1. The Working Party on Automated/Autonomous and Connected Vehicles (GRVA) met from 23 to 27 January 2023, hosted from Geneva. The meeting was chaired by Mr. R. Damm (Germany). Accredited experts from the following countries participated in the work, following Rule 1 of the Rules of Procedure of the World Forum for Harmonization of Vehicle Regulations (WP.29) (TRANS/WP.29/690/Rev.2): Australia, Austria, Canada, China, Czech Republic, Denmark, Finland, France, Germany, Hungary, India, Italy, Japan, Luxembourg, Netherlands, Norway, Poland, Portugal, Republic of Korea, Russian Federation, Singapore, Slovakia, South Africa, Spain, Sweden, Switzerland, the United Kingdom of Great Britain and Northern Ireland (UK) and the United States of America (USA). An expert from the European Commission (EC) also participated.

2. Experts from the following non-governmental organizations (NGOs) and international organizations participated: the American Automotive Policy Council (AAPC), European Association for Electric Mobility (AVERE), European Agricultural Machinery Organization (CEMA), the International Association of the Body and Trailer Building Industry (CLCCR), International Motor Vehicle Inspection Committee (CITA), European Association of Automotive Suppliers (CLEPA/MEMA/JAPIA), European Garage Equipment Association (EGEA), European Tyre and Rim Manufacturer Association (ETRMA), European Tyre and Rim Technical Organisation (ETRTO), European Transport Safety Council (ETSC), European Association of Internal Combustion Engine Manufacturers (EUROMOT), Federation of European Manufacturers of Friction Materials (FEMFM), International Automobile Federation (FIA), International Federation of Automotive Distributors (FIGIEFA), Forum 21 Institute, International Motorcycle Manufacturers Association (IMMA), International Road Union (IRU), International Organization for Standardization (ISO), International Telecommunication Union (ITU) (also speaking on behalf of the Fédération Internationale des Sociétés d’Ingénieurs des Techniques de l’Automobile (FISITA) and of the International Global Positioning System (GPS) community), International Organization of Motor Vehicle Manufacturers (OICA), SAE International, Securing America’s Future Energy (SAFE), and World Bicycle Industry Association (WBIA).

3. The Chair opened the meeting welcoming the 100 delegates present in the meeting room and those connected remotely via the teleconference system sponsored by the Chinese Automotive Standards Internationalisation Centre (based in Geneva).

4. GRVA considered the provisional agenda prepared for its fifteenth session (ECE/TRANS/WP.29/GRVA/2023/1 and Add.1). GRVA adopted it (without modifications), as reproduced in GRVA-15-02/Rev.1, which is a version that included the reference to all informal documents received until 23 January 2023. (All informal documents submitted are listed in Annex I of the session report. Annex II provides the list of Informal Working Groups (IWG) reporting to GRVA.)

5. GRVA also agreed on the running order for the session (GRVA-15-01).

GRVA-15-01 | GRVA-15: Running order of the agenda

GRVA-15-02/Rev.1 | GRVA-15: Updated agenda for the 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

6. The secretariat presented GRVA-15-03, with highlights from the WP.29 session in November 2022, having relevance for GRVA. He referred to the session report ECE/TRANS/WP.29/1168 for more details. He informed GRVA on activities of other groups dealing on adjacent activities such these of the Group of Experts on drafting a new legal instrument on the use of automated vehicles in traffic. The expert from the United States of America encouraged the experts to consult the document mentioned by the Secretary. The Chair requested the secretariat to share with GRVA the list of items defined during a joint session of the IWG on Functional Requirements for Automated Vehicles (FRAV) and the Global Forum for Road Traffic Safety, WP.1, Informal Group of Experts on Automated Driving (IGEAD) (see GRVA-15-47). GRVA noted the report from the secretariat.

GRVA-15-03/Rev.1 | GRVA: Information and Highlights from the November 2022 WP.29 session

7. The expert from FIA introduced GRVA-15-04 and expressed FIA’s views on Artificial Intelligence (AI) in the context of vehicle regulations, based on GRVA-11-03, which includes a background note on AI in vehicles as well as a draft guideline on the use of AI in vehicles. He explained that the preparation of the document followed bilateral exchange with industry. He expressed views related to the role of the consumer or driver in that context, the necessary transparency at the time of Type Approval of systems embedding AI and what should be covered at GRVA regarding AI in vehicles.

8. The expert from OICA welcomed the exchange with FIA. He explained that OICA had further developed their document regarding definitions and a proposal for a future way forward. He volunteered to submit a revised document containing definitions on AI for consideration at the next session. He announced that he aimed to present OICA’s views at the May 2023 session of GRVA.

9. The expert from ITU recalled that ITU was the Information and Communication Technology agency of the United Nations and was coordinating a United Nations’ wide initiative called AI for good that includes, among others, the Focus Group on AI for Automated Driving. He explained that ITU stood ready to work with OICA on this matter.

10. The expert from Canada suggested that the collaboration on this item would continue at the sessions of the IWG on Cyber Security and Over the Air issues (CS/OTA), noting risk posed by cyber security vulnerabilities related to AI. The expert from OICA explained that the AI issue went beyond cyber security.

