The 43rd session of the IWG on PTI convened on 8 May 2026 in Brussels. The group reaffirmed the need to strengthen integration between type approval and in-use inspection per WP.29 Whole-Life Compliance framework (WP.29/2023/89). At least 20 UN Regulations contain incomplete, non-harmonised PTI provisions. The IWG agreed to add “Review of PTI provisions in UN Regulations (1958 Agreement)” to its Action Plan and submit a proposal to WP.29 requesting endorsement. Work on diagnostic tools in PTI and automated vehicles inspection continues. The group reviewed recent amendments to UN Regulations Nos. 13 and 13-H for new braking technologies and identified challenges regarding LED replacement light source inspection.

Proposal to insert definitions for Software Identification Number, insert requirements for manufacturers to provide necessary information allowing the Technical Service to uniquely identify hardware and software configurations, insert provisions allowing vehicle manufacturers to apply for new approvals to differentiate software versions for registered versus new vehicles, amend production discontinuation provisions to clarify that cessation is not deemed definitive if the manufacturer intends to obtain subsequent extensions for software updates of vehicles already registered in the market, renumber and insert new items in approval communication annexes regarding software identification and software updates including RxSWIN, and insert provisions allowing vehicle manufacturers to obtain new approvals for software version differentiation across multiple UN Regulations (13, 13-H, 79, 89, 130, 131, 139, 140, 152, 155, 156, 157, 171, 175, and 178).

The IWG on AEBS held its second meeting virtually on 18 June 2026 and decided to submit ECE/TRANS/WP.29/GRVA/2026/38 for approval, an amendment adding a footnote to clarify that Sufficient nominal Peak Braking Coefficient should be understood as a minimum value. The IWG plans to collect accident data from jurisdictions, existing regulations, technologies, and state-of-the-art performance requirements for collision scenarios involving pedestrians at night. A schedule of future informal meetings is provided through January 2028, with a draft regulation planned for availability by January 2028 and formal submission by September 2028.

Proposal to:

• Insert new para. 3.2.2. requiring manufacturers of ALKS active in territories other than the approving Contracting Party to provide summaries of how applicable traffic rules were identified, interpreted, and assessed, summaries of specific testing carried out, and a single point of contact,
• Insert new paras. 4.8. to 4.8.6. establishing procedures for granting approval authorities to inform receiving approval authorities of such ALKS, requiring information sharing at least 30 days prior to approval, permitting receiving authorities to comment within 30 days, establishing dispute settlement under Article 10 and Schedule 6 of the 1958 Agreement, and requiring the same procedures when extending type approval to additional territories,
• Insert footnotes [Y] and [X] regarding periodic review and contact details for approval authorities.

Status report on research activities of the Informal Working Group on ACPE GTR. Canada is conducting ongoing tests with three vehicles examining accelerator application rates, distances to obstacles, and false-positive interventions. The United Kingdom plans to contribute information from Transport London research. South Korea is preparing presentations on documented cases with 10Hz EDR data and KNCAP 2026 tests. Germany is planning vehicle benchmarks and subjective tests. Japan is conducting vehicle evaluation tests using two passenger vehicles with three target types based on UN R175 01 series test procedures. The next coordination meeting is scheduled for 10 November 2026, with an in-person meeting in Tokyo proposed for February 24–26, 2027.

Proposal to clarify para. 5.6.4.6.8.1.(e) of UN R79 to address how different direction indicator lever mechanisms comply with manual deactivation requirements for automated lane change systems. The regulation currently does not distinguish between full-turn methods, where the lever returns to neutral position, and half-turn methods, where activation of the opposite direction indicator or stalk activation in the opposite direction constitutes deactivation. Two options are presented: either add separate provisions for each method, or note that activation of opposite direction indicator lamps may constitute deactivation of the initiating signal.

Status report on e-axle trailer development within GRVA, covering taxonomy, regulatory approach, and progress. The document presents use cases for electric axles in trailers of categories O2, O3, and O4, comparing simplified frameworks for O2 with fully integrated heavy vehicle frameworks for O3/O4. Progress includes updated taxonomy, ISO 11992 standardization work, and completed workshops. Step 2 adoption is targeted for January 2027, with Step 3 planning for O2 trailers to be clarified.

