1. Adoption of the agenda

In accordance with Chapter III, Rule 7 of the Rules of Procedure (ECE/TRANS/WP.29/690/Rev.2) of the World Forum for Harmonization of Vehicle Regulations (WP.29), the first item on the provisional agenda is the adoption of the agenda.

GRVA-15-01 | GRVA-15: Running order of the agenda
GRVA-15-02/Rev.1 | GRVA-15: Update agenda for the January 2023 session
GRVA/2023/1/Add.1 | GRVA: Addendum 1 to the provisional agenda for the 15th (January 2023) session
GRVA/2023/1 | GRVA: Annotated provisional agenda for the 15th (January 2023) session
GRVA/2023/1/Add.1 | GRVA: Addendum 1 to the provisional agenda for the 15th (January 2023) session
GRVA-15-01 | GRVA-15: Running order of the agenda
GRVA-15-02/Rev.1 | GRVA-15: Update agenda for the January 2023 session
2. Highlights of the November 2022 session of WP.29

GRVA may wish to be briefed by the secretariat on the highlights of the November 2022 session of WP.29, regarding the activities of the Working Party on Automated/Autonomous and Connected Vehicles (GRVA) and common issues.

GRVA-15-03 | GRVA: Information and Highlights from the November 2022 WP.29 session
GRVA-15-03 | GRVA: Information and Highlights from the November 2022 WP.29 session
3. Artificial Intelligence in vehicles

GRVA may wish to be briefed on the outcome of a workshop organized by the International Organization of Motor Vehicle Manufacturers (OICA) regarding the review of the amendments to definitions in the context of Artificial Intelligence relevant for vehicle regulations, if any.

GRVA-15-04 | Artificial Intelligence and vehicle regulations
GRVA-15-39 | French "Grand Défi program": Artificial Intelligence Assessment pillar
4. Automated/autonomous and connected vehicles
4. (a) Deliverables of the Informal Working Group on Functional Requirements for Automated and Autonomous Vehicles

GRVA may wish to be briefed on the outcome of the recent meeting(s) of the Informal Working Group (IWG) on Functional Requirements for Automated and Autonomous Vehicles (FRAV).

GRVA-15-35/Rev.1 | FRAV informal group status report to GRVA
GRVA-15-36 | ADS-relevant terms and definitions developed under the FRAV informal group
GRVA-15-35/Rev.1 | FRAV informal group status report to GRVA
GRVA-15-36 | ADS-relevant terms and definitions developed under the FRAV informal group
4. (b) Deliverables of the Informal Working Group on Validation Methods for Automated Driving

GRVA may wish to be briefed on the outcome of the last meetings of the IWG on Validation Methods for Automated Driving (VMAD).

GRVA-15-26 | ADS: Proposal for amendments to the NATM guidelines (WP.29/2022/58) Proposal to amend the guidelines on ADS assessment and test methods. This document is available with tracked changes in <a href="https://unece.org/sites/default/files/2023-01/GRVA-15-26e%28TrackChanges%29.pdf" target="_blank">pdf version</a> and in <a href="https://unece.org/sites/default/files/2023-01/GRVA-15-26e%28TrackChanges%29.docx" target="_blank">.docx format</a>.
GRVA-15-38 | VMAD informal group status report to GRVA
GRVA-15-26 | ADS: Proposal for amendments to the NATM guidelines (WP.29/2022/58) Proposal to amend the guidelines on ADS assessment and test methods. This document is available with tracked changes in <a href="https://unece.org/sites/default/files/2023-01/GRVA-15-26e%28TrackChanges%29.pdf" target="_blank">pdf version</a> and in <a href="https://unece.org/sites/default/files/2023-01/GRVA-15-26e%28TrackChanges%29.docx" target="_blank">.docx format</a>.
GRVA-15-38 | VMAD informal group status report to GRVA
4. (c) Deliverables of the Informal Working Group on Event Data Recorder / Data Storage System for Automated Driving

GRVA may wish to be briefed on the outcome of the last meetings of the IWG on Event Data Recorder / Data Storage Systems for Automated Driving (EDR/DSSAD).

GRVA-15-31 | EDR/DSSAD informal group status report to GRVA
GRVA-15-31 | EDR/DSSAD informal group status report to GRVA
4. (d) UN Regulation No. 157

GRVA may wish to be briefed on the progress of the Special Interest Group (SIG) on UN Regulation No. 157, if any.

GRVA may wish to review amendment proposals to UN Regulation No. 157, if any.

4. (e) Coordination of work on automation between working parties (GRs)

GRVA may wish to discuss the work coordination between working parties concerning Automated Driving Systems.

GRVA may wish to be briefed on the outcome of the discussion at Administrative Committee for the Coordination of Work (AC.2) and WP.29 regarding the coordination of work between GRVA and the Working Party on Lighting and Light-Signalling (GRE) on ADS light signal provisions, if any.

GRVA may wish to be briefed on the outcome of the workshop of the Global Forum for Road Traffic Safety (WP.1) Informal Group of Experts on Automated Driving (IGEAD) and the GRVA IWG on FRAV, which took place on 7-8 November 2022.

GRVA-15-15/Rev.2 | Identification of the Status of a Vehicle with ADS Information concerning ways to address the interests of law enforcement in being able to determine whether a vehicle is being operated by an ADS relative to the enforcement of laws regarding activities permitted to a driver (or conversely, permitted to the occupant of a driver's seat while the vehicle is under ADS operation).

GRVA may wish to be briefed on the outcome of the discussion at AC.2 and WP.29 regarding the definition of vehicle categories in the context of ADS.

