Note explaining procedures for WP.29 officer elections when consensus is not reached. By default, elections are decided by secret ballot unless the WP.29 decides to proceed without a ballot on an agreed candidate. Nominations for Chairperson and Vice Chairperson(s) should be submitted to the secretariat at least ten days before the session. Prerequisites for secret ballot elections include attendance in person by a quorum of representatives, registration of voters, ballot infrastructure, and secretariat processing of the vote.

Document lists one candidate nominated for WP.29 Chair and six candidates nominated for WP.29 Vice-Chair, with their names and nationalities. The election is scheduled for Wednesday, 18 November starting at 14:30 in Room XII.

Draft working document describing nine common concepts for managing AI risks in automotive regulated products: risk-informed lifecycle approaches, intended purpose and operational assumptions, building upon established sectoral engineering practices, traceability and documentation, data as a safety-relevant engineering artefact, confidence through multiple sources of evidence, organizational capacity and governance, continuous monitoring and improvement, and assurance arguments. The document presumes that existing regulations and established automotive safety engineering practices remain applicable where AI is part of a regulated product, and management of AI risks builds upon those regulations and practices.

This document provides the informal schedule and running order for the 200th session of WP.29, to be held in-person in Room XII from 17 to 20 November 2026. It outlines the timing and agenda items for each day, including adoption of the agenda, coordination of work, consideration of reports, 1958 Agreement discussions, AC.1 and AC.3 voting, election of officers, monitoring of the 1998 Agreement, progress on UN GTRs, 1997 Agreement items, and adoption of the report. The schedule may be adjusted during the session depending on progress of work.

Report on the secure internet database for exchanging approval documentation between Contracting Parties of the 1958 Agreement. Forty-one Contracting Parties have notified their DETA Focal Point. Approximately 153,300 approvals have been uploaded by 23 Technical Approval Authorities, with approximately 8,700 manufacturers uploaded. Twenty manufacturers and four Technical Services have access to DETA. Migration to a new software version is underway with internal and external testing. New features include two-factor authentication, mailing and notification functions, additional languages, and easier administrator adaptations.

Guidance document for approval authorities on using DETA to implement UN Regulation No. 155. Notifying authorities shall upload cyber security information as PDF files no later than 14 days before granting a first-time approval, complete mandatory fields including approval number and date, and send a notification message to other authorities via DETA. Other approval authorities may submit comments within 14 days of notification by email and DETA message. Notifying authorities shall upload received comments to DETA without undue delay. These procedures apply before first-time approvals and each time assessment methods or criteria are updated.

Proposal to establish terms of reference and rules of procedure for the new IWG on EDR, successor to the IWG on EDR/DSSAD. The proposal would mandate the IWG to develop a draft proposal for EDR for automated/autonomous vehicles to be incorporated in UN R160 and UN R169, and to explore future amendments to UN R160 and UN R169 improving usefulness of EDR data, including data survivability during post-crash fires, improved triggering sensitivity, and extension of data elements and data format. The IWG would report to GRSG, reach decisions by consensus, and coordinate with the IWG on ADS2 on matters of common interest.

Agenda for the 11th meeting of the Informal Working Group on Digital Data and Digital Work Station (IWG-DDADWS), to be held online on 23 November 2026. The meeting will cover approval of previous session minutes and the current agenda, industry feedback on proposal documents from Meeting 10, next steps and drafting text for UN R182 01 series regulation, and future meeting dates.

Proposal to:

