Safety Performance Indicators (SPIs) are measurable metrics monitoring and evaluating ADS safety in operation, including lagging indicators recording outcomes like crashes and injuries, and leading indicators capturing precursors like near misses and risky behaviours. Research tested time-based and distance-based SPIs on the SHRP2 dataset containing 1402 crashes and 5262 near-crashes, achieving Area Under the Curve values of 0.883 for Distance Headway and 0.832 for Time-to-Collision in distinguishing crashes from normal driving. SPIs support safety cases, in-service monitoring and reporting requirements, and continuous ADS deployment monitoring, with future work extending analysis to additional datasets and field data collection.

Presentation of fka’s tyre technology division capabilities in testing, simulation and research. Describes fka’s collaboration with ZF on developing a C3 tread wear drum test rig to be operational in Q1 2027. Outlines fka’s offer to support joint development and validation of C3 drum abrasion methodology with TFTA members, requiring funding commitments or test workload from interested partners. Discusses technical considerations including drum curvature effects, surface texture replication, testing capacity estimates, and environmental impact of convoy versus laboratory testing methods.

ETRTO analysis of the European C3 tyre market segmentation, emission levels per tyre segment, and vehicle configurations. ETRTO recommends focusing on Segment A (Heavy Duty Tyres 22.5 for Long haul and regional usage), which captures approximately 71% of wear emissions. ETRTO evaluated five alternative methods to the convoy method using criteria including time to market, representativeness, regulatory suitability, and cost. ETRTO concludes the convoy method focusing on Segment A is the only feasible method given the mandated timeline, despite drawbacks including test duration and environmental impact.

Discussion document presenting general considerations for a C3 tyre abrasion test method. Topics addressed include objectives for reducing C3 tyre wear, quantification of C3 abrasion relative to overall and C1 abrasion, C3 tyre life including retreading effects, operational factors influencing tyre wear such as fleet optimization and load management, and environmental concerns regarding C3 microplastics and chemical requirements.

Task force in-session amendments to the proposal to amend para. 0. to introduce provisions for vehicles of category Y and Automated Driving Systems, amend para. 1.4. to exclude category Y vehicles and exempt certain category N₁ vehicles, add sentences to paras. 2.8., 2.22., 2.29., 2.32., 2.45. defining or clarifying applicability for category Y vehicles, amend para. 2.44. to define windscreen test area for category Y vehicles without windscreens, and replace language in para. 5.3.1.2. to refer to active ADS rather than ADS performing the Dynamic Driving Task.

Task force in-session amendments to the proposal to insert a new introduction paragraph accounting for vehicles of category X and Y, amend para. 6.1.5. to clarify that the exemption for driver assistance systems does not fully apply to automated driving systems where the perception system forms part of the driving function, and make editorial improvements replacing ‘disoriented’ with ‘misaligned’ and ‘driver assist systems’ with ‘driver assistance systems’. The amendment enables application of UN R42 to vehicles equipped with an Automated Driving System.

Task force in-session amendments to the proposal to establish uniform provisions for approval of vehicles of category N₁Y regarding protection of fuel system integrity, protection against electrical shock, and vehicle crash compatibility. Requirements address liquid fuel leakage limits, compressed hydrogen storage system integrity including leakage rates and container retention, high voltage electrical system protection through absence of high voltage, low electrical energy, physical protection, or isolation resistance, electrolyte leakage limits for rechargeable energy storage systems, REESS retention, fire and explosion hazards, and crash compatibility criteria. Testing includes frontal collision per UN R94 or UN R137, lateral collision per UN R95, and rear-end collision per UN R153. Vehicles derived from approved N₁ types complying with specified series may demonstrate compliance through previous test results.

Terms of Reference establishing the IWG on A-LCA under GRPE to develop an internationally-harmonised procedure to determine the carbon footprint of different automotive technologies from production to use and disposal as a resolution under WP.29. Working items include defining scope, inventory analysis methodology, and A-LCA report format. The group’s mandate ends in December 2026 with possible adoption of the UN Resolution by WP.29 in November 2026. The IWG is open to all experts from any country or organisation of WP.29, chaired by Japan and Republic of Korea, with technical secretaries from OICA, E-Mobility Europe and Japan.