GRVA may wish to be briefed by the expert from France on the progress made by the task force screening the UN Regulations and UN Global Technical Regulations (of relevance) regarding Automated Driving Systems.
GRVA may wish to consider any other proposal, if available.

GRVA-15-15/Rev.2 | Identification of the Status of a Vehicle with ADS Information concerning ways to address the interests of law enforcement in being able to determine whether a vehicle is being operated by an ADS relative to the enforcement of laws regarding activities permitted to a driver (or conversely, permitted to the occupant of a driver's seat while the vehicle is under ADS operation).
4. (f) Automated Vehicles: Any other business
GRVA-15-34 | ADS: Planning of next step in order to achieve the "Roadmap 2025“ target
GRVA-15-47 | FRAV-IGEAD workshop: Areas of common interest Outcomes from the 7-8 November 2022 meeting between the WP.29/GRVA/FRAV informal group and the WP.1/IGEAD informal group on areas of common interest:<ol class="alpha"><li>External ADS communication</li><li>Glossary of terms and definitions</li><li>Electronic format traffic rules</li><li>Safe ADS behaviour in traffic.</li></ol>
5. Connected vehicles
5. (a) Cyber security and data protection

GRVA may wish to be briefed on the outcome of the recent meeting(s) of the IWG on Cyber Security and Over-the-Air (CS/OTA) issues and their review of the proposed work item on the data security of intelligent and connected vehicles.

GRVA-15-42 | CS/OTA informal group status report to GRVA

GRVA agreed that the mandate of the IWG on CS/OTA should be extended at least for one year and agreed to detail the envisaged deliverables and milestones of the group for the mandate extension.

GRVA agreed to further consider the roadmap proposal concerning the vehicle categories S, R and T with regard to UN Regulation No. 155, tabled by the expert from the European Agricultural Machinery Association (CEMA).

GRVA-15-45 | Input on UN R155, the EU Cyber-Resilience Act, and agricultural vehicle sector

GRVA may wish to review the proposal for amendments to the Interpretation Document for UN Regulation No. 155, tabled by the expert from France. It aims at introducing an explanation clarifying the possibility for Approval Authorities to recognise Certificates of Compliance for Cyber Security Management Systems issued by the Approval Authority of another Contracting Party.

GRVA/2023/5 | UN R155: Proposal for amendments to the Interpretation Document Proposal to introduce an explanation clarifying the possibility for Approval Authorities to recognise Certificates of Compliance for Cyber Security Management Systems (CSMS) issued by the Approval Authority of another Contracting Party.

GRVA may wish to be briefed on the outcome of the technical workshop on the implementation of cyber security provisions under the 1958 and 1998 Agreements, on the model of those already organized for the implementation of UN Regulation No. 155.

GRVA-15-21 | UN R155: Proposal to amend GRVA/2023/5 Proposal from the GRVA secretariat to amend the original proposal based on the input of a workshop on the implementation of UN R155 held during 12-13 Jan. 2023.
GRVA-15-27 | UN R155: Report of the workshop on implementation of the regulation
GRVA-15-28 | UN R155: Questions and Answers/Comments from the workshop on implementation
GRVA-14-33 | Cyber Security: Agricultural machinery industry roadmap
GRVA/2023/5 | UN R155: Proposal for amendments to the Interpretation Document Proposal to introduce an explanation clarifying the possibility for Approval Authorities to recognise Certificates of Compliance for Cyber Security Management Systems (CSMS) issued by the Approval Authority of another Contracting Party.
GRVA-15-06 | UN R155: Proposal for amendments to the Interpretation Document Proposal from the informal group on on Cyber Security and OTA issues for amendments:<ol><li>To reflect updates and the most current version of relevant standards, notably ISO/SAE 21434:2021 and ISO/PAS 5112, and</li><li>To update the text in line with Supplement 1 to UN R155 (WP.29/2022/54).</li></ol>
GRVA-15-18 | UN R155: Proposal for amendments to the Interpretation Document Proposal to improve the applicability of examples given in Tables A1 and B1 in Annex 5 in UN R155 regarding risks due to spoofing of messages or data received by the vehicle.
GRVA-15-21 | UN R155: Proposal to amend GRVA/2023/5 Proposal from the GRVA secretariat to amend the original proposal based on the input of a workshop on the implementation of UN R155 held during 12-13 Jan. 2023.
GRVA-15-27 | UN R155: Report of the workshop on implementation of the regulation
GRVA-15-28 | UN R155: Questions and Answers/Comments from the workshop on implementation
GRVA-15-42 | CS/OTA informal group status report to GRVA
GRVA-15-45 | Input on UN R155, the EU Cyber-Resilience Act, and agricultural vehicle sector
GRVA-15-46 | UN R155: Supporting information in SAE proposal for CS/OTA
5. (b) Software updates and Over-the-Air issues

GRVA may wish to consider any proposal regarding software updates and over-the-air issues, if available.

5. (c) Data and vehicle communications

GRVA may wish to resume discussion on the challenges related to telecommunication coverage, latency and interference and more generally about vehicles communications.

GRVA may wish to be briefed on the outcome of discussions at AC.2 and WP.29 regarding Vehicle-to-Vehicle data exchange.

GRVA-15-05 | UN R155: Proposal for a Supplement Proposal from the informal working group on Cyber Security and OTA issues (CS/OTA) to update the text:<ol><li>Use of “802.11p” to refer to V2X communications is out of date: 802.11p is properly referred to as 802.11-OCB and other direct communication methods are in use. “V2X” is the preferred term.</li><li>Platooning is a niche V2X operation and not widely used: The proposal suggests to use more mainstream examples such as cooperative awareness or manoeuvre coordination.</li></ol>
5. (d) Connected Vehicles: Other business

GRVA may wish to consider any other proposal, if available.