11. GRVA agreed that the cyber security risks related to AI shall be addressed by the IWG on CS/OTA.

12. The expert from IRU inquired if the work at GRVA only covered passenger cars and light vehicles. The expert from FIA explained that they did not distinguish between vehicle categories. GRVA recalled that UN Regulation No. 157 applied to heavy vehicles too.

13. The expert from France presented (GRVA-15-39) an update to GRVA-11-39 on the activities regarding AI in France. He detailed the activities under the “Grand Defi project” related to the performance evaluation and the use cases under scrutiny, i.e. vehicles with automation level 4 as well as delivery robots.

14. GRVA discussed the potential scope of activities at WP.29 on AI in the context of vehicle regulations. The expert from ITU suggested to focus on Automated Driving System (ADS) applications. GRVA discussed the potential groups that could deal with it, such as the IWG on CS/OTA and the IWG on Intelligent Transport Systems (ITS) under WP.29.

15. GRVA agreed to continue its work on AI in the context of vehicle regulations, according to the mandate received from WP.29 (GRVA-08-10), with the aim to inform AC.2 of the outcome in June 2023.

16. The expert from Germany suggested that GRVA could focus on preparing a resolution.

17. GRVA invited delegations to submit their documents on AI in advance so that delegations could prepare for a discussion in May 2023.

GRVA-11-03 | Artificial Intelligence and Vehicle Regulations Note by the secretariat to support GRVA discussions on this subject.

GRVA-15-04 | Artificial Intelligence and vehicle regulations

GRVA-15-39 | French "Grand Défi program": Artificial Intelligence Assessment pillar

18. The expert from the United States of America, Co-Chair of the IWG on FRAV, presented GRVA-15-35/Rev.1 containing the status report of the group. He explained the interim deliverables to be expected from the group during the following six months, he detailed the current activities on the Dynamic Driving Task (DDT) performance criteria, he mentioned the coordination efforts with the IWG on Validation Methods for Automated Driving (VMAD), using a matrix of ADS requirements and validation methods for that purpose and reported on the IGEAD/FRAV workshop that took place on 7-8 November 2022 in The Hague (Netherlands), which identified four areas of common interest.

19. He pointed at GRVA-15-36, which provided draft terms and definitions to support WP.29 activities.

20. GRVA endorsed the progress report from the IWG on 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

21. The expert from the Netherlands, Co-Chair of the IWG on VMAD, presented GRVA-15-38 with a brief review of the work and deliverables until June 2024, a reporting on VMAD activities since the September 2022 session of GRVA, considerations regarding the FRAV/VMAD collaboration and announcing the future VMAD meetings. He mentioned the excellent hosting by the Ministry of Land, Infrastructure, Transport and tourism (MLIT) and the Japan Automotive Standards Internationalization Center (JASIC) of the December 2022 meeting in Tokyo (Japan) which was complemented by an interesting symposium on the last day of the meeting week.

22. The expert from Canada, Co-Chair of the IWG on VMAD, noted that the representation from industry was not what it used to be at IWGs meetings. He stated his surprise and the fact that it was in contrast with the ambitious roadmap proposed by industry. He noted the commitment of the contracting parties to join meetings to advance the work and hoped that industry would also strongly commit to these activities to support the group with expertise to help meeting the 2025 milestone proposed by industry. He mentioned that the Tokyo meeting offered the possibility for a session with FRAV and VMAD experts as well as a small group meeting to reflect on the integration of the FRAV and VMAD outcomes, which led to the drafting of an integration matrix (see para. 18). GRVA endorsed the status report.

23. GRVA endorsed the work prepared by the group, reflected in GRVA-15-26 updating ECE/TRANS/WP.29/2022/58, the New Assessment/Test Method for Automated Driving (NATM) Guidelines for Validating Automated Driving System (ADS). GRVA requested the secretariat to submit GRVA-15-26 to WP.29 at its March 2023 session.

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

WP.29/2022/58 | New Assessment/Test Method for Automated Driving (NATM) Guidelines for Validating Automated Driving System (ADS) Proposal submitted to the World Forum for Harmonization of Vehicle Regulations (WP.29) for information at its June 2022 session, subject to confirmation by Working Party on Automated/Autonomous and Connected Vehicles (GRVA) at its May 2022 session.

24. The expert from the United States of America, Co-Chair of the IWG on Event Data Recorder (EDR) / Data Storage Systems for Automated Driving (DSSAD), presented GRVA-15-31 with an update on progress achieved by the group. She mentioned the ongoing discussion of the group on the objective and purpose of DSSAD. She also mentioned the fruitful exchanges based on presentations from China and Germany on their domestic experiences as well as the presentations by OICA and SAE International. She highlighted that the group, as its primary activity, was focusing on discussion of data elements to be recorded, to be followed by a discussion on the hardware requirements. She announced the next meeting, scheduled on 31 January 2023. GRVA endorsed the status report.

25. The expert from China detailed that the Chinese domestic standard was at the stage of public comment. She mentioned that they considered the possibility to record audio and video streams in the vehicle interior. She explained that the informal group discussed technical and practical issues demonstrating that the audio and video recording was not mature enough for driving and safety monitoring and that it could cause privacy related difficulties. She explained the aim of the standard, being performance monitoring and accident evaluation and reconstruction. She offered to share an update with the group at a next occasion.

