Industry position on night-time testing for car-to-pedestrian scenarios in UN R152. Industry supports night-time testing based on the current version of UN R152 with lighting conditions based on Euro NCAP TB CA 101, limited to crossing collisions with farside pedestrian direction only. Industry proposes modifying illumination conditions in para. 5.2.2.4 and adding a new para. 6.1.6 specifying street lighting setup, and adding a dedicated chapter with visualization of illumination conditions. Testing should use adult pedestrian dummy only, with pedestrian speed, collision point, activation speed, and speed reduction requirements remaining unchanged from UN R152.
Draft agenda for the fourth session of the Informal Working Group on Advanced Emergency Braking System, to be held 2–4 November 2026 in Tokyo. The meeting will address approval of the agenda and previous report, exchange of positions on requirements in principle, draft state-of-the-art performance requirements for collision scenarios involving pedestrians at night including test procedure and accidentology, nominal avoidance speed and current AEBS status, and conclusion for discussion of performance requirements.
Study evaluating the validity of the current recommendation in Annex 3 Appendix 5 for sandpaper surface replacement interval based on running distance by examining test results exceeding 20,000 km. Testing nine consecutive runs on #80 grit sandpaper without replacement over 45,000 km total distance using new tyres for each run. Surface roughness measured by MPD and micro roughness showed no significant change and satisfied requirements in Paragraph 2.4.2.3. SRTT17S abrasion level remained above specification limits. Reproducibility of Abrasion Index was maintained when compared with Market Assessment results. Proposes extending replacement interval from 20,000 km to 30,000 km for 2-position drums and from 40,000 km to 60,000 km for 1-position drums.
Document confirms night-time requirements for C2P scenario testing in UN R152, specifying that tests shall apply to M₁ and N₁ vehicles, cover crossing collision only at 5 km/h pedestrian walking speed, include both with lights and without lights conditions, test only 50% collision point using adult dummies, operate at 20–60 km/h activation speed with no obstruction, and align speed reduction calculation with UN R152. Discusses daytime requirements for C2C and C2P scenarios, noting Japan’s position that the IWG should establish priorities among proposed new requirements.
Case studies analysing real-world UK collisions where Advanced Emergency Braking Systems (AEBS) were fitted using GB STATS19 police and RAIDS national research databases. A total of 287 cases were characterised against UN Regulation No. 152 scenario requirements: car-to-car (141 cases), car-to-pedestrian (81 cases), and car-to-bicycle (28 cases). Cases were scored according to alignment with regulatory test scenarios across nine characteristics: subject vehicle speed, target speed, relative speed, ambient light, lateral overlap, trailer coupled, road layout, road surface condition, and weather conditions. Lateral overlap was the most frequently misaligned characteristic across pedestrian and cyclist scenarios. Road geometry was the most frequent misalignment in car-to-car scenarios. Speed requirements and ambient light conditions warrant consideration for regulatory review.
Türkiye does not consider itself bound by any of the regulations annexed to the 1958 Agreement.