GRVA-15-16 | Automated Vehicles and Traffic Regulations Presentation (accompanied by supporting documents) to show how this subject is being addressed by other parties outside WP.29/GRVA. The materials are not submitted for as proposals for consideration or adoption.
GRVA-15-16/Add.1 | Management of Electronic Traffic Regulations (METR)
GRVA-15-16/Add.2 | Introduction to METR: Secure digital traffic regulations
GRVA-15-16/Add.3 | Intelligent transport systems - Mobility integration - 'Controlled Zone' management for UVARs using C-ITS Password protected. Please contact the GRVA secretariat for more information.
GRVA-15-16 | Automated Vehicles and Traffic Regulations Presentation (accompanied by supporting documents) to show how this subject is being addressed by other parties outside WP.29/GRVA. The materials are not submitted for as proposals for consideration or adoption.
GRVA-15-16/Add.1 | Management of Electronic Traffic Regulations (METR)
GRVA-15-16/Add.2 | Introduction to METR: Secure digital traffic regulations
GRVA-15-16/Add.3 | Intelligent transport systems - Mobility integration - 'Controlled Zone' management for UVARs using C-ITS Password protected. Please contact the GRVA secretariat for more information.
6. Advanced Driver Assistance Systems and UN Regulation No. 79
GRVA-15-43 | Amendments to the ADAS Task Force Deliverables and Timings Proposal from the task force to revise target dates leading to GRVA approval of the text for a new UN Regulation on driver-control assistance systems (DCAS) during its January 2024 session (indicating possible adoption of the regulation by WP.29 during its June 2024 session with entry into force in December 2024).
GRVA-15-44 | ADAS task force status report to GRVA
6. (a) Advanced Driver Assistance Systems

GRVA may wish to receive a status report of the Task Force on Advanced Driver Assistance Systems (ADAS), if any, related to the activities on the drafting of a new UN Regulation on Driver Control Assistance Systems (DCAS).

GRVA-15-43 | Amendments to the ADAS Task Force Deliverables and Timings Proposal from the task force to revise target dates leading to GRVA approval of the text for a new UN Regulation on driver-control assistance systems (DCAS) during its January 2024 session (indicating possible adoption of the regulation by WP.29 during its June 2024 session with entry into force in December 2024).
GRVA-15-43 | Amendments to the ADAS Task Force Deliverables and Timings Proposal from the task force to revise target dates leading to GRVA approval of the text for a new UN Regulation on driver-control assistance systems (DCAS) during its January 2024 session (indicating possible adoption of the regulation by WP.29 during its June 2024 session with entry into force in December 2024).
6. (b) UN Regulation No. 79 (Steering equipment)

GRVA agreed to resume consideration of pending amendment proposals to UN Regulation No. 79 (Steering equipment).