26. The Chair recalled the suggestion of the expert from the Netherlands at the June 2022 session of WP.29 to revise the title of UN Regulation No. 157. The expert from the Netherlands explained that the purpose of their comment had been general, to encourage WP.29 subsidiary bodies to consider the expected or potential evolution of a regulation when drafting its title.

27. The expert from the United Kingdom of Great Britain and Northern Ireland, who leads the activities of the special interest group dealing with UN Regulation No. 157, clarified upon request that nothing had been agreed yet regarding the development of an interpretation document for UN Regulation No. 157. He welcomed any input and volunteered to call for a meeting if input is sent to him.

28. GRVA postponed discussion on this item until the next session.

29. The expert from France presented GRVA-15-37. He recalled the request from WP.29 to review UN Global Technical Regulations (GTRs) and UN Regulations regarding their fitness for Automated Driving Systems. He explained the expected evolutions of vehicles and role of the driver with the emergence of ADS. He detailed the activities of the Task Force on the Fitness for ADS of GRVA Regulations and Global Technical Regulations (TF on FADS) and reported on the completion of the first high level assessment of UN GTRs and Regulations under the purview of GRVA. He mentioned the further steps, which were already initiated and performed, using a collaboration platform. GRVA endorsed the status report. GRVA received an update from the experts from Germany and the Netherlands on the progress of similar task forces under the other WP.29 subsidiary bodies.

30. Upon request of the expert from the United States of America, the expert from France provided insights on the timing and the synchronization with the other task forces. He reported that the June 2023 deadline was tight but still feasible.

GRVA-15-37 | Review of GRVA Regulations And GTR On Their Fitness For ADS

31. The expert from OICA, secretary to IGEAD, presented the outcome of a joint workshop of the IWG on FRAV and IGEAD. He presented the list of items of common interest, drafted during the workshop, reproduced in GRVA-15-47.

32. The expert from Canada expressed concerns about this workstream. He asked whether IGEAD had a mandate under WP.1. He highlighted that the workshop went beyond its mandate. He suggested that the collaboration with WP.1 be discussed at the WP.29 level.

33. The expert from ETSC was astonished with the concerns expressed. He wondered why there should be bureaucratic obstacles to such exchanges and stated that they should be applauded and not regretted.

34. The expert from Canada dispelled the misunderstanding: he recalled his commitment to the collaboration between both groups. He clarified that he expected that objectives, targets, deadlines and plans be defined at Working Party level to support collaboration.

35. GRVA agreed not to rush and review items in scope of GRVA. GRVA noted the third item “Electronic format of traffic rules” listed and recalled the corresponding offer of ITU to host all traffic rules in a central database. GRVA commented that the workload would be on the Contracting Parties in order to secure the necessary data quality.

36. GRVA noted the ongoing activities of AC.2 regarding the collaboration between WP.1 and WP.29, and some delegations stressing the importance to structure such activities.

37. GRVA noted the outcome of the joint IGEAD and FRAV workshop (GRVA-15-47) and recommended WP.29 to provide guidance on the next steps regarding the collaboration between WP.1 and WP.29.

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>

38. The expert from ITU presented GRVA-15-15/Rev.2 on the identification of the status of a vehicle with ADS, based on radio communication, as an alternative to the light-signalling option currently reviewed by the Working Party on Lighting and Light-Signalling. He recalled the discussions at the IWG on FRAV and IGEAD workshop (see para. 31 above), which indicated that an external light signal would not be the preferred option, at this stage, to identify the status of a vehicle with ADS.

39. GRVA agreed to transmit GRVA-15-15/Rev.2 to the IWG on ITS, so that this can be considered under the activities related to vehicular communications.

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).

40. The expert from OICA presented GRVA-15-34, welcoming on the one side the work done by the IWGs on FRAV and VMAD and calling on the other side for a regulatory action plan. He proposed that GRVA identifies: (a) contents from FRAV and VMAD that would be potentially useful for developing a UN Global Technical Regulation; (b) contents that would be useful for drafting a UN Regulation; and (c) additional contents not yet covered by FRAV or VMAD that would be needed for the sake of rulemaking. He stressed the importance of planning and executing and therefore proposed the establishment of a task force to perform these tasks.

41. The expert from the Netherlands, Co-Chair of the IWG on VMAD, did not oppose to meet these targets in general. He pointed at the ambitious plan of the industry to develop a global certification scheme for ADS and expected delays due to the lack of input by industry. He expected that the establishment of a new Task Force would distract the ongoing work of FRAV and VMAD.

42. The expert from France shared the concerns expressed by industry regarding potentially missing items and timetables. He expressed his thought that developing a regulatory package would imply establishing a drafting group. He highlighted the importance of addressing vehicle categories and asked if industry could share their needs on this.

43. The expert from Canada, Co-Chair of the IWG on VMAD, proposed to keep the current approach, which was generic, technology neutral and agreement neutral. He confirmed that Canada would not be supportive of establishing an additional task force.

44. The expert from the European Commission wondered how much resource (time) would be needed to address the request by industry and if industry could organize a small group meeting to discuss these items. She mentioned that the VMAD subgroup 3 discussed this matter but did not conclude in absence of a mandate to do so.

