crash compatibility for frontal, rear-end, and lateral collisions. The Task Force eliminated the R point problem, passenger compartment references, and A and B pillar designations, harmonised mass definitions, and consolidated numbering and cross-references. Open items include determining additional requirements, specific vehicle measurements, and finalising Annex elements. Subsequent informal documents are planned for GRSP-79, with working documents for GRSP-80.

The Equitable Occupant Protection Informal Working Group to GRSP pursues equitable and enhanced protection of a diverse population through robust regulatory solutions addressing rear-end and frontal impacts. Strategic goals include reducing injury risk for restraint systems, assessing currently not considered injury types with high frequency and risk of Permanent Musculoskeletal Impairment, and avoiding bias in protection. The group established task forces on rear impact seat assessment focusing on soft tissue neck injuries, virtual crash testing, frontal impact and restraint system requirements, and extension of assessment towards currently not considered injury types. Upcoming workshops are scheduled for June online, September in Munich, and November in Tokyo. Next steps include prioritization and categorization of identified topics into short-term, mid-term, and long-term timeframes within respective task forces.

Proposal to modify door latch and door retention component requirements to include door closure warning systems and additional locking provisions, add power loss provisions for latch release controls and door handles, insert definition of retractable door handle, and incorporate test procedures for sliding side doors, with transition period allowing approvals under preceding series until 1 September 2016, after which Contracting Parties shall grant approvals only in accordance with amended requirements, based on WP.29/2014/71.

Clarifications to definitions: “Child-Safety Lock System” to clarify that it prevents unlatching when engaged, regardless of unlock state; amending “Unlock” to specify that child safety lock systems remain effective; amending “Unlatch” to define it as the transition where latch and striker no longer withstand separation forces; adding definitions for “Door Opening”, “Latch release control”, “Door handle”, and “Retractable door handle”.

Proposal to transpose GTR-9 Amendment 3 (ECE/TRANS/WP.29/2024/77) on technical requirements for Deployable Pedestrian Protection Systems, amend Chapter 0 Introduction, amend para. 2. to add provisions for vehicles equipped with DPPS and measurements taken with system undeployed, delete footnotes 2 and 3 from para. 2.1., replace reference to 2.27. by 2.29. in para. 2.31., delete footnotes 5 and 6 from paras. 2.43. and 2.45., insert new paras. 2.50. to 2.61. defining DPPS-related terms including Deployment Time, Detection test area, Head Impact Time, Sensors and Testing of DPPS, amend para. 4.2. to delete approval number supplementation provisions, delete para. 4.4.3., amend paras. 5.2. to 5.2.2. to reference Annex 7 requirements when tested with DPPS activated, replace paras. 11.1. to 11.25. with transitional provisions and insert paras. 11.26. to 11.29. establishing that as from entry into force Contracting Parties shall not refuse type-approvals under 05 series amendments, as from 1 September 2031 shall not accept prior series approvals first issued after that date, shall continue accepting prior approvals first issued before 1 September 2031, and shall continue granting approvals using atypical windscreen fracture procedures until 1 September 2033, amend Annex 1 para. 9.23.1., amend text under Annex 2 heading, amend Annex 3 para. 3.2., and insert new Annexes 7 and 8 establishing test procedures for DPPS including prerequisites, HIT verification methods, headform test procedures, HBM qualification, and documentation requirements.

Proposal to amend para. 2.9. to define “ISOFIX position” as one that satisfies requirements of this Regulation to allow installation of ISOFIX child restraint systems as defined in UN R44 and UN R129, amend para. 2.24. to define “i-Size seating position” as one that satisfies requirements of this Regulation to allow installation of i-Size child restraint systems as defined in UN Regulation No. 129, amend para. 5.2.2.7. to exclude low ISOFIX anchorages installed in vehicles of category M₂ or M₃ from certain requirements, amend para. 5.2.4.1. to exclude vehicles of category M₂ and M₃ from marking requirements, and amend para. 6.2.5.1. to establish differentiated seat inertia forces for vehicles of categories M₂, N₂, M₃, and N₃. The justification clarifies that the definitions are based on tests fulfilled in this Regulation regarding strength rather than CRS category, addresses that the prior ISOFIX position definition incorrectly allowed i-Size CRS installation in non-i-Size positions, and harmonizes inertia loads for M₂ and M₃ vehicles with UN R14.

Proposal to renumber paragraph 5.8.4.2. as paragraph 5.8.4.3., insert new paragraph 5.8.4.2. requiring controls of electric side windows adjacent to the front seat row be within reach and directly accessible without multiple actions, and insert new paragraphs 5.8.8., 5.8.8.1., 5.8.8.1.1., 5.8.8.2., and 5.8.8.3. requiring electric side windows of the front seat row to still function when command is operated for at least 2 minutes in a replication of a vehicle entering water (demonstrated in accordance with a new annex). The amendment introduces provisions for ease of operation of electric side windows and guarantees front side windows operate after submergence. Laminated side windows and difficulty breaking window glass in panic situations make life hammers inappropriate alternatives to functioning windows. Research shows leaving the vehicle within one minute of water contact is important; the 2-minute requirement allows healthy margin. Paragraph 5.8.4.2. guarantees window controls operate in single action rather than requiring submenu selection.

Proposal to delete paras. 15.1.2. and 15.1.3., renumber para. 15.1.4. as 15.1.2., and amend the renumbered para. 15.1.2. to provide that as from 36 months after the official date of entry into force of the 06 series of amendments, Contracting Parties applying this Regulation may prohibit the sale of helmets and visors which do not meet the requirements of the 06 series of amendments. The proposal is based on informal document GRSP-78-44 and permits Contracting Parties to issue approvals according to the 05 series of amendments, which aligns with Revision 3 of the 1958 Agreement.