GRVA-15-09 | UN R79: Proposal to amend GRVA/2023/6 Proposal to prevent activation of an Automatically Commanded Steering Function of Category C for a minimum of <notextile>[10]</notextile> seconds after the system has verified that the road is of a valid type when merging into a roadway. The activation delay of <notextile>[10]</notextile> seconds prevents the system from being used during merging from the motorway's acceleration lane. According to the proposal, the merging process during the acceleration phase is not fully suitable for an automated lane change due to, among other things, the vehicle dynamics and the limited space available. In addition, the delay shifts the driver's notification of the automatic activation of the ACSF-C system to a time when the vehicle is already in a stable driving condition on the motorway and the driver's attentional resources are more available to receive the notification. A manual activation of the system remains possible.
GRVA-15-30 | UN R79: Proposal for amendments to the 03 and 04 series of amendments Proposal to clarify a logical cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road based on the following:<ol><li>When the same means is used by the driver to simultaneously activate the Automatically Commanded Steering Function of Category B1 (ACSF B1) and of Category C (ACSF C), both functions switch to standby mode when the vehicle enters an ACSF C eligible road. But if the road is non-eligible to ACSF C, then only the ACSF B1 is activated.</li><li>With the current text of the regulation, once the vehicle moves to an ACSF C eligible road, the driver must operate again the means to activate the ACSF C. This second deliberate action is confusing for the driver since it makes the manipulation more complex. The current wording discourages most drivers from using this assistance function.</li><li>The proposed wording permits the following, logical, cascade of actions:<ol class="alpha"><li>The driver has done a deliberate action to activate ACSF B1 and ACSF C (on a non-eligible road); then</li><li>He drives into an eligible road, and is clearly informed thereof; then</li><li>He initiates a lane change procedure by activating e.g. the direction indicator.</li></ol></li><li>This amendment further clarifies the requirement on the indication of when the vehicle enters an eligible road. It gives some examples of the type of indication to be given to the driver, e.g. additional popup or blinking indication, without being design restrictive.</li><li>A dedicated status indication of an ACSF C off-mode is by nature already different from the standby or active indication. Therefore, the driver is already sufficiently informed on a potential status change.</li></ol>
GRVA-15-52 | UN R79: Proposal for amendments to the 03 and 04 series of amendments Proposal to clarify a logical cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road.
GRVA-15-53 | UN R79: Proposal for amendments to the 03 and 04 series of amendments Proposal to clarify a logical cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road.
GRVA-15-54 | UN R79: Proposal to amend GRVA/2023/6 Revised proposal prepared by the GRVA secretary pursuant to discussions during the 15th session to clarify a logical cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road based on the following justification:<ol><li>When the same means is used by the driver to simultaneously activate the Automatically Commanded Steering Function of Category B1 (ACSF B1) and of Category C (ACSF C), both functions switch to standby mode when the vehicle enters an ACSF C eligible road. But if the road is non-eligible to ACSF C, then only the ACSF B1 is activated.</li><li>With the current text of the regulation, once the vehicle moves to an ACSF C eligible road, the driver must operate again the means to activate the ACSF C. This second deliberate action is confusing for the driver since it makes the manipulation more complex. The current wording discourages most drivers from using this assistance function.</li><li>The proposed wording permits the following, logical, cascade of actions:<ol class="alpha"><li>The driver has done a deliberate action to activate ACSF B1 and ACSF C (on a non-eligible road); then</li><li>He drives into an eligible road, and is clearly informed thereof; then</li><li>He initiates a lane change procedure by activating e.g. the direction indicator.</li></ol></li><li>This amendment further clarifies the requirement on the indication of when the vehicle enters an eligible road. It gives some examples of the type of indication to be given to the driver, e.g. additional popup or blinking indication, without being design restrictive.</li><li>A dedicated status indication of an ACSF C off-mode is by nature already different from the standby or active indication. Therefore, the driver is already sufficiently informed on a potential status change.</li><li>Regarding paragraph 5.6.4.2.3.: While entering the eligible road, the driver may be distracted or annoyed by this “prominent” indication. His attention resources shall be totally available during this phase. So the system would switch automatically to standby mode when fulfilling these two conditions: reaching an eligible and regular lane of travel. This second condition may be fulfilled for example by implementing a suitable time delay or by a direct verification of the lane of travel. These criteria should be explained, agreed between the technical service and the vehicle manufacturer.</li></ol>
GRVA/2023/6 | UN R79: Proposal for amendments to the 03 and 04 series of amendments Proposal to clarify the logical cascade of actions relative to ACSF B1 and ACSF C systems: When the same means is used by the driver to simultaneously activate the Automatically Commanded Steering Function of Category B1 (ACSF B1) and of category C (ACSF C), both functions switch to standby mode when the vehicle enters an ACSF C eligible road. But if the road is non-eligible to ACSF C, then only the ACSF B1 is activated. With the current text of the regulation, once the vehicle moves to an ACSF C eligible road, the driver must operate again the means to activate the ACSF C. This second deliberate action is confusing for the driver since it makes the manipulation more complex. The current wording actually discourages most drivers from using this assistance function. The proposed wording permits the following, logical, cascade of actions: <ol class="alpha"><li>The driver has done a deliberate action to activate ACSF B1 and ACSF C (on a non-eligible road); then </li><li>He drives into an eligible road, and is clearly informed thereof; then </li><li>He initiates a lane change procedure by activating e.g. the direction indicator.</li></ol>
GRVA/2021/9 | UN R79: Proposal for a Supplement to the 03 series of amendments Proposal to<ol class="alpha"><li>Align lane-centering provisions with principles applied to UN R157 (ALKS)</li><li>Permit Category C ACSF to remain in stand-by during temporary roadway transitions</li><li>Clarify overriding provision (para. 5.6.4.3) reference to stand-by mode</li><li>Introduce a tolerance factor for "critical situation" lane changes</li><li>clarification to test conditions</li><li>Align direction indicator deactivation under a pass conditions with previously adopted provisions.</li></ol>
GRVA/2021/10 | UN R79: Proposal for a supplement to the 03 series of amendments Proposal to allow up to seven seconds to start and perform a lane change.
GRVA-14-24/Rev.1 | UN R79: Proposal for amendments Proposal to introduce new text concerning activation: "Notwithstanding the activation criteria above and following the activation request at any type of road by a deliberate action with the same means as for ACSF of Category B1, the ACSF of Category C may turn automatically to standby mode when entering a type of road as described above."
GRVA-14-25 | UN R79: ACSF C Amendment for HMI
GRVA/2023/6 | UN R79: Proposal for amendments to the 03 and 04 series of amendments Proposal to clarify the logical cascade of actions relative to ACSF B1 and ACSF C systems: When the same means is used by the driver to simultaneously activate the Automatically Commanded Steering Function of Category B1 (ACSF B1) and of category C (ACSF C), both functions switch to standby mode when the vehicle enters an ACSF C eligible road. But if the road is non-eligible to ACSF C, then only the ACSF B1 is activated. With the current text of the regulation, once the vehicle moves to an ACSF C eligible road, the driver must operate again the means to activate the ACSF C. This second deliberate action is confusing for the driver since it makes the manipulation more complex. The current wording actually discourages most drivers from using this assistance function. The proposed wording permits the following, logical, cascade of actions: <ol class="alpha"><li>The driver has done a deliberate action to activate ACSF B1 and ACSF C (on a non-eligible road); then </li><li>He drives into an eligible road, and is clearly informed thereof; then </li><li>He initiates a lane change procedure by activating e.g. the direction indicator.</li></ol>
GRVA-15-09 | UN R79: Proposal to amend GRVA/2023/6 Proposal to prevent activation of an Automatically Commanded Steering Function of Category C for a minimum of <notextile>[10]</notextile> seconds after the system has verified that the road is of a valid type when merging into a roadway. The activation delay of <notextile>[10]</notextile> seconds prevents the system from being used during merging from the motorway's acceleration lane. According to the proposal, the merging process during the acceleration phase is not fully suitable for an automated lane change due to, among other things, the vehicle dynamics and the limited space available. In addition, the delay shifts the driver's notification of the automatic activation of the ACSF-C system to a time when the vehicle is already in a stable driving condition on the motorway and the driver's attentional resources are more available to receive the notification. A manual activation of the system remains possible.
GRVA-15-30 | UN R79: Proposal for amendments to the 03 and 04 series of amendments Proposal to clarify a logical cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road based on the following:<ol><li>When the same means is used by the driver to simultaneously activate the Automatically Commanded Steering Function of Category B1 (ACSF B1) and of Category C (ACSF C), both functions switch to standby mode when the vehicle enters an ACSF C eligible road. But if the road is non-eligible to ACSF C, then only the ACSF B1 is activated.</li><li>With the current text of the regulation, once the vehicle moves to an ACSF C eligible road, the driver must operate again the means to activate the ACSF C. This second deliberate action is confusing for the driver since it makes the manipulation more complex. The current wording discourages most drivers from using this assistance function.</li><li>The proposed wording permits the following, logical, cascade of actions:<ol class="alpha"><li>The driver has done a deliberate action to activate ACSF B1 and ACSF C (on a non-eligible road); then</li><li>He drives into an eligible road, and is clearly informed thereof; then</li><li>He initiates a lane change procedure by activating e.g. the direction indicator.</li></ol></li><li>This amendment further clarifies the requirement on the indication of when the vehicle enters an eligible road. It gives some examples of the type of indication to be given to the driver, e.g. additional popup or blinking indication, without being design restrictive.</li><li>A dedicated status indication of an ACSF C off-mode is by nature already different from the standby or active indication. Therefore, the driver is already sufficiently informed on a potential status change.</li></ol>
GRVA-15-52 | UN R79: Proposal for amendments to the 03 and 04 series of amendments Proposal to clarify a logical cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road.
GRVA-15-53 | UN R79: Proposal for amendments to the 03 and 04 series of amendments Proposal to clarify a logical cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road.
GRVA-15-54 | UN R79: Proposal to amend GRVA/2023/6 Revised proposal prepared by the GRVA secretary pursuant to discussions during the 15th session to clarify a logical cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road based on the following justification:<ol><li>When the same means is used by the driver to simultaneously activate the Automatically Commanded Steering Function of Category B1 (ACSF B1) and of Category C (ACSF C), both functions switch to standby mode when the vehicle enters an ACSF C eligible road. But if the road is non-eligible to ACSF C, then only the ACSF B1 is activated.</li><li>With the current text of the regulation, once the vehicle moves to an ACSF C eligible road, the driver must operate again the means to activate the ACSF C. This second deliberate action is confusing for the driver since it makes the manipulation more complex. The current wording discourages most drivers from using this assistance function.</li><li>The proposed wording permits the following, logical, cascade of actions:<ol class="alpha"><li>The driver has done a deliberate action to activate ACSF B1 and ACSF C (on a non-eligible road); then</li><li>He drives into an eligible road, and is clearly informed thereof; then</li><li>He initiates a lane change procedure by activating e.g. the direction indicator.</li></ol></li><li>This amendment further clarifies the requirement on the indication of when the vehicle enters an eligible road. It gives some examples of the type of indication to be given to the driver, e.g. additional popup or blinking indication, without being design restrictive.</li><li>A dedicated status indication of an ACSF C off-mode is by nature already different from the standby or active indication. Therefore, the driver is already sufficiently informed on a potential status change.</li><li>Regarding paragraph 5.6.4.2.3.: While entering the eligible road, the driver may be distracted or annoyed by this “prominent” indication. His attention resources shall be totally available during this phase. So the system would switch automatically to standby mode when fulfilling these two conditions: reaching an eligible and regular lane of travel. This second condition may be fulfilled for example by implementing a suitable time delay or by a direct verification of the lane of travel. These criteria should be explained, agreed between the technical service and the vehicle manufacturer.</li></ol>
6. (c) ADAS/UN R79: Other business