45. The expert from OICA welcomed the responses received. He answered to the question related to vehicle categories and indicated that industry already identified vehicles that would not fit under the current categories in the future and was finalizing proposals on how to map requirements to specific vehicle categories. He answered to Canada that there was still no commitment nor clear way forward regarding regulations on ADS. He stated that without corresponding regulations, these vehicles cannot be on the road. He welcomed the development of a matrix (see para. 18). He advocated for the development of a plan to address questions such as auditing requirements, and requirements for a safety management system. He welcomed the proposal by the European Commission and stated that a clear commitment from the contracting parties was needed on the future activities based on the deliverables from FRAV and VMAD.

46. GRVA recalled that the current outcome of FRAV and VMAD so far was not mature enough for the purpose of regulation and that the time provided under the two-year mandate was used to deliver a mature text.

47. GRVA stood ready to collaborate with GRSG on activities related to the definition of vehicle categories in the context of ADS.

GRVA-15-34 | ADS: Planning of next step in order to achieve the "Roadmap 2025“ target

48. The expert from Japan, Co-Chair of the IWG on CS/OTA, presented GRVA-15-42 (status report) introducing GRVA-15-05 (amendment proposal to UN Regulation No. 155) and GRVA-15-06 (amendments to the interpretation document to UN Regulation No. 155). The expert from France supported both proposals. The expert from OICA mentioned the questionnaire regarding the handling of software updates for vehicles already registered, distributed among the group’s participants. The expert from Germany informed GRVA that his country already had defined software updates categories for already registered vehicles (see more details in para. 73 below).

49. GRVA adopted GRVA-15-05, as reproduced in Annex V to the session report, and requested the secretariat to submit it to WP.29 and AC.1 as draft supplement to UN Regulation No. 155 for consideration and vote in June 2023.

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>

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

50. GRVA recalled that WP.29 extended the mandate of the IWG on CS/OTA until November 2024 and discussed the work plan for the group.

51. The expert from Canada recalled his suggestion under agenda item 3. The expert from Germany supported the idea to enlarge the scope of the group. The expert from France expressed France support for the activities of the informal working group as well as for the workshops organized by the expert from Japan and the Secretary. The expert from OICA also expressed support for the activities of the informal working group.

52. The expert from Japan, Co-Chair of the IWG, noted the decisions of GRVA to develop a work plan to update the Terms of Reference (ToR) of the group.

53. GRVA noted that Mr D. Handley would no longer be Co-Chair of the group and agreed that Mr. D. Hannah would replace him.

54. GRVA requested the IWG on CS/OTA to elaborate updated Terms of Reference, with a list of work items and a corresponding timeline (until November 2024 and possibly beyond) until the next session of GRVA and invited all delegations to prepare for this discussion.

55. The expert from Japan, organizer of the workshops on the implementation of UN Regulation No. 155 presented GRVA-15-28, listing the questions raised as well as the provided answers and comments by the participants. He proposed that the table could be turned into an official working document in the near future. The experts from France, Germany and Italy expressed support for these activities and suggested that the table could be appended to the interpretation document on UN Regulation No. 155.

56. The expert from Canada mentioned that his Country issued Canada’s Vehicle Cyber Security Assessment Tool (VCAT), a voluntary self-assessment tool developed to help vehicle manufacturers and Tier 1 and 2 suppliers assess the cyber security performance and resilience of their vehicles and vehicle components.

57. GRVA expressed its hope for the development of a UN GTR in that field and welcomed insights and experience sharing.

58. The expert from China recalled the purpose of the workshop on cyber security organized with the contracting parties to the 1958 and 1998 Agreement which provided useful information. He suggested to continue such an exchange.

59. GRVA welcomed the report (GRVA-15-27) on the outcomes of the workshops on implementation of UN Regulation No. 155, provided by the expert from Japan.

60. GRVA welcomed the continuation of workshops related to the implementation of UN Regulations Nos. 155 and 156. Given the existing document (GRVA-15-28) for the purpose of the 1958 and 1998 Agreement and the increasing global cooperation in the field of cyber security and software management, GRVA also encouraged the organization of workshops for the contracting parties of both Agreements.

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

61. The expert from France introduced ECE/TRANS/WP.29/GRVA/2023/5 aimed at clarifying the possibility to recognize the Cyber Security Management System Certificate of compliance delivered by other contracting parties. He mentioned the work done during the last workshop to update the initial wording of the explanation. He presented the outcome of the workshop reproduced in GRVA-15-21.

62. GRVA adopted ECE/TRANS/WP.29/GRVA/2023/5, as amended by GRVA-15-21 as well as GRVA-15-06. GRVA requested the secretariat to submit them as an amendment to the Interpretation Document for UN Regulation No. 155 to WP.29 and AC.1 for consideration and vote at their June 2023 sessions.

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-15-21 | 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/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.

63. The expert from SAE International presented GRVA-15-46 and GRVA-15-18 related to a potential design restriction depending on the interpretation of Annex 5 to UN Regulation No. 155. He acknowledged the review of this matter by the IWG on CS/OTA but called on GRVA to reconsider this matter. He explained that cryptographical authentication may be a good solution to mitigate the spoofing of Global Navigation Satellite System (GNSS) signals (e.g. V2X, GNSS messages), but that this example should not be listed before this technology was broadly deployed at production level.