• Insert new para. 0.2. defining Emergency Door Opening provisions,
• Amend paras. 2.7.1. and 2.7.2. to redefine child safety lock and full locking systems,
• Replace vehicle ignition by vehicle master control switch in para. 2.9.,
• Insert new paras. 2.30. to 2.38. defining latch release control, door handle, retractable door handle, unlock, unlatch, power loss, vehicle master control switch, main power supply, and door opening,
• Amend para. 5.1. to specify scope of requirements,
• Insert new para. 5.4. on door operation including exterior and interior requirements and detailed information in vehicle owners manual,
• Amend para. 6.2.3.2. regarding minimum inertial load resistance calculation,
• Replace exterior door handle or other exterior latch release control by exterior latch release control in para. 6.3.1.,
• Replace ignition key references by vehicle master control switch in paras. 6.3.1.1.,
• Replace interior door handle or other interior latch release control by interior latch release control in paras. 6.3.2., 6.3.3., and 6.3.3.1.©,
• Insert new para. 6.4. on latch release controls and door handles including intuitive operation, power-assisted requirements maintaining 60-minute capability after power loss, and fail-safe principles,
• Insert new para. 7.3. on testing of power-assisted systems in accordance with Annex 7,
• Delete paras. 13.1. to 13.10.,
• Insert new para. 13.0. on transitional provisions and new paras. 13.1.1. to 13.1.5. establishing transitional dates with entry into force as from 1 September 2028 and final deadline 1 September 2030,
• Amend Annex 4 para. 2.1.2. regarding inertial load resistance calculation in any direction,
• Insert new Annex 7 specifying power loss test procedures for interior and exterior door opening with 60-minute waiting period and up to five opening cycles.

Agenda for the first conference call meeting of the IWG on EDR, scheduled for 30 November 2026. The meeting will cover welcome and introduction, approval of the agenda and previous session reports, preparation of a proposal for new Terms of Reference for the IWG on EDR, continuation of discussions on items for the EDR Step 3 workstream, EDR for ADS, and any other business. Future meetings are planned for January 2027 and March 2027.

The 57th session of the Informal Working Group on DETA will be held on Friday 13 November 2026, 9:30-12:30 (CET), as a hybrid meeting at the OICA office in Paris. The provisional agenda includes approval of DETA-57-01e rev1, approval of draft minutes DETA-57-02e, state of play, new DETA software version, widening DETA’s scope, potential use for sharing technical information regarding proposed GRPE UN Regulation on brake emission of non-original parts, adding an attribute to indicate latest series of amendments of approvals, potential update of the IWG’s Terms of Reference (ECE/TRANS/WP.29/2008/117) per DETA-54-03e-rev1, initial draft amending Guidelines for use of DETA regarding Cyber Security exchange due to new DETA software version per DETA-57-03e, report to WP.29 per DETA-57-04e, and next meetings.

Software identification and updates for vehicles no longer in production. UN R156 series 01 introduces mandatory RXSWIN for software updates after registration. RE3 Annex 7, UN R157, UN R171, and UN R185 define type approval rules post-production. Manufacturers may apply for new approvals to differentiate software for registered vehicles from new vehicles, covering type approval regulation updates or hardware changes. Duplication of tests shall be avoided where possible. National Type dates need not be respected for new approvals under the 1958 Agreement.

Proposal to amend the Guidelines on Transitional Provisions by applying footnote 6 to V.3 as well as V.8, replacing the added as well language in footnotes 4 to 6 with used instead of, deleting also from footnotes 4 and 5, adding Notwithstanding paragraph V.4 before Contracting Parties applying in footnotes 4 and 5, and using continue to only for the V.8 case in footnote 6 to align terminology, clarify scope, and remove overlaps between main text and footnote wording.

A study of methods to evaluate submarining using human body models and anthropomorphic test devices. The research tested 600 simulations across six environments with one human body model and three anthropomorphic test devices, integrating 20 different indicator definitions. A distance-based nearest node dynamic indicator emerged as most promising. The indicator is purely kinematic, time-resolved, automated, and configurable, depending only on node coordinates without force or sensor outputs. It was subsequently tested and extended to additional anthropometries. The indicator detects submarining effectively and can be combined with complementary criteria.

Document presents results from an open text poll and ranking polls conducted during the EqOP-Japan workshop on robustness assessment. Participants submitted ideas for robustness assessment addressing human body model evaluation, injury types, protection principles, and regulatory framework considerations. Topics ranked include brain injuries, submarining, lower extremities, chest injuries, soft tissue neck injuries, abdominal injuries, and assessment parameters such as lower test speeds, more anthropometries, rear row assessment, and seat position variations.

Study on axonal injury from uniaxial stretching in rat nerve cells. Experiments measured formation of axonal swellings and bulbs following stretching at various strain and strain rate conditions. Results show axonal injury observed at strain levels of 0.18 and above. Under 0.15 strain, injury percentage significantly increased at strain rates over 50 s⁻¹. Under 0.20 strain, injury percentage significantly increased at strain rates over 30 s⁻¹. Injury tolerance for axonal injury assessment should be determined based on combination of strain and strain rate.