GRVA agreed to review the draft Terms of Reference of a potential IWG on Acceleration Control for Pedal Error (ACPE), if any, and to decide on the way forward.

GRVA-15-22 | Report on preliminary meeting to consider acceleration control for pedal errors (ACPE)

GRVA may wish to consider any other proposal, if available.

GRVA-15-22 | Report on preliminary meeting to consider acceleration control for pedal errors (ACPE)
GRVA-15-07 | Acceleration Control for Pedal Error (ACPE): Proposal to establish an informal working group Proposal to authorize work on a new UN Regulation for the approval of light vehicles with regard to prevention and mitigation of collisions due to driver error in actuating the accelerator pedal.
7. Advanced Emergency Braking System

GRVA may wish to resume consideration of the proposal tabled by the expert from Germany for a new UN Regulation on Urban Emergency Braking System (UEBS), specifically for heavy vehicles travelling at low speeds and for the protection of vulnerable road users.

GRVA may wish to consider any proposal, if available.

GRVA-15-19 | UN R152: Proposal for a Supplement Proposal to permit the use of virtual testing as an alternative methodology to the physical tests. This approach requires the preliminary assessment of the methodology to be used.
GRVA-15-20 | Use of virtual testing in the assessment of AEBS
GRVA-15-50 | UN R152: Draft consolidated Revision 1 Consolidated revision prepared by the GRVA secretariat for review. Revision 1 incorporates all valid text up to:<ul class="no-bullets"><li>Supplement 1 to the original version of the Regulation</li><li>01 series of amendments.</li></ul>
GRVA/2022/24 | Proposal for a new UN Regulation for Urban Emergency Braking Systems Proposal for a new UN Regulation for the type approval of automatic emergency braking systems designed to protect vulnerable road users from collisions with heavy vehicles travelling at low speeds. The purpose is to enable a cross-reference in the new UN Regulation on commercial vehicle direct vision to allow for alternative solutions and performance criteria for vehicles equipped with this "urban emergency braking system" capability.
GRVA-15-19 | UN R152: Proposal for a Supplement Proposal to permit the use of virtual testing as an alternative methodology to the physical tests. This approach requires the preliminary assessment of the methodology to be used.
GRVA-15-20 | Use of virtual testing in the assessment of AEBS
GRVA-15-50 | UN R152: Draft consolidated Revision 1 Consolidated revision prepared by the GRVA secretariat for review. Revision 1 incorporates all valid text up to:<ul class="no-bullets"><li>Supplement 1 to the original version of the Regulation</li><li>01 series of amendments.</li></ul>
GRVA-15-51 | UN R152: Draft consolidated Revision 2 Consolidated version of the regulation prepared by the GRVA secretariat and incorporating all valid text through:<ul class="no-bullets"><li>Supplement 1 to the 01 series of amendments</li><li>Supplement 2 to the 01 series of amendments</li><li>02 series of amendments.</li></ul>
8. UN Regulations Nos. 13, 13-H, 139, 140 and UN GTR No. 8
8. (a) Electronic Stability Control