64. The expert from ITU explained the technical matter again and reconfirmed that the technology was not yet deployed.

65. The expert from the United Kingdom of Great Britain and Northern Ireland thought that there were some misunderstandings as UN Regulation No. 155 was not mandating any technology.

66. The expert from the United States of America recalled the points made so far: (a) the method listed was not available for use, (b) alternatives were not mentioned, and (c) other technology could reach the same level of performance.

67. The expert from the European Commission agreed to review this issue.

68. The expert from SAE International confirmed that the Regulation itself did not mandate the technology but he explained that in practice the example may become a requirement, as this already happened to a Tier 2 supplier.

69. GRVA agreed to resume consideration of this matter at its May 2023 session.

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-15-46 | UN R155: Supporting information in SAE proposal for CS/OTA

70. The expert from CEMA introduced GRVA-15-45 and updated GRVA on their activities regarding cyber security. He informed GRVA on the European situation regarding UN Regulation No. 155 and the European Union (EU) Cyber-Resilience Act (CRA) passed in 2022. He compared both legal instruments and stated that CRA put more responsibility on the supply chain than UN Regulation No. 155 and that CRA was based on self-certification.

71. The expert from Germany noted significant differences between the two acts, one being general/horizontal and the other one being vertical/for the sector. The expert from the United Kingdom of Great Britain and Northern Ireland agreed with Germany and stated that he liked to see an appropriate cyber security regulation covering agricultural vehicles. He stated that a horizontal regulation was very appropriate for domestic appliances and connected toys but not for agricultural vehicles. The expert from Denmark agreed with this statement too. He recommended to include vehicles of Category T. He suggested to exclude towed vehicles of Category S. The expert from Italy proposed to postpone that item until May 2023.

72. GRVA agreed to resume discussions in May 2023 on the inclusion of agricultural vehicles in UN Regulation No. 155. Some European parties agreed to evaluate the impact of the EU CRA on the agricultural vehicle and machinery sector until the May 2023 session.

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

73. The expert from Germany explained that software updates for vehicles already registered might require activities at national level. He informed that the German Type Approval Authority defined six relevant cases for software updates in the case of vehicles already registered as well as the corresponding handling. He provided the Uniform Resource Locator (URL).

74. The expert from Japan, Co-Chair of the IWG on ITS, recalled that the expert from China proposed at the September 2022 session, that GRVA harmonize technical requirements for vehicular communication. He presented GRVA-15-40, explaining that WP.29 tasked the IWG on ITS to explore the potential role of WP.29 and its subsidiary bodies regarding vehicular communication. He detailed the discussions of a dedicated session of the IWG on ITS that took place on 17 January 2023. He explained that the Co-Chairs of the IWG on ITS would suggest to WP.29 in March 2023 that a task force under the IWG on ITS should be established to further detail the potential role of WP.29 in that field.

75. The expert from the Netherlands appreciated the outcome of the IWG on ITS at its January session. He inquired whether Vehicle-to-Vehicle (V2V) communication and vehicular communication in general would go beyond the scope of WP.29 because of the role of infrastructure in that field.

76. The expert from Germany stated that guidelines for vehicular communication would not be sufficient and that a regulation would be necessary. He also suggested that the priority should be to address V2V.

77. The expert from China agreed with Germany and mentioned the Vehicle-to-Everything (V2X).

78. The expert from OICA agreed that V2V could be considered first. He stated however that it would be useful to keep V2X in mind while working on V2V, as it could be helpful in the future.

79. The expert from ITU proposed to consider the Chinese proposal, acknowledging that V2V was in the remit of WP.29. He proposed that the Terms of Reference of a group should concentrate on V2V.

80. The expert from ITU presented GRVA-15-13, informing GRVA of activities of the Radio division of ITU regarding V2X.

GRVA-15-13 | ITU-R Liaison Statement to GRVA International Telecommunication Union – Radiocommunication sector (ITU-R) Working Party (WP) 5A would like to introduce itself to UNECE WP on Automated/Autonomous Connected Vehicles (GRVA). ITU-R WP 5A addresses the radio communication issue of Land Mobile Service and is responsible for studies related to the Land Mobile Service and wireless access including RLANs (Radio Local Area Networks). Within WP 5A, Working Group (WG) 5A-5 addresses the issues pertinent to new technology, such as ITS (Intelligent Transport Systems), CAV (Connected Automated Vehicles) and MTC (Machine Type Communications).

81. The expert from ISO introduced GRVA-15-16 (and addenda) regarding automated driving systems and traffic regulations. He asked how an automated vehicle should know traffic rules at all times, at a particular location on the road, on a particular day, at a specific time and for a specific vehicle category. He stated that several road administrations had reached the conclusion that in order to make this possible, the traffic regulations must be made electronically available. He introduced the Management of Electronic Traffic Regulations (METR) concept.

82. GRVA inquired if this matter would be presented to WP.1 too.

83. The expert from Norway asked if electronic traffic regulation was a prerequisite for the industry to develop ADS.

84. The expert from OICA stated the importance of traffic rules for developers and vehicle manufacturers, as they had to be embedded in algorithms. He estimated that the deployment of ADS and the central availability of traffic rules would happen progressively.

85. The expert from the Netherlands noted that having a set of rules stored in a central place would certainly help the certification process but that it was not a pre-requisite for ADS deployment.