Analysis of second row occupant injuries in passenger cars using GIDAS data from 2000–2025. Second row occupants constitute approximately 11% of all car occupants and contribute approximately 9% to MAIS2+ and slightly more to MAIS3+ injured occupants. Injury severity is higher in the second row left seat. Neck injuries, particularly whiplash, are the most common low-severity injuries, while upper-body injuries are most significant across all severity levels. Head and face injuries from seat contact are the most common injury-causing mechanism at all crash severities. The document recommends load cases should include second row occupation with 5% and 50% anthropomorphic test devices.

Study investigating the correlation between downward movement conditions of the seat and lap belt movement from the iliac crests of a human occupant in the front passenger seat during frontal impact. Simulations were conducted using an AM50 THUMS human model under two seat conditions: vertical downward movement of 150 mm, and 150 mm vertical downward movement combined with forward rotation. Results show the lap belt detached from both iliac crests during lean forward seat movement, whereas it detached from only one iliac crest during vertical movement. Abdominal injuries can be caused by downward seat movement together with forward rotation during frontal impacts.

Analysis of field data from 3,847 belted drivers in frontal car-to-car crashes to develop a real-world frontal crash assessment matrix. Field data showed injury distribution followed exposure distribution across stature and weight, no significant injury-risk differences across longitudinal seat positions or age groups, and approximately 75% of AIS2+ injuries occurred at energy equivalent speed below 40 km/h. The assessment matrix identifies severity-specific protection targets and crash configurations representative of real-world exposure. The approach combines crash, occupant and seating variation with human body model simulations to evaluate restraint system robustness across real-world variability.

The document describes WP.29’s approach to regulating Driver Control Assistance Systems and Automated Driving Systems. It outlines safety management system requirements including safety policy, risk management, assurance and promotion; safety case requirements for structured documentation demonstrating ADS compliance and freedom from unreasonable risk; and safety concept requirements for risk identification, hazard analysis, ODD compatibility and occupant protection. Testing and verification encompasses virtual testing using simulation toolchains, track testing and real-world testing. Virtual toolchain validation establishes credibility before use. In-service monitoring and reporting requires manufacturers to monitor ADS performance post-deployment and report significant incidents to authorities.

Presentation on the complementary roles of Anthropomorphic Test Devices (ATDs) and Human Body Models (HBMs) in frontal impact assessment. ATDs provide standardized physical evidence at defined reference conditions based on fixed anthropometries, while HBMs can represent population variability through morphable anthropometry. HBMs extend assessment to human and crash variability that standardized ATD tests cannot practically cover, including occupant size variants, seat positions, postures, and crash severities. Neither tool is a universal substitute for the other; complementary capabilities improve robustness and confidence in real-world occupant protection performance.

Presentation on human body models (HBMs) for virtual testing, addressing their advantages over anthropomorphic test devices (ATDs) in assessing occupant diversity, body regions, and injury criteria. Discusses challenges including harmonization of anthropometry and posture, biofidelity qualification variability, and injury assessment methodology. Proposes stepwise implementation with minimum harmonization requirements and development of HBM-specific injury risk curves for consistent application across different anthropometries.

Results from a workshop on frontal impact robustness held in Tokyo, Japan on 4-6 November 2026. The workshop established a robustness concept: the vehicle’s ability to ensure effective protection for occupants across a representative range of characteristics (taking into account variations such as differences in shape, sex, weight and age), in relevant vehicle settings, and in representative real-world collisions (up to current regulatory severity levels). Human Body Models (HBMs) are noted as a promising complementary tool for evaluating robustness alongside ATD testing. The workshop ranked injury types by priority, including brain injuries, submarining, neck, chest, abdomen, lower extremities, and rear seat row protection. An action plan was developed to address brain injuries, submarining, rear seat row assessment, and robustness assessment methodology.

Workshop participants agreed on a concept of robustness as the vehicle’s ability to ensure effective protection for occupants across a representative range of characteristics including variations in body shape, sex, weight and age in relevant vehicle settings and in representative real-world collisions up to current regulatory severity levels. Current regulations can identify clearly inferior systems but do not encourage robustness as defined.