GRVA agreed to resume consideration of the two alternative amendment proposals to UN Regulation No. 13, tabled by the experts from France and OICA, aimed at including all four axles with two power-driven rear axles in the scope of the mandatory installation of a vehicle stability function.

GRVA-15-56 | UN R13: Proposal for the 13 series of amendments Text prepared by the GRVA secretary, based on GRVA/2023/2 as adopted by GRVA during the 15th session, to highlight amendments to the approval number and marking provisions with regard to the series of amendments.
GRVA/2023/2 | UN R13: Proposal for a new series of amendments Proposal to require a vehicle stability function on vehicles with four axles commercial vehicles over 25 tons in light of their specific use.
GRVA/2023/2 | UN R13: Proposal for a new series of amendments Proposal to require a vehicle stability function on vehicles with four axles commercial vehicles over 25 tons in light of their specific use.
GRVA-15-08 | UN R13: Proposal for amendments Proposal for amendments to Annex 18 regarding special requirements for electronic control systems and for related transitional provisions for its entry into force.
GRVA-15-56 | UN R13: Proposal for the 13 series of amendments Text prepared by the GRVA secretary, based on GRVA/2023/2 as adopted by GRVA during the 15th session, to highlight amendments to the approval number and marking provisions with regard to the series of amendments.
8. (b) Electromechanical brakes

GRVA will resume consideration of the proposal by the expert from the United Kingdom of Great Britain and Northern Ireland to upgrade Annex 18 of UN Regulation No. 13, considering the development of similar annexes in UN Regulations Nos. 79, 152 and 157 in the recent years.

GRVA agreed to consider the document tabled by the expert from International Association of the Body and Trailer Building Industry (CLCCR), a proposal for a supplement to the 11 series of amendments to UN Regulation No. 13 (Heavy vehicle braking), addressing regenerative braking system of the trailer/semi-trailer.

GRVA-15-33 | UN R13: Proposal to postpone the consideration of document GRVA/2023/3
GRVA/2023/3 | UN R13: Proposal for a supplement to the 11 series of amendments Proposal to introduce provisions for electric regenerative braking systems.
GRVA-14-32 | UN R13: Working draft for amendments At the 13th session of GRVA the UK presented an informal document (GRVA-13-19) with the purpose of starting discussion on the content of UN Regulation 13, Annex 18. The proposal was made in recognition of the inconsistent understanding of the current text, identified during the discussions leading to the 03 series of amendments to UN R79 which shared common language. It is intended that using harmonised text between Regulations, as far as is practicable, will deliver more consistent application of the requirements and avoid unnecessary changes in procedures and documentation for different vehicle systems.
GRVA/2023/3 | UN R13: Proposal for a supplement to the 11 series of amendments Proposal to introduce provisions for electric regenerative braking systems.
GRVA-15-17 | UN R13: Proposal for a Supplement to the 12 series of amendments Draft proposal to introduce provisions for the type approval of vehicles with electro-mechanical braking (EMB) systems.
GRVA-15-33 | UN R13: Proposal to postpone the consideration of document GRVA/2023/3
GRVA-15-49 | UN R13: Status report on electro-mechanical braking
8. (c) Clarifications

GRVA may wish to review amendments to UN Regulations No. 13, 13-H, 139 or 140, if available.

GRVA-15-55 | UN R140: Proposal to amend provisions for steering amplitude Proposal to add the text, "In case that saturation of the front tyres happens before the above calculated magnitude angle, this angle may be used as the final steering amplitude, but only if this angle is greater or equal to 6.5 A.” based on the following justification:<ol><li>Reaching fixed amplitude, i.e., fixed steering wheel angular speed due to given 0.7 Hz sine frequency, needs much more torque with quick steering gear ratio systems than with slow steering gear ratio systems, and produces much more wheel steer.</li><li>Car behavior (yaw rate, lateral acceleration and thus trajectory) is similar for all amplitudes above approx. 7 to 8 A (i.e., more than 7 times the steering wheel angle corresponding to 0.3 g), because front tires are saturated. More steer of the tires doesn’t provide more lateral force, so yaw rate and lateral acceleration don’t increase. Continuing to increase steering wheel amplitude after front tire saturation doesn’t give more information.</li><li>There might appear in the future some vehicles which have significantly low steering gear ratio (i.e., quick steering characteristics) and may need too much steering wheel torque to achieve the 270 degrees sine amplitude at 0.7 Hz (not reachable by conventional steering robots), then jeopardizing the easy approval of future beneficial steering equipment e.g. steering-by-wire systems.</li></ol>
GRVA-14-27 | UN R140: Proposal for amendments Proposal for a provision to address use of a steering robot with mechanical power greater than 1200 W to enable testing of certain direct (low) steering gear ratio systems due to the given 0.7 Hz sine frequency.
GRVA-15-55 | UN R140: Proposal to amend provisions for steering amplitude Proposal to add the text, "In case that saturation of the front tyres happens before the above calculated magnitude angle, this angle may be used as the final steering amplitude, but only if this angle is greater or equal to 6.5 A.” based on the following justification:<ol><li>Reaching fixed amplitude, i.e., fixed steering wheel angular speed due to given 0.7 Hz sine frequency, needs much more torque with quick steering gear ratio systems than with slow steering gear ratio systems, and produces much more wheel steer.</li><li>Car behavior (yaw rate, lateral acceleration and thus trajectory) is similar for all amplitudes above approx. 7 to 8 A (i.e., more than 7 times the steering wheel angle corresponding to 0.3 g), because front tires are saturated. More steer of the tires doesn’t provide more lateral force, so yaw rate and lateral acceleration don’t increase. Continuing to increase steering wheel amplitude after front tire saturation doesn’t give more information.</li><li>There might appear in the future some vehicles which have significantly low steering gear ratio (i.e., quick steering characteristics) and may need too much steering wheel torque to achieve the 270 degrees sine amplitude at 0.7 Hz (not reachable by conventional steering robots), then jeopardizing the easy approval of future beneficial steering equipment e.g. steering-by-wire systems.</li></ol>
9. Motorcycle braking
GRVA-15-32 | Introduction of the motorcycle electrical brake technology and regulation applicability discussion
9. (a) UN Global Technical Regulation No. 3