86. The expert from ITU supported the statement by OICA.

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.

87. The Chair of the Task Force on Advanced Driver Assistance Systems (ADAS), reported on the progress made by the group on the drafting of a new UN Regulation on Driver-Control Assistance Systems (DCAS). He details the potential benefits of “hands off systems” complemented by “eyes on” considerations. He described the progress made by the group on the drafting of the master document and on the development of DCAS validation. He noted that there were still open issues to be solved and therefore proposed amendments to the ADAS Task Force deliverables and timings (see GRVA-15-43). He also reported on the substantive presentation ADAS-17-05 of the German Association of the Automotive Industry (VDA), member of OICA, on their research on ADAS.

88. The expert from ITU, speaking on behalf of FISITA, stated that the work stream on DCAS was currently one of the most important deliverables of GRVA.

89. The expert from OICA offered to answer to any question related to the VDA study, if any. The expert from the Netherlands reiterated the interest of his country regarding the separation between ADS and ADAS.

90. The expert from Japan stated that the “eyes on” was an important topic and hoped to receive more information. He welcomed the outcome of scientific research in that field and encouraged experts to perform analysis of accidental data, as it would ease the work of contracting parties. He agreed to discuss Driver Monitoring System (DMS) at the Task Force.

91. The expert from Denmark cautioned that DMS might imply cameras and expressed concerns about persons monitoring and other privacy related topics. The expert from OICA mentioned that driver-facing cameras had been implemented in vehicles as a consequence of the 2019 General Safety Regulation in Europe, and stated that they were in line with the data privacy regulations valid in EU.

92. The experts from Germany, Japan, Russian Federation, United Kingdom of Great Britain and Northern Ireland and AVERE debated the strategies to deal with similar provisions in UN Regulation No. 79 and in the new DCAS regulation, to make sure that one regulation is not used to circumvent the provisions in the other (more recent) regulation. The expert from France compared this discussion to the one at the Working Party on Passive Safety (GRSP) regarding Child Restraint Systems regulated in UN Regulation No. 44, then in UN Regulation No. 129.

93. GRVA agreed to resume consideration of this topic at its next session. GRVA also agreed with the revised timeline in the Terms of Reference for the group, as reproduced in Annex III to the session report.

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).

94. The expert from OICA offered to withdraw ECE/TRANS/WP.29/GRVA/2011/9, even though the content of the proposal was still relevant and important for his organization. Similarly, the expert from AVERE withdrew ECE/TRANS/WP.29/GRVA/2021/10. GRVA agreed that the Task Force on ADAS would aim at addressing the matters, too.

95. The expert from OICA introduced ECE/TRANS/WP.29/GRVA/2023/6, as amended by GRVA-15-30. He recalled the context of the proposal, already discussed at the fourteenth session of GRVA. He mentioned that their proposal received comments (GRVA-15-09) and that he addressed them with the amendment included in GRVA-15-52. The secretariat read the letter of the expert from Sweden, absent, who expressed support for ECE/TRANS/WP.29/GRVA/2023/6, as amended by GRVA-15-09.

96. The expert from OICA presented GRVA-15-53 with further provisions for an automatic change to a standby mode. GRVA agreed that a “suitable time delay” was one option to ensure that the vehicle has already reached a regular lane of travel, but GRVA could not identify a fixed time value and therefore agreed that such value could be subject to agreement between the manufacturer and the technical service during the approval process.

97. Following discussions, GRVA reached agreement on GRVA-15-54 and agreed to note in this report the justification and context related to GRVA-15-53, as summarized in para. 96 above.

98. GRVA adopted ECE/TRANS/WP.29/GRVA/2023/6, as amended by GRVA-15-54, and requested the secretariat to submit it as a supplement to the 03 series and 04 series of amendments to UN Regulation No. 79 (steering equipment) to WP.29 and AC.1 for consideration and vote at their June 2023 sessions.

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/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/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/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>

99. The expert from Japan presented the outcome (GRVA-15-22) of the preliminary meeting organized to develop draft terms of reference for a new IWG on Acceleration Control for Pedal Error (ACPE). He introduced GRVA-15-07, containing the draft Terms of Reference prepared by the group.

100. The expert from OICA announced that he would support it, if there was a positive decision regarding the establishment of the group. He invited the group to reflect on the differences between Autonomous Emergency Braking System (AEBS) and ACPE, on the need to include N1 vehicles (often driven by professional drivers) in the scope of the group, on the compatibility of such system with the road traffic safety conventions of WP.1 and on the need to further review data from other contracting parties. The expert from the United Kingdom of Great Britain and Northern Ireland supported GRVA-15-07. He encouraged experts to share and review data to support the work at the IWG. He mentioned that a first review of data in London led to identify that professional driver could also benefit from such systems and therefore recommended to not immediately exclude certain vehicle categories.

101. The expert from Japan explained that the speed of operation was the main discriminant between AEBS and ACPE. He pointed at paragraph 3 to the draft ToR mentioning a review of the Geneva and Vienna Convention on Road Traffic safety, if necessary.

102. Informal document GRVA-15-07/Rev.1 reflected the nomination of Japan and Germany as Co-Chairs, as well as OICA as Secretary to the Group. GRVA-15-07/Rev.2 included an attempt by OICA to guide the group regarding other vehicle categories than M1 and N1.