Workshop on equitable occupant protection addressing frontal impact safety. The document summarizes consensus from the 2025 Graz workshop on equity issues in frontal crashes, including higher injury risks for females in lower-speed crashes and at specific injury severity levels, age-dependent fatality risk variations, and injury pattern differences across body regions. Hypotheses for equity issues include occupant physiological characteristics, seatbelt and seat interaction, airbag interaction, and varying injury tolerances with age and sex. The Tokyo workshop aims to develop conceptual ideas for assessing robustness of occupant protection across human and crash-condition variability, define robustness, identify regulatory concepts to address equity issues, establish a roadmap of regulatory solutions, and create an action plan for highest-priority issues.

Proposal to amend para. 2.12. to clarify the definition of power-operated windows, renumber para. 5.8.4.2. as 5.8.4.3., insert new para. 5.8.4.2. requiring window controls of power-operated side windows adjacent to the front seat row to be within reach and directly accessible, insert new paras. 5.8.8., 5.8.8.1., and 5.8.8.2. requiring power-operated side windows of the front seat row to remain operable in the opening direction for at least 2 minutes during vehicle submergence or automatically open within 30 seconds, with windows opening to maximum extent permitted, and insert new Annex 11 specifying submergence test procedures including container-based tests, slope-entry tests, and alternative subsystem tests.

Comments on draft UN R51.04 addressing various editorial and technical issues in Annexes 3, 6, 7, 8, and 9, including:

• Corrections to tyre conditioning text,
• Clarification of test speed tolerance,
• Changes to figure captions from ‘microphone point’ to ‘microphone position’,
• Corrections to formulas for anchor point parameters,
• Relocation of test report paragraph,
• Removal of unnecessary asterisk and footnote regarding ISO 10844 certification dates,
• Clarification of limit value specifications,
• Vehicle scope definitions,
• Definition necessity review,
• Incorporation of JASIC proposals for compliance assessment cases,
• Corrections to appendix references,
• Parameter reporting specifications,
• Adjustments to virtual engine speed calculations for hybrid electric vehicles.

Draft minutes of the 13th IWG on EV/HFCV-RS meeting held 8 October 2026. The group reviewed the work program ahead of the forthcoming GRPE session scheduled for 14-16 October 2026, with the objective to provide GRPE with a first draft of the future UN Regulation. The latest draft Regulation was jointly reviewed, continuing technical discussions on provisions and addressing comments and proposals from stakeholders. Particular attention was given to the scope, type definition and testing requirements, and the presence of installer definition in the UN Regulation. Participants worked collaboratively towards consolidating inputs and preparing an agreed version of the draft for presentation at the next GRPE session.

The DDADWS 10th (October 2026) session discussed proposals to:

• Clarify DDAW system warning acknowledgement and continued monitoring,
• Introduce mandatory microsleep detection as an independent function,
• Expand operating conditions to cover varied driving environments including glare and roads without lane markings,
• Ensure drowsiness monitoring continues when DCAS is active at equivalent performance levels,
• Establish requirements for system functionality under driver occlusions such as eyewear,
• Adopt a hybrid warning threshold distinguishing optional advisory information at KSS 6–7 from mandatory warnings at KSS 8 and above,
• Revise false negative classification to record successive events after defined delay periods while driver remains drowsy,
• Introduce specificity and Positive Predictive Value as performance metrics alongside sensitivity,
• Incorporate Observer Rated Drowsiness as an additional primary measurement with ORD-specific thresholds pending results of ongoing Japanese driving simulator study,
• Enhance validation test methodology regarding participant demographics, preconditioning, repeated testing, and near-crash event capture.

Provisional agenda for the 52nd session of the IWVTA Informal Group scheduled for November 12, 2026 in Paris. The session will address election of a new Chair, adoption of the agenda and 51st session report, highlights from the 199th WP.29 session, amendments to UN R0 series, contradiction between transitional provisions in UN R22 and Revision 3 of the 1958 Agreement, proposed amendments to Guidelines on Transitional Provisions, IWVTA awareness and promotion, extension of mandates, and DETA scheme implementation.