GRVA may wish to review proposals related to UN GTR No. 3 (Motorcycle brakes), if any.

9. (b) UN Regulation No. 78

GRVA agreed to consider the document tabled by the experts from the Netherlands and the International Motorcycle Manufacturers Association (IMMA), a proposal for the 06 series of amendments to UN Regulation No. 78 (Braking of Category L vehicles). This proposal provides new requirements for “Complex Electronic Control Systems” and aims to ensure, among others, a safety concept for new technologies such as automatically commanded braking.

GRVA-15-29 | UN R78: “Complex Electronic Control Systems” Annex
GRVA-15-41 | UN R78: Proposal for amendments to GRVA/2023/4
GRVA-15-57 | UN R78: Proposal for the 06 series of amendments Text prepared by the GRVA secretariat based on document GRVA/2023/4 as adopted by GRVA during its 15th session to highlight the approval number and marking provisions pursuant to the series of amendments.
GRVA/2023/4 | UN R78: Proposal for the 06 series of amendments Proposal to introduce new requirements for Complex Electronic Control Systems, in line with the corresponding provisions for passenger cars in UN Regulation No. 13-H

GRVA may wish to review any other proposal for amendments to UN Regulation No. 78, if any.

GRVA/2023/4 | UN R78: Proposal for the 06 series of amendments Proposal to introduce new requirements for Complex Electronic Control Systems, in line with the corresponding provisions for passenger cars in UN Regulation No. 13-H
GRVA-15-29 | UN R78: “Complex Electronic Control Systems” Annex
GRVA-15-41 | UN R78: Proposal for amendments to GRVA/2023/4
GRVA-15-57 | UN R78: Proposal for the 06 series of amendments Text prepared by the GRVA secretariat based on document GRVA/2023/4 as adopted by GRVA during its 15th session to highlight the approval number and marking provisions pursuant to the series of amendments.
10. UN Regulation No. 90

GRVA may wish to review proposals for amendments to UN Regulation No. 90 (Replacement brake linings, discs, and drums), if any.

