The document describes a project to identify Advanced Emergency Braking Systems (AEBS) performance gaps by analysing real-world collision data from UK national research and police databases. The study characterised collision cases against the requirements of UN Regulation No. 152, using STATS19 and RAIDS data sources. Cases were filtered for eligibility, then scored against current test scenarios using weighted collision characteristics including subject vehicle speed, target vehicle speed, relative speed, ambient light, and overlap. Results indicate the coverage provided by relevant test scenarios and identify which characteristics may address gaps in AEBS operational performance.

Document confirms homework points for consideration of night-time requirements for car-to-pedestrian scenarios in UN R152. Topics include vehicle categories M₁ and N₁, crossing and longitudinal collision types, farside/nearside pedestrian direction, pedestrian walking speed of 5 km/h, lighting conditions, collision points at 25%, 50%, and 75%, dummy types, vehicle activation speeds of 30–60 km/h without obstruction and 40–50 km/h with obstruction, and speed reduction. Daytime requirements discussion covers car-to-car speed reduction at 80 km/h, collision point revision, and car-to-pedestrian speed reduction review based on current technology.

This regulation establishes uniform approval provisions for Advanced Emergency Braking Systems (AEBS) fitted to motor vehicles of categories M₁ and N₁. The AEBS shall automatically detect imminent forward collisions with vehicles, pedestrians, or bicycles, provide driver warning, and activate vehicle braking to avoid or mitigate collision severity. The system must meet specified performance requirements under defined test conditions for car-to-car, car-to-pedestrian, and car-to-bicycle scenarios. Requirements include collision warning provision, emergency braking of at least 5.0 m/s², active speed ranges, driver interruption capability, deactivation controls, and warning indications. Testing procedures, vehicle conditions, target specifications, and virtual testing provisions are specified.

Status report on the Informal Working Group on Event Data Recorder and Data Storage System for Automated Driving. The IWG has developed requirements for UN R157, UN R185/GTR, UN R160, and UN R169. DSSAD activities will be removed from the IWG on EDR/DSSAD and assumed by a new IWG on ADS2, pending WP.29 decision. EDR Step 2 work includes proposals for a 03 Series of Amendments to UN R160 and Supplement 3 to UN R169. EDR Step 3 will consider data survivability, triggering sensitivity, data elements, and EDR for category L vehicles, with a proposal planned for April 2027.

Notes from the 3rd meeting of the IWG on Advanced Emergency Braking System, held online 24–25 September 2026. The group reviewed accidentology data showing that 60–70% of pedestrian accidents occur at night, discussed existing regulations including China’s GB 39901-2025 mandatory standard for M₁ and N₁ vehicles entering into force in 2028, and compared Euro NCAP and JNCAP night-time testing protocols. The group agreed to use a homework list as discussion baseline at the next meeting in Tokyo before amending UN R152 text to include requirements for pedestrian collision scenarios at night with artificial lighting.

Proposal to clarify that the ADS must respond to user requests to deactivate, require multimodal signals at the start of and during deactivation procedures that continue until completion or termination, require escalation of warnings for system-initiated deactivations if the user is not re-engaging as expected, require gradual reduction of ADS control action during deactivation while maintaining safe vehicle control, allow the ADS to retake full control if the vehicle is not being controlled safely, terminate the deactivation procedure if the user is not suitably engaged and the time available to transition has expired, replace the requirement for contact with the steering wheel with being in a physical position to operate the driving controls, suspend non-driving related activities at the start of the deactivation procedure, and modify the DDT section to require fallback to an MRC instead of a deactivation procedure if there is insufficient time for transition.

Document presents technical challenges to defining retrofit kit types for electric conversion and approval processes. Identifies that retrofit kit type perimeter depends on the regulation considered, with different requirements across UN R10, R13, R100, R85, R138, WLTP, R79, R39, R51, R89, R121, and R122. Presents testing challenges at vehicle, component, and EPRS levels, noting that testing a kit type not installed on a vehicle is impossible to account for all impacts on the vehicle.

Proposal to establish a UN Regulation for laboratory measurement of brake particle emissions from vehicles of categories M₂, M₃, N₂ and N₃ using friction braking systems. The regulation specifies test procedures including brake bedding and brake emissions measurement using the Worldwide Harmonized Heavy Duty Vehicles Brake Cycle, defines brake emissions groups and representative configurations for testing, establishes emission limits by vehicle category and powertrain technology (though limits marked as ‘not yet specified’ in the provided draft), requires conformity of production testing with statistical verification procedures, and sets technical requirements for brake dynamometer systems, brake enclosure design, sampling tunnels, cooling air conditioning, particulate matter and particle number measurement systems, and data acquisition.