The workshop on frontal impact assessment in Tokyo, 4-6 November 2026, will address robustness, defined as the vehicle’s ability to protect occupants of varying body height, weight, shape, and seating position in real-world relevant collisions by maintaining structural integrity and effective safety systems so that the risk of injury is minimized for all types of people. The agenda includes review of relevant regulations, clarification of roles of ATDs and HBMs, and conceptual ideas for future regulatory upgrades addressing brain injury, soft tissue neck injury, lower leg injury, thorax injury, submarining, abdominal loading, and lower severity collisions. The workshop will develop an HBM-based robustness assessment matrix to complement current ATD-based requirements.

Proposal to introduce UBE_certified in templates for the information document and WLTP test report, clarify that test results must be within 2 percent of the declared value, and specify the number of significant figures to be used for Usable Battery Energy of the vehicle at certification as related to level 1A requirements in Annex A1 and Annex A2 to UN R154.

Document outlines preparation for establishing a Task Force on Swappable Battery under GRPE. Identifies sustainability aspects including on-board battery use as renewable energy buffer, battery cost and separate sale/lease models, vehicle lifespan exceeding battery life requiring service exchange, and battery replacement due to technology evolution. Lists issues for WP.29 framework covering vehicle approval with different battery pack numbers, separate battery approval, safety measures during swapping, attachment functionality, durability requirements, battery history tracing, cyber security, battery failure alerts, software updates, battery lifetime definition, and compatibility checking between battery and vehicle combinations. Proposes establishment of new Task Force under GRPE with collaboration among existing groups, two-step approach for identifying work items and drafting Terms of Reference, and timeline for five Task Force meetings from December 2026 to April 2027.

Proposal to revise the generic transfer function coefficient based on 2026 test campaign results, revise the ALI range for specific transfer function assessment, integrate assessment criteria for both test methods, and delete the coefficient of determination (R²) requirement since delta ALI and RMSE are sufficiently tight for assessment.

The document describes an ACPE system for judging pedal misapplication from driver accelerator pedal operation and vehicle motion without object detection sensors, and suppresses sudden acceleration. The system performs pedal error checks to determine whether sudden accelerator operation may be pedal misapplication, non-operation checks to verify whether the scene involves intended acceleration, and suppresses acceleration if steps determine pedal error. The system does not activate during intended acceleration in hard-to-distinguish scenes including turning, changing lanes, starting at stop signs or signal lights, and steep uphill driving. False positive activation depends on driver maneuver; measures applied in Japan include offering the system as an option, restricting access to dedicated key users only, and explaining possible false positive activation at point of sale.

The IWG on ACPE shall review UN Regulations on ACPE, modify them if necessary, add provisions for a new draft UN GTR on ACPE, and prepare a draft UN GTR on ACPE for submission to GRVA for adoption. The text shall be performance based and technology neutral. The IWG will be managed by three Co-Chairs (Japan, Germany, and Canada) and a Secretary (OICA), report to GRVA, remain open to all WP.29 participants, conduct work in English, and reach decisions by consensus. The IWG will deliver a new UN GTR on ACPE for the September 2028 session of GRVA, with adoption expected at WP.29’s 206th session in March 2029.

Document presents proposed text for Emergency Door Opening requirements to be discussed by Canada and Korea at the next EDO meeting. Proposals address owner’s manual provisions requiring detailed information on door opening and confirmation that the door opening system is intuitive and door handles are readily identifiable; secondary power supply requirements for latch release controls with warnings of failure; intuitiveness of latch release controls and door handles; replacement of the term ‘close vicinity’ with objective boundary criteria within the perimeter of the door frame; and inadvertent operation provisions for side doors with front-mounted hinges requiring interior door handles to be inoperative at vehicle speeds of 4 km/h or greater and provision of door closure warning systems.

Proposal for an updated justification section.

The agenda includes discussion of research outcomes and possible conclusions, other business, and list of action items and next meetings. The next meeting is scheduled for 12-14 January 2027 in Japan with 15 January 2027 for leadership to prepare report for GRVA.

