The first task force session confirmed the scope of work, organization structure, and timelines for developing UN R40.03 to transpose Euro 4-level requirements from UN GTR No. 2 into UN Regulation No. 40 and to ensure administrative provisions necessary for mutual recognition and type approval. The Task Force agreed to use IMMA proposal EPPR-73-02 as the technical baseline, identified provisions already aligned with GTR No. 2 and those requiring revision, and established a working method for future discussions. TF-02 is proposed for 24 November 2026 and will examine the main text from paragraph 1 through paragraph 12, including Appendix 2.
Proposal to include specificity and positive predictive value (PPV) as complementary performance metrics in the 01 series alongside sensitivity. Specificity measures how well the system avoids warning non-drowsy drivers; PPV measures how often a warning corresponds to genuine drowsiness. Both metrics address the false-positive burden not adequately shown by the 00 series, which focuses on sensitivity alone. Separate criteria should be set for drowsiness monitoring and microsleep detection, developed together with revised test methodology rather than simply added to the existing methodology.
Proposal to record successive false negative events for each interval where the driver remains at or above Karolinska Sleepiness Scale (KSS) 8 and no warning is given, after a defined grace period of [X] minutes following the initial false negative. Currently, under the 00 series of UN R182, only one false negative is recorded per KSS transition, regardless of warning delay duration. The proposal introduces a time-based penalty to penalise delayed detection and make sensitivity metrics better reflect actual system performance.
Proposal to distinguish optional early information from mandatory warning thresholds by allowing optional soft information at Karolinska Sleepiness Scale (KSS) levels 6–7 and requiring mandatory hard warnings at KSS 8 or above. The proposal sets one mandatory threshold for warning classification and performance criteria, allowing visual advisory messages with limited audible tone at KSS 6–7 without driver acknowledgement required, and requiring clear visual indicators, audible warnings with minimum duration and volume, and haptic escalation at KSS 8 or above. Hard warnings would be subject to validation testing for sensitivity, specificity, and positive predictive value classification.
Presentation on proposal 6 summarising enhancements to DDAW system test methodology. Proposes setting clearer requirements for participant selection, pre-conditioning, repeated testing of each participant, continuation of testing after the first true positive warning, and capture and treatment of near-crash events. Addresses existing limitations including narrow participant coverage, limited lighting conditions, testing that ends after the first true positive, and exclusion of false negatives during learning phases. Proposes mandatory methodology for representative evidence including minimum test runs per participant, broader demographic and physical characteristic representation, fatigued and rested participant preparation, near-crash event capture, and shorter learning periods. Notes the interconnectedness to other 01 series proposals including drowsiness threshold, false negative classification, operating conditions, and performance metrics.
Presentation summarising proposal 5 on drowsiness warnings acknowledgement. The 00 series permits warnings to cascade and intensify until driver acknowledgement but does not clearly prescribe acceptable driver actions or subsequent system response. Acknowledgement does not remove drowsiness risk. Proposal seeks to define acceptable acknowledgement actions, require continuous monitoring after acknowledgement, and mandate renewed warnings when safety conditions persist or return within a maximum time-period. Microsleep warnings must not be muted through acknowledgement of drowsiness warnings.
Proposal to expand minimum operating conditions for driver drowsiness and attention warning systems to include roads with absent or significantly faded lane markings requiring road-edge detection capability, strong direct light directed towards driver-facing and road-facing sensors, and cabin temperature and humidity conditions prone to causing camera fogging. The proposal applies technology-neutral consolidated performance requirements rather than distinguishing between direct and indirect system means. Data from Australian and Great Britain road networks show that the majority of road fatalities occur in rural areas on roads often unmarked or with degraded markings, and road-edge detection is already technically available and demonstrated by vehicles tested under ANCAP protocols.
Proposal to develop a mandatory, testable microsleep detection and warning capability for the 01 series. Microsleep is a brief loss of consciousness indicated by 1–3 second eye closure that presents an immediate and significant road safety risk. The system should detect eye closure over time, use supporting cues such as neck droop or body slump to confirm events, and provide a dedicated and appropriately forceful warning strategy. Detection logic may use primary criteria such as >95% eye closure for >2.5 seconds or combined criteria such as >85% eye closure for >1.8 seconds plus neck droop or body slump. Testing pathways include controlled simulation with deliberate eye-closure events and fatigued-driver testing to observe genuine microsleep events.