Document outlining the 1st DETA/IWVTA Workshop held on 17 June 2026 in Flensburg, Germany. The workshop covered presentations on what DETA and IWVTA are, industry and government expectations, and issuance and acceptance of IWVTA certificates in the EU. Survey responses from 15 participants, including from Southeast Asian countries, indicated needs for more explanation on DETA access rights, onboarding processes for new Contracting Parties, and clearer guidance on how IWVTA can be modified to suit individual markets. Suggestions included developing supporting materials and guidelines on IWVTA application procedures and organizing a second workshop in Japan or Asia.

Presentation on brake inertia determination for potential amendment to heavy-duty brake emission protocol. Currently proposed protocol assumes test inertia determined based on UN R90, but comparison with C-factor from vehicle testing showed significant differences in inertia and actual load during dynamometer testing, with front and rear values differing by up to 2.3 times. Proposes retaining UN R90-based approach as default method while adding alternative inertia determination method considering vehicle mass and multi-axle configurations. Analysis of 43 Japanese market vehicle models showed UN R90-based approach can result in brake loads ranging from 0.1 to 5.7 times those of vehicle-based approach.

Overview of documents and working party activities for the 95th session of the Working Party on Pollution and Energy (GRPE). Documents address improvements to UN R179 (Laboratory Measurement of Brake Emissions for Light Duty Vehicles) including handling of vehicles with limited speed, brake replacement parts regulation, and GTR 24 (Measurement procedures for Brake corner emission factors). Related documents also cover a new regulation for heavy-duty brake emissions and a new global technical regulation for heavy-duty brakes. Working documents ECE/TRANS/WP.29/GRPE/2026/29, ECE/TRANS/WP.29/GRPE/2026/30, ECE/TRANS/WP.29/GRPE/2026/31, ECE/TRANS/WP.29/GRPE/2026/32, and ECE/TRANS/WP.29/GRPE/2026/53 are submitted.

JRC proposes three amendments to UN R152 and UN R131: increase crash avoidance speed to 50 km/h for all scenarios (car-to-car, car-to-pedestrian, car-to-bicycle); increase offset to 50% overlap; and discuss adding standing still pedestrian and bicycle scenarios. Evidence from market-surveillance testing shows current systems already meet the 50 km/h requirement in nearly every test and perform well at 50% overlap. Urban speed limits in 75.9% of R152 applying parties are 50 km/h baseline. Approximately 22% of relevant M₁ crashes involved less than 50% overlap.

Discussion of the 00 series of UN Regulation on Child Presence Detection Systems for passenger cars, focusing on development of Door Logic Plus concept. Door Logic Plus is defined as a system that improves performance by adding sensors to base door logic, reducing false detections and detection accuracy. The document presents comparative analysis of direct sensing and indirect sensing approaches, including pure door logic with external warning, door logic plus with buckle switch, and door logic plus with occupancy sensor. Additional time needed to develop Door Logic Plus concept and prepare proposal for documentary assessment procedure; proposes different test procedures for direct and indirect sensing systems.

Meeting minutes documenting PMP discussions on amendments to Brakes GTR 24 and UN R179, including TF3a layout and testing topics, TF3b vehicles limited speed work, TF3c brake replacement parts with a new UNR to be introduced, and TF4 electromechanical brakes with no further progress. GTR and UNR informal documents on HD brakes were presented with trailers removed from scope, open points on PM Emission Factor units, caliper position, test input parameters, and cooling air flow value addressed, and a 3-month delay in round robin testing reported.

Minutes of a PMP hybrid session held 12 October 2026 at the Palais des Nations in Geneva. Discussion covered amendments to GTR 24 and UN R179 on heavy-duty brake emissions, including new limits for 2030, C-factor measurements, driving modes, brake functions, emission factor calculations, and compliance and conformity of production procedures. Topics included measurement setup, payload factor, test inertia determination methods, inter-laboratory study status with data from 5 labs, and removal of square brackets from GTR text. The group reviewed brake particle emission work from Phase 2 of the DfT programme and preliminary results from a calibration materials inter-laboratory exercise involving 8 labs, recommending continued use of emery oil for annual validation at 23 nm.

Case studies analysing real-world UK collisions where Advanced Emergency Braking Systems (AEBS) were fitted using GB STATS19 police and RAIDS national research databases. A total of 287 cases were characterised against UN Regulation No. 152 scenario requirements: car-to-car (141 cases), car-to-pedestrian (81 cases), and car-to-bicycle (28 cases). Cases were scored according to alignment with regulatory test scenarios across nine characteristics: subject vehicle speed, target speed, relative speed, ambient light, lateral overlap, trailer coupled, road layout, road surface condition, and weather conditions. Lateral overlap was the most frequently misaligned characteristic across pedestrian and cyclist scenarios. Road geometry was the most frequent misalignment in car-to-car scenarios. Speed requirements and ambient light conditions warrant consideration for regulatory review.