Draft agenda for the 54th session of TFTA on 9 November 2026. The meeting will address finalising C1 and C2 provisions for GRBP Working Document 85th session, the status of an ongoing test campaign, and a follow-up brainstorming session. Action items include requesting a French representative to join the next meeting and reviewing possibilities for further defining tyre types by grouping them and optimizing the number of physical tests through simulations and models. The agenda also covers funding and resource allocation for technical activities.

List of action items from the 22nd (4th under the old numbering) meeting of the Informal Working Group on Advanced Emergency Braking System held in Tokyo, Japan. Ten action items assigned, including:

• Investigating lost footnotes in paragraphs 2.13. and 6.1.1.1.,
• Ensuring consistent spelling of ‘daytime’/‘nighttime’ in document AEBS-22-08,
• Explaining ambient illumination requirements of at least 15 lux in para. 5.2.4.4. (d),
• Preparing justification for testing only adult dummies at nighttime,
• Preparing lamp test setup diagrams,
• Checking and proposing definitions for revised paragraphs aligned with UN R48,
• Clarifying scenario optionality and modularity,
• Providing error bar formulas,
• Conducting testing on pedestrian detection with high reflective clothing.

Proposal to conduct safety analysis based on vehicle and system architecture to identify and decompose data and model-related safety requirements, and delete the requirement for maintenance or reassessment of assumptions as the system or environment changes.

Proposal to add principles and stages of risk-driven lifecycle approach to para. 4.2.1.1, replacing ‘risk informed lifecycle approaches explanation’ with ‘Risk-driven lifecycle approach explanation’ and adding explicit reference to principles of risk-driven lifecycle approach and stages of risk-driven lifecycle approach.

Change request to revise the driving function name from ‘Acceleration Control Pedal Error’ to ‘Acceleration Control for Pedal Error’ in Section 1.2.4, based on UNECE guidance that the original term is not a correct driving function name.

Proposal to add illustrative real-world application examples under Automated Driving Systems in Annex 1, items 1.2.4 and 1.3, covering low-speed unmanned delivery and sanitation vehicles in closed or semi-open areas and urban non-motorized lanes, robotaxi operation on urban roads, and autonomously-operated vehicles deployed within mining sites, ports and industrial parks.

Proposal to add to illustrative practices in para. 4.2.6.3 a reference to scenario coverage assessment based on ISO 34502 and test case generation based on ISO 34505 as sources of evidence for AI system assurance, and to add ISO 34501-34505 to Annex 4 A standards list.

Proposal to add a new risk item addressing compromised or unavailable infrastructure-sourced inputs in para. 3.2.9.5, add a corresponding extended description in Annex 2 (item 6.5), add a new table row in Annex 3, and add the term ‘Roadside Perception’ to Annex 5. AI systems that rely on roadside perception, map data, or remotely-delivered data may encounter communication outages, latency, or maliciously-altered incoming data, resulting in perception gaps or erroneous decisions.

Proposal to introduce the nine data-related safety properties defined in ISO/PAS 8800:2024 (Accuracy, Completeness, Correctness, Independence of datasets, Integrity, Representativeness, Temporality, Traceability and Verifiability) as a common verification thread across rows 4.1–4.5 in Annex 3 and Section 4.2.5, add an anchoring practice for row 4.4 (Distribution Shift) requiring periodic monitoring and reassessment of data–model drift with re-evaluation of the safety argument where drift is detected, and list digital watermarking and AI-based automated audit as candidate illustrative practices.

Proposal to insert new section 4.2.10 defining human oversight and system controllability as complementary dimensions addressing the human-machine interaction layer and engineering design layer. The concept establishes that human oversight refers to the ability of natural persons to monitor, understand, intervene in, and override AI system outputs affecting safety, while system controllability refers to the ability of external agents to influence AI system behavior to prevent harm. For driving automation functions, human oversight and fallback vary with automation level as defined in SAE J3016 / ISO/SAE 22736. For non-driving safety functions, controllability may be achieved through audible or visual warnings, output degradation, or fail-safe behavior. System-level controllability measures include dedicated safety monitors, redundant model architectures, and structured fallback or fail-safe degradation strategies.