Proposal to amend para. 3.4.1. and para. 3.4.4. in Annex 8 to require manufacturers to address how the braking system strategy will not prejudice safe operation due to failures with other systems involved in achieving the function of the system, and insert new para. 4.5. in Annex 6 to require consideration of the effect of implausible wheel-speed information on anti-lock system operation in fault analysis. The proposal responds to a United Kingdom collision involving tyre failure and ABS activation that resulted in unsafe operation.

Proposal to insert a new para. 5.1.12. requiring that whenever an assessment of compliance to a requirement of this regulation is unachievable without reading internal signal(s) of an electronic system, the vehicle manufacturer shall provide instructions and tools to read signals on in-vehicle networks for the technical service to extract and interpret the signal(s), with this information appended to the test report.

Proposal to amend para. 3.4.1. and 3.4.4. of Annex 8 to require manufacturers to account for faults or failures with other systems involved in achieving the function of the braking system in their safety concept and analysis, and insert new para. 4.5. in Annex 6 requiring consideration of implausible wheel-speed information effects on anti-lock system operation in fault analysis. The proposal responds to a fatal collision in the United Kingdom where tyre failure and inaccurate wheel speed signals caused ABS activation that resulted in loss of braking force.

Proposal to insert a new sub-paragraph 5.6.1.1.4.1 to exempt ACSF Category A functions from the requirements of paragraph 5.6.1.1.4, provided that the functions are intended solely to assist the driver in regaining vehicle motion in limited traction conditions in off-road environments up to 5 km/h (+1 km/h tolerance), are activated following a deliberate action by the driver with the driver in the driver’s seat and safety belt fastened, and allow the driver to override or deactivate the function at any time, with the manufacturer to describe system behaviour when operating conditions are no longer met.

Proposal to amend para. 5.6.1.2.7. to extend the maximum remote control parking (RCP) operating range to a maximum of 15 m if, prior to the operation, a visual message informing the operator of their responsibility is presented to and acknowledged by the operator. The justification notes that RCP systems with ranges exceeding 6 m are already offered in large markets such as Canada and the United States of America, and that such extended-range systems have been used in the field for several years without negative feedback or identified safety threats.

Proposal to clarify the provisions
applicable to the type-approval of Risk Mitigation Functions (RMF): Amend para. 5.1.6.3.4. to clarify that the signal to activate hazard warning lights is generated with the start of the intervention and is deemed to start the intervention, amend Annex 8 para. 3.6.1. to specify that hazard warning lights are activated at the earliest five seconds after the warning signal, and amend Annex 8 para. 3.6.2. (Scenarios A and B) to specify the same timing requirement for hazard warning lights activation in tests for RMF bringing the vehicle to a safe stop outside its own lane of travel. The proposal clarifies that the starting time of RMF operation comes with the driver warning and that five seconds should be measured until the hazard warning lights come.

Document outlining GRVA’s priority activities for 2027 based on ECE/TRANS/WP.29/2026/1. GRVA will continue establishing and maintaining the United Nations regulatory framework for Automated Driving Systems, including UN R185 and GTR 26, with work on cyber security, over-the-air software updates, and the Data Storage System for Automated Driving. GRVA will focus on ADS implementation, provisions for Exchange of Scenario-Relevant Information, and elaboration of requirements for Advanced Driver Assistance Systems and Automated Emergency Braking Systems building on UN R79, 171, 131, and 152.

FIA invites stakeholders to collaborate on a proposal to improve the assessment and activation criteria for ESC/ESP within UN Regulation No. 140. The initiative is driven by road safety considerations, particularly the prevention of misuse and findings from ESC testing where unexpected system behavior has occasionally been observed.

Proposal to amend Annex 8, paragraph 2.8. to establish performance-based requirements ensuring continuous trailer immobilisation during service brake pressure depletion. The amendment requires that when a trailer is uncoupled and the park brake control is released, braking forces from combined service and parking braking systems shall hold the laden trailer at any time when service brake energy reservoir reduces from 850 kPa to 0 kPa, and that adequate overlap between service brake and spring brake functions be ensured so no loss of holding capability occurs during pressure depletion.

Proposal to amend GRVA/2026/34 proposing to amend para. 5.6.1.2.7. to modify the specified maximum RCP operating range from 6 m to 10 m, with provision to extend to a maximum of 15 m if direct line of sight between the remote-control device and the vehicle is ensured. The justification notes that RCP systems with extended ranges are already offered in large markets without regulatory limits, that radio wave-based ranging requires safety margins reducing effective usable range, and that increased range would reduce blind areas behind vehicles and allow drivers to better monitor surroundings while manoeuvring, reducing risks and increasing overall safety.