103. GRVA agreed to request the approval for the establishment of the IWG on Acceleration Control for Pedal Error at the WP.29 session in March 2023. GRVA adopted GRVA-15-07/Rev.3, prepared by the secretariat, and reproduced in Annex IV to the report, as the ToR and Rules of Procedures for the IWG on ACPE.

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

104. The expert from France presented GRVA-15-20 introducing GRVA-15-19, with an amendment proposal to UN Regulation No. 152, aimed at introducing provisions for computer simulation of dynamic tests. He explained the history of the proposal. The expert from Japan commented that real driving conditions had to be considered in this context and that the validation requirements for AEBS would potentially require more physical tests than currently required.

105. GRVA reviewed the draft consolidations of UN Regulation No. 152 prepared by the secretariat (GRVA-15-50 and GRVA-15-51) and provided comments.

106. GRVA agreed to keep ECE/TRANS/WP.29/GRVA/2022/24 (proposal for a new UN Regulation for Urban Emergency Braking System) as well as GRVA-15-19 and GRVA‑15‑20 (AEBS virtual testing) on the agenda for its next session.

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>

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.

107. The expert from France introduced ECE/TRANS/WP.29/GRVA/2023/2, a proposal to mandate the fitment of an electronic stability function on N₃ concrete mixer trucks with four axles. He highlighted that, given the difficulty to refer to “concrete mixers” in the Regulation, the current proposal was to refer to and include all vehicles with four axles and two power driven rear axles in the scope of the mandatory installation of electronic stability function.

108. GRVA adopted ECE/TRANS/WP.29/GRVA/2023/2, as amended by GRVA-15-56 as draft proposal for the 13 series of amendments to UN Regulation No. 13 (heavy vehicle braking) and requested the secretariat to submit it to WP.29 and AC.1 for consideration and vote in June 2023.

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.

109. The expert from OICA introduced GRVA-15-55, an amendment proposal to UN Regulation No. 140 to adapt technical provisions for steering systems with low steering gear. The expert from Canada announced that their delegation would contact OICA for further exchange.

110. GRVA requested the secretariat to distribute GRVA-15-55 with an official symbol at the May 2023 session.

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>

111. The expert from CLEPA presented GRVA-15-49, informing GRVA on their activities related to drafting provisions for the approval of Electro-Mechanical Brakes (EMB). He mentioned GRVA-15-17, reflecting the current status of their work on the development of an amendment to UN Regulation No. 13.

112. The expert from the United Kingdom of Great Britain and Northern Ireland supported the principle of developing regulatory provisions to bring this technology on the market. He called for more transparency on similar activities for passenger cars and UN Regulation No. 13-H.

113. The expert from CLEPA mentioned OICA’s involvement in these activities. He added that similar activities for passenger cars were indeed in preparation, that exchanges among stakeholders existed to keep definitions aligned. He explained that the systems layout could differ between light and heavy vehicles. He highlighted the complexity of UN Regulation No. 13 compared to UN Regulation No. 13-H.

114. The expert from Germany welcomed the activities and noted the high frequency of meetings on that topic. He suggested that GRVA organize a workshop to review the activities and update the contracting parties not yet involved. The experts from Czech Republic, Denmark, Netherlands and United Kingdom of Great Britain and Northern Ireland expressed interest for such a workshop. The expert from Japan suggested the workshop to be organized as an informal and hybrid meeting.

115. GRVA noted the activities of the Working Party on Pollution and Energy (GRPE) regarding battery durability. GRVA agreed to host an informal workshop on EMB open to all GRVA stakeholders, including contracting parties to the 1958 and 1998 Agreements.

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-15-49 | UN R13: Status report on electro-mechanical braking

116. The expert from CLCCR recalled the purpose of ECE/TRANS/WP.29/GRVA/2023/3. He requested (GRVA-15-33), following discussions with OICA, to postpone the consideration of this topic to the next session of GRVA. GRVA gave its consent.

117. The expert from the United Kingdom of Great Britain and Northern Ireland introduced GRVA-15-08, with a proposal to amend Annex 18 of UN Regulation No. 13, aimed to align where appropriate the text in UN Regulation No. 13 with that of Annex 6 to UN Regulation No. 79 (Steering Systems) and to improve consistency in the interpretation of the requirements of that annex. Following discussions, GRVA requested the secretariat to distribute the document with an official symbol at its May 2023 session.

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-15-33 | 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.

118. The expert from China introduced GRVA-15-32, presenting a new braking concept for electric motorcycles. He clarified upon request that this new braking system would only include an electric brake on the rear wheel, without friction brake. The expert from CLEPA asked if the concept would include a resistor for that case where the battery would be fully loaded. The expert from IMMA explained that this concept was not in line with the definitions of UN GTR No. 3 and UN Regulation No. 78. GRVA noted that this concept could be presented at the EMB workshop, if desired.

GRVA-15-32 | Introduction of the motorcycle electrical brake technology and regulation applicability discussion

119. No document was submitted under this agenda item.

120. The expert from the Netherlands presented GRVA-15-29 introducing ECE/TRANS/WP.29/GRVA/2023/4, an amendment proposal to UN Regulation No. 78 aimed at inserting requirements for Complex Electronic Control Systems and aligned with those for passenger cars. He recalled the context of the proposal tabled, following the adoption of brake light activation criteria for automatically commanded braking functions at the last session. He announced that the alignment (GRVA-15-41) of the proposed text with those developed for UN Regulation No. 13 would be performed in a second step.