Proposal to insert an introductory paragraph before para. 4.2.1 to establish that the depth and rigor of applying common AI risk management concepts should be commensurate with the safety risk level of the specific AI application, with risk levels informed by ISO 26262 ASIL classification and ISO 21448 SOTIF risk assessment, as well as the degree of AI system autonomy and adaptability, and to elevate the proportionality principle from a sub-point within para. 4.2.1.1 to a framing principle for the entire Section 4.2.

Proposal to insert new sections 2.3.7 and 2.3.8 to clarify the classification criteria and boundaries of the three modes of AI use and provide representative examples illustrating their practical application, establishing that classification should be based on the role and purpose of AI in specific activities rather than assigning a fixed mode to a particular model or process, and that the same AI-related model, system, artefact or process may correspond to different modes at different stages or when used for different purposes.

Add one NB note beneath the “AI Safety” definition in Annex 5, Section 1.1, item 4, clarifying that the definition uses “safety” in the functional-safety sense and that hazards affecting AI-based safety functions may be initiated by malicious actions or arise from personal data processing, and that assurance of AI systems interacts with cybersecurity and data-privacy requirements such as UN R155 and ISO/SAE 21434.

Proposal to modify para. 4.2.5.2 to replace ‘management of changes in data and operational distributions’ with ‘management of changes in data and process assurance’. Where a closed-loop data chain is applied to vehicle AI systems safety development activities, evidence of safety assurance capability of the complete closed-loop data chain shall be provided, including safety assurance descriptions for data collection, data processing, and data annotation processes. Where data training is used as an improvement measure for functional insufficiency, relevant analysis shall be conducted and the rationality of the data shall be justified to ensure the improved system meets system-level safety-related requirements.

Proposal to insert a sentence in para. 2.2.1 clarifying that decision trees can be learned from data and not all are manually specified rule systems, and to modify para. 2.2.5 to state that Generative AI models can use different architectures, with some being Transformer-based and potentially foundation or general-purpose AI models.

Proposal to modify the definition of concept drift in para. 3.2.9.2 and Annex 2, para. 6.2 to clarify that concept drift arises when changes alter the relationship between inputs and target outputs, and that a change in input distribution alone does not necessarily imply a change in this relationship.

Proposal to modify the definition of Validation Data to replace ‘a final’ with ‘candidate’ and append clarification that it is used for model selection or tuning while independent test data used for final performance reporting are not used for model selection or tuning, and add a definition of Test Data as data used to evaluate the final selected model and not used for fitting, model selection or tuning, with a note on dataset separation to avoid leakage between sets.

Proposal to modify Annex 1, 1.1.2 to replace the clause beginning ‘and such applications fall within the scope’ with language clarifying that applications fall within the first mode of AI use only where AI is part of the regulated product and directly performs or supports a safety-relevant function, and to add that AI tools used solely for development or assessment fall under section 2.3.3.

Proposal to add working definitions for uncertainty quantification, aleatoric uncertainty, epistemic uncertainty, and uncertainty-aware action at the end of section 1.3 of AI-11-03, Annex 5. These definitions do not replace definitions in applicable standards and support general discussion of uncertainty and its effects on action.

Proposal to append sentences to paragraph 2 addressing uncertainty-related risks propagated from upstream to downstream AI modules and supporting uncertainty-aware action, and to paragraph 3 considering whether uncertainty information remains meaningful when used by downstream AI modules and how it affects the resulting action.

Proposal to add text to para. 3.2.4.6 clarifying that uncertainty-related risks may propagate from upstream to downstream AI modules when uncertainty information is inadequately communicated or used, affecting the resulting action, and to add text to Annex 2, item 1.6 clarifying that inadequate communication or use of uncertainty information across AI modules can propagate or amplify uncertainty-related risks and affect the resulting action, even when the upstream estimate is informative.

Proposal to add text to para. 3.2.4.6 clarifying that uncertainty-related risks may propagate from upstream to downstream AI modules when uncertainty information is inadequately communicated or used, affecting the resulting action, and to add text to Annex 2, item 1.6 clarifying that inadequate communication or use of uncertainty information across AI modules can propagate or amplify uncertainty-related risks and affect the resulting action, even when the upstream estimate is informative.