Document confirms night-time requirements for C2P scenario testing in UN R152, specifying that tests shall apply to M₁ and N₁ vehicles, cover crossing collision only at 5 km/h pedestrian walking speed, include both with lights and without lights conditions, test only 50% collision point using adult dummies, operate at 20–60 km/h activation speed with no obstruction, and align speed reduction calculation with UN R152. Discusses daytime requirements for C2C and C2P scenarios, noting Japan’s position that the IWG should establish priorities among proposed new requirements.

Industry position on night-time testing for car-to-pedestrian scenarios in UN R152. Industry supports night-time testing based on the current version of UN R152 with lighting conditions based on Euro NCAP TB CA 101, limited to crossing collisions with farside pedestrian direction only. Industry proposes modifying illumination conditions in para. 5.2.2.4 and adding a new para. 6.1.6 specifying street lighting setup, and adding a dedicated chapter with visualization of illumination conditions. Testing should use adult pedestrian dummy only, with pedestrian speed, collision point, activation speed, and speed reduction requirements remaining unchanged from UN R152.

Draft agenda for the fourth session of the Informal Working Group on Advanced Emergency Braking System, to be held 2–4 November 2026 in Tokyo. The meeting will address approval of the agenda and previous report, exchange of positions on requirements in principle, draft state-of-the-art performance requirements for collision scenarios involving pedestrians at night including test procedure and accidentology, nominal avoidance speed and current AEBS status, and conclusion for discussion of performance requirements.

Document presents Euro NCAP test methodology for passenger cars using increasing speeds up to 50 km/h for stationary vehicle targets with nominal and offset impacts, and up to 60 km/h for crossing pedestrian targets at 25% and 75% impact positions. Each test run generates individual scores with no requirement for specific avoidance speeds. Results indicate all tested cars avoided full overlap collisions up to 50 km/h relative speed over the last three years, and majority of recently tested vehicles should avoid crossing pedestrian accidents up to 60 km/h daytime and 50 km/h nighttime, though results are not directly transferable due to different testing methods.

Version of UN R152 highlighting recent Supplements to the 02 series to facilitate work on a new series of amendments.

Industry position on adding a new footnote for paragraph 2.14. Industry states there is no need to add a new footnote because a footnote already exists for paragraph 2.13, this matter was thoroughly discussed in the IWG previously, and the current text was used for technical approval of numerous vehicles. Wording changes could lead to misinterpretations, questions and confusion. Industry does not support any changes in this context. Reference is made to document GRVA-07-53 which was agreed to in GRVA-07.

GRVA’s twenty-sixth session reviewed the Informal Working Group on Automated Driving Systems’ progress and adopted revised Terms of Reference for Phase II, establishing the Workshops on ADS implementation with Terms of Reference and Rules of Procedure. GRVA adopted amendments to UN R157 addressing Safety Management System provisions and clarifying requirements for ALKS activation across multiple territories, with supplements to the original version and 01 series of amendments. GRVA adopted amendments to UN R155 and UN R156 concerning software identification and software updates provisions, approved Supplement 4 to UN R155 clarifying its scope, and adopted amendments addressing Approval Authority arrangements for Certificates of Conformity. GRVA adopted amendments to UN R171 aligning continued compliance provisions with UN R157, adopted amendments to UN R79 regarding steering equipment and remote-control parking, adopted amendments to UN R13 and UN R13-H concerning trailer braking systems, and adopted amendments to UN R90 addressing replacement braking parts. GRVA established the Task Force on Exchange of Scenario-Relevant Information with Terms of Reference and Rules of Procedure, discussed automated vehicle categorization and automated parking systems, and reviewed ongoing work on Artificial Intelligence in vehicles, cyber security, data protection, advanced driver assistance systems, and motorcycle braking.

Draft proposal for new car-to-pedestrian night time requirements for the 03 series of amendments. The document outlines specific requirements for C2P at night applicable to M₁ and N₁ vehicles, including crossing scenarios on any side with illumination of 19±3 lux, collision points at 50%, adult dummies, and activation speeds of 20–60 km/h. Test procedures for warning and activation with pedestrian targets at night are specified. Changes to chapters 5 and 6 are required. Timeline shows informal document for January 2027 GRVA, working document for June 2027 GRVA with March 2027 deadline, working document for March 2028 WP.29, entry into force September 2028, and transitional provisions of 2–3 years.