121. The expert from United Kingdom of Great Britain and Northern Ireland presented GRVA-15-41, proposing amendments to ECE/TRANS/WP.29/GRVA/2023/4 and aimed at introducing the new provisions for the audit of electronic control systems that have been developed for UN Regulation No. 13 and its Annex 18 (see GRVA-15-08).

122. Following discussion, GRVA adopted ECE/TRANS/WP.29/GRVA/2023/4 as amended by GRVA-15-57 and requested the secretariat to submit it as a proposal for the 06 series of amendments to UN Regulation No. 78 (braking of Category L vehicles) to WP.29 and AC.1 for consideration and vote at their June 2023 sessions.

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-15-29 | 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

123. The expert from Italy presented GRVA-15-48, introducing GRVA-15-14, which includes the proposal to allow the use of a digital medium (e.g. QR-code, website) as an alternative to the existing information requirements in paragraph 6.1.3.4 in the regulation.

124. The expert from CLEPA provided comments (GRVA-15-24 and GRVA-15-25).

125. The expert from FEMFM agreed in general that digital media could be used but he argued that some information, provided in the packaging of the replacement parts, should not be replaced by information provided via digital media.

126. The expert from Germany explained that there was already a precedent with UN Regulation No. 129. He explained that UN Regulation No. 129 specified a duration of 10 years and wondered if there was a justification for a lower duration (five years) as proposed by Italy.

127. The expert from France explained that, in the European Union context, information provided via a QR-code would be acceptable provided that this is specified in UN Regulation No. 90. The expert from the European Commission confirmed this interpretation.

128. The expert from Italy volunteered to submit a revised proposal for consideration at the next session. The expert from FEMFM also volunteered to submit an alternative proposal.

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

129. The expert from Germany presented GRVA-15-23/Rev.1, informing GRVA on the German Legal Framework related to Automated Valet Parking (AVP) and reporting on the first national approval granted to an AVP. GRVA experts raised questions related to the role of infrastructure and the way infrastructure was taking into account in the approval process. He explained that the national requirements covered the whole AVP, including the infrastructure side, which was under the responsibility of the approval applicant. He detailed that the first approval covered a private communication infrastructure and that the approved AVP did not rely on the public network. The expert from Denmark asked, in the case a competitor would install a similar system, if there would be a second infrastructure in parallel and if it could create interference risks. The expert from Germany could not share information on this as they did not gather experience on that case.

130. GRVA thanked Germany for sharing information on national activities and invited other experts to do so at next sessions.

GRVA-15-23/Rev.1 | Automated Valet Parking (AVP): Legal Framework and National Approval

131. The expert from Germany presented GRVA-15-10 with the request from the IWG on the Database for Exchange of Type Approval documentation (DETA) to the WP.29 subsidiary bodies to clarify which UN Regulations would allow the use of the Unique Identifier (UI) as an alternative to the type approval mark. He also presented the template (GRVA-15-11) prepared by the group that can be used by GRVA to clarify considerations related to UI.

132. The expert from the Russian Federation clarified that UN Regulations Nos. 102 and 147 should be, according to him, under the purview of the Working Party on General Safety provisions (GRSG). He volunteered to fill out the template prepared by the IWG on DETA. The experts from CLEPA and CITA offered to support the expert from the Russian Federation. GRVA agreed to review the complete template at its May 2023 session.

133. GRVA requested the Chair to consult AC.2 at its March 2023 session regarding the assignment of UN Regulations Nos. 102 and 147 to GRSG (or keep it in the purview of GRVA).

134. GRVA agreed that the experts from the Russian Federation, CITA and CLEPA would fill out the table in GRVA-15-11 (Unique Identifier) and requested the secretariat to support that process.

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

GRVA-15-11 | 1958 Agreement - Unique Identifier Proposed actions for the IWG on DETA, GRs and WP.29

135. No document was submitted under this agenda item.

136. GRVA noted that the next session of GRVA would take place during the same week as WP.1.

137. GRVA discussed the organization of sessions outside of Geneva. GRVA agreed that, if such session would be organized, the possibility for remote participation must be provided.

138. The expert from ITU presented the outcome of the Focus Group on AI for autonomous and assisted driving (AI4AD). He presented the liaison statement to GRVA contained in GRVA-15-12, the reports GRVA-15-12/Add.1 (including a proposal for an automated driving safety data protocol with a nomenclature of data that could be used to monitor automated driving systems in use) and GRVA-15-12/Add.2 (describing the setup of three projects on three existing sites that monitor automated vehicles and evaluate their compliance with the results of the FG AI4AD “Molly Problem Public Consultation”).

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.1 | Automated driving safety data protocol – Specification (Pre-published edition)

GRVA-15-12/Add.2 | Automated driving safety data protocol – Practical demonstrators (Pre-published edition)

139. GRVA learned that Anthony Ainsworth (CLEPA) would no longer attend GRVA sessions. GRVA acknowledged his contributions to GRVA and wished him a happy retirement.