Provisional agenda for the fourteenth meeting of the IWG on EV/HFCV-RS scheduled for Tuesday 10 November 2026 from 13:30 to 17:30 CEST. The agenda includes welcome, adoption of the agenda, approval of the minutes of the previous meeting, coordination and organization of the work, power determination and battery range, UN Draft discussion, and any other business, with subsequent meetings planned for 10 December, 7 or 8 January, and 18 February.

Proposal to delete text requiring integration of electrical current at 20 Hz from GTR 21 para. 5.2.1., simplify requirements for determining and verifying K1 and K2 factors in para. 6.1.1.1. and 6.1.1.2. by deleting redundant sentences and SAE J2907, adding conditional manufacturer reporting on K factor determination, and add a note to para. 5.2.1. stating specific humidity need not be measured unless ICE power correction per para. 6.9.3.2. is applied.

Proposal to insert para. 0.2. containing provisions on Emergency Door Opening, amend paras. 2.7.1., 2.7.2., and 2.9., insert new paras. 2.30. to 2.38. defining terms including latch release control, door handle, retractable door handle, unlock, unlatch, power loss, vehicle master control switch, main power supply, and door opening, insert new para. 5.4. specifying exterior and interior door operation requirements, amend paras. 6.3.1., 6.3.1.1., 6.3.2., and 6.3.3. replacing references to vehicle ignition and door handles, insert new para. 6.4. establishing requirements for intuitive operation of latch release controls and door handles, with power-assisted systems maintaining unlatching and manual opening capability for at least 60 minutes through mechanical backup, secondary power supply, or fail-safe design, insert new para. 7.3. requiring testing in accordance with Annex 7, insert new para. 13.0. containing transitional provisions, delete former paras. 13.1. to 13.10., insert new para. 13.1. with new series-specific transitional provisions, and insert new Annex 7 specifying power loss test procedures for interior and exterior door opening.

Proposal to amend the full vehicle test (slope-entry) facility requirements by specifying an entry slope angle of 8 +/- 2.5 degrees to the horizontal and minimum length of 3 m, and to amend the test method by specifying that for vehicles equipped with an automatic window lowering system, the windows shall automatically be lowered within 2 minutes.

Draft meeting minutes from the 44th session of the Informal Working Group on Automotive Life Cycle Assessment. The IWG decided not to submit the draft Mutual Resolution to GRPE for adoption owing to lack of consensus on methodological provisions. The group agreed to maintain the IWG with reduced activity intensity, focusing on information and technical exchange with the consolidated draft as baseline document. A one-year extension of the mandate was proposed. OICA and CLEPA presented industry guidelines for LCA of passenger cars and parts, addressing electricity modelling and the representative-vehicle concept.

Draft agenda for the 77th EPPR Informal Working Group Meeting on Environmental and Propulsion Performance Requirements of L-category vehicles, scheduled for 24 November 2026, online. The agenda includes adoption of the previous meeting’s report, discussion of transposition of UN-GTR 2 into UN-Regulation 40 with updates from a dedicated Task Force, and information exchange on possible future activities including maximum power determination, battery electric vehicle range determination standardization, and deterioration factors in GTR 23 on durability.

Draft report of the 76th EPPR meeting held on 13 October 2026. The agenda and minutes of the 75th meeting were adopted. The Task Force on transposition of UN-GTR 2 into UN-R40 presented its progress report from its first meeting on 9 October, agreeing to use IMMA’s June 2026 draft as the basis for developing the 03 series of amendments to UN-R40 corresponding to Euro 4 level. The group exchanged information on maximum power determination, battery electric vehicle range determination standardization, and deterioration factors in GTR 23 on durability. Germany presented observations on periodic emissions testing for Euro 5+ motorcycles regarding OBD port access and lambda measurement difficulties.

Logistic information for the EVE IWG Tokyo meeting in hybrid format scheduled for 16–17 February 2027 at Hibikoku Conference Square. Provides venue address, access information via nearby metro stations, accommodation options, and visa exemption information for 74 countries and regions.

The agenda includes:

• A presentation from the Battery Swapping Task Force,
• Proposal on introduction of UBE certified in templates for information document and WLTP test report,
• UN GTR 25 status update and priority items discussion,
• UN GTR 21 status update and priority items,
• OICA comments,
• Proposals for more efficient test procedures,
• UN GTR 22 status update and priority items.