GRVA-15-14 | UN R90: Proposal for amendments Proposal for the following amendments:<ol class="alpha"><li>Paragraphs 6.1.1. and 6.1.2.: In the case of category L vehicles application, the same brake lining assemblies could be fitted across a variety of applications. For example, the same brake pads/shoes could be fitted both on vehicle with single disc and on vehicle with double discs. Moreover, the same brake pads/shoes could be fitted both on front application and on rear application vehicle. Since there are too many cases or variables and it’s impossible to have a package based on the axle set for category L vehicles, the proposal of amendment is meant to consider the caliper set/drum set, instead of the axle set.</li><li>Paragraph 6.1.3.4.: Packaging of brake pads/drums has a limited dimension and it’s impossible to report in the packaging all applications approved, because there is no space available. In addition, should all applications approved be reported in the packaging, the updating of each packaging every time there is a new application available in the market would be needed. This is not feasible and it represents a risk to have a product with no updated information for the final consumer. For these reasons, the proposal aims to allow, as option, to report the approved vehicles/brakes/axle information through digital format (e.g. QR code, website) leading at least to a general catalogue. Moreover, using digital elements, it’s also possible to have a green solution and having a less environmental impact. The modification proposal is optional, and not exclusively for category L vehicles, but it is meant for every type of motor vehicles even if the major criticalities are with category L vehicles because their packaging is smaller than brake pads/drums of passenger car.</li><li>Paragraph 6.1.4.: The current requirement asks to have fitting instructions inside the packaging with at least an ECE language supplemented by the corresponding text of the language of the country where the product is sold. It means two options:<ul><li>To have a specific fitting instruction for each country where the component is sold; or</li><li>To have a unique fitting instruction with all languages.</li></ul>Option 1 is not feasible from management and logistic point of view. Option 2 is not feasible because there is limit space available in the packaging: For example, to be sold in EU (that recognize UN R90), it's needed to have all official 24 languages of the EU in a unique fitting instruction paper, but there are applications where the packaging is too small to contain the fitting instruction paper. For these reasons, the proposal of modification asks the possibility to have these fitting instructions also through digital format only (e.g. QR code, internet website, ...). Moreover, using digital elements/formats, it's possible to reduce the environmental impact because the instructions become paperless. The modification proposal is optional, and not exclusively for category L vehicles, but it is meant for every type of motor vehicle even though the major criticalities are with category L vehicles because their packaging is smaller than brake pads/drums of passenger cars.</li></ol>
GRVA-15-24 | UN R90: Proposal for Supplement 12 to the 01 series of amendments Proposal to introduce the option of using a QR code (or other type of digital data carrier) to replace the paper installation instructions physically included in the packaging.
GRVA-15-25 | UN R90: Proposal for Supplement 11 to the 02 series of amendments Proposal to introduce the option of using a QR code (or other type of digital data carrier) to replace the paper installation instructions physically included in the packaging.
GRVA-15-48 | UN R90: Explanation of the proposal for amendments in GRVA-15-14
GRVA-15-14 | UN R90: Proposal for amendments Proposal for the following amendments:<ol class="alpha"><li>Paragraphs 6.1.1. and 6.1.2.: In the case of category L vehicles application, the same brake lining assemblies could be fitted across a variety of applications. For example, the same brake pads/shoes could be fitted both on vehicle with single disc and on vehicle with double discs. Moreover, the same brake pads/shoes could be fitted both on front application and on rear application vehicle. Since there are too many cases or variables and it’s impossible to have a package based on the axle set for category L vehicles, the proposal of amendment is meant to consider the caliper set/drum set, instead of the axle set.</li><li>Paragraph 6.1.3.4.: Packaging of brake pads/drums has a limited dimension and it’s impossible to report in the packaging all applications approved, because there is no space available. In addition, should all applications approved be reported in the packaging, the updating of each packaging every time there is a new application available in the market would be needed. This is not feasible and it represents a risk to have a product with no updated information for the final consumer. For these reasons, the proposal aims to allow, as option, to report the approved vehicles/brakes/axle information through digital format (e.g. QR code, website) leading at least to a general catalogue. Moreover, using digital elements, it’s also possible to have a green solution and having a less environmental impact. The modification proposal is optional, and not exclusively for category L vehicles, but it is meant for every type of motor vehicles even if the major criticalities are with category L vehicles because their packaging is smaller than brake pads/drums of passenger car.</li><li>Paragraph 6.1.4.: The current requirement asks to have fitting instructions inside the packaging with at least an ECE language supplemented by the corresponding text of the language of the country where the product is sold. It means two options:<ul><li>To have a specific fitting instruction for each country where the component is sold; or</li><li>To have a unique fitting instruction with all languages.</li></ul>Option 1 is not feasible from management and logistic point of view. Option 2 is not feasible because there is limit space available in the packaging: For example, to be sold in EU (that recognize UN R90), it's needed to have all official 24 languages of the EU in a unique fitting instruction paper, but there are applications where the packaging is too small to contain the fitting instruction paper. For these reasons, the proposal of modification asks the possibility to have these fitting instructions also through digital format only (e.g. QR code, internet website, ...). Moreover, using digital elements/formats, it's possible to reduce the environmental impact because the instructions become paperless. The modification proposal is optional, and not exclusively for category L vehicles, but it is meant for every type of motor vehicle even though the major criticalities are with category L vehicles because their packaging is smaller than brake pads/drums of passenger cars.</li></ol>
GRVA-15-24 | UN R90: Proposal for Supplement 12 to the 01 series of amendments Proposal to introduce the option of using a QR code (or other type of digital data carrier) to replace the paper installation instructions physically included in the packaging.
GRVA-15-25 | UN R90: Proposal for Supplement 11 to the 02 series of amendments Proposal to introduce the option of using a QR code (or other type of digital data carrier) to replace the paper installation instructions physically included in the packaging.
GRVA-15-48 | UN R90: Explanation of the proposal for amendments in GRVA-15-14
11. Exchange of views on guidelines and relevant national activities

GRVA may wish to receive information on national activities related to vehicle automation and connectivity, if any.

GRVA-15-23/Rev.1 | Automated Valet Parking (AVP): Legal Framework and National Approval
GRVA-15-23/Rev.1 | Automated Valet Parking (AVP): Legal Framework and National Approval
12. Revision 3 to the 1958 Agreement
12. (a) Implementation of relevant provisions in Revision 3 to the 1958 Agreement

GRVA will further discuss the concept “Unique Identifier (UI) summary document” related to the use of the Database of the Exchange of Type Approval documentation (DETA), which was developed by GRE and the IWG on DETA.

GRVA-15-10 | DETA informal group request regarding Unique Identifier application

GRVA will resume consideration of a preliminary version of a list of UN Regulations, under the purview of GRVA, for which the use of the Unique Identifier should be prohibited.

GRVA-15-10 | DETA informal group request regarding Unique Identifier application
12. (b) International Whole Vehicle Type Approval

GRVA may wish to receive a status report on the activities of the IWG on International Whole Vehicle Type Approval (IWVTA) and subgroup activities, if any.

13. Other business
13. (a) Arrangement of meetings

GRVA may wish to be briefed on the input from WP.29 regarding the envisaged organization of a combined meeting with WP.1.

GRVA may wish to discuss the organization of GRVA meetings outside of Geneva in 2023, as envisaged at the September 2022 session.

13. (b) Any other business

GRVA may wish to consider any other proposals, if available.

GRVA-15-12 | Automated driving: Liaison statement on final list of approved Technical Reports from ITU-T FG-AI4AD This liaison statement aims to inform ITU-T Study Group 16 on the publication of the Technical Reports FGAI4AD-01 and FG-AI4AD-03 concerning an automated driving safety data protocol.
GRVA-15-12/Add.2 | Automated driving safety data protocol – Practical demonstrators (Pre-published edition)