Proposal to remove the provisions relating to manipulation devices and manipulation strategies that are being moved to UN R154 and clarify that in-service conformity checks for electric range of pure electric vehicles at low temperatures are optional.

Proposal to introduce provisions relating to

• Manipulation Devices and Strategies that were previously in the 09 series of amendments to UN R83,
• the levels to which certain provisions apply,
• clarifications and corrections to the requirements for the laboratory test for pure electric range ratio at low temperature for Pure Electric Vehicles
• an update to allow the use in Levels 1A and 2 of actual tyre rolling resistance values to calculate the final road load coefficient for the individual vehicles, and
• align the Regulation with the current regional status and the current state-of-the-art.

Proposal concerning “detected objects” and data element precision for the ADS regulation provisions on DSSAD.

Proposal concerning “detected objects” and data element precision.

Proposal to ensure robust tyre abrasion measurements regardless of the test method used.

Proposal to establish a list of test facilities deemed equivalent pursuant to paragraph 12.8 of the draft UN Regulation on tyre abrasion. The list recognizes six foundational facilities that participated in the initial inter-facility campaign to develop abrasion limits for C₁ tyres. The facilities are: DEKRA Test Center SA (France, circuit); IFV (Germany, circuit); Link Engineering Company GmbH (Germany, circuit); Bridgestone Corporation (Japan, indoor drum); Sumitomo Rubber Industries, LTD. (Japan, indoor drum); and The Yokohama Rubber Co., Ltd. (Japan, indoor drum). These facilities generated foundational data used to define abrasion limits and are deemed equivalent for equivalence procedures under Annex 4.

The document establishes procedures for demonstrating equivalence between vehicle circuit and indoor drum test facilities. It defines requirements for selecting exercise tyres and participating facilities, establishing baseline values from multiple facilities, and comparing facility results against baselines. For indoor drum facilities, transfer functions mathematically relate drum results to vehicle results, either as generic (fixed coefficient) or specific (facility-determined coefficient). Facilities must meet statistical criteria including result deviation limits and root mean square deviation thresholds to demonstrate equivalence.

Proposal optimises the measurement accuracy requirements for chassis dynamometer equipment and the measurement acquisition of the
intake manifold pressure in system power testing for high-performance vehicles and makes editorial corrections.

Proposal to finalize a status report on Amendment 1 to UN Global Technical Regulation No. 20 on electric vehicle safety. The IWG-EVS conducted Phase 2 work addressing topics including water immersion tests, fire resistance, battery rotation and vibration, thermal propagation, and charging safety. The group maintained existing regulatory text except for thermal propagation provisions. Two compliance paths were developed: a physical test method with five initiation options and a risk management approach. Phase 3 will address thermal propagation scope expansion, post-crash safety, in-use battery maintenance, swappable batteries, light vehicles, gas emissions criteria, and bottom protection.

Proposal to amend UN Global Technical Regulation No. 20 on electric vehicle safety, focusing on thermal propagation triggered by single-cell thermal runaway. The amendment introduces two compliance paths: a physical test approach with five initiation methods (external heater, internal heaters, nail penetration, laser-based initiation) performed at vehicle or component level; and a risk management approach requiring manufacturers to document known risks and mitigation strategies. Vehicles must provide advance warning 5 minutes before hazardous conditions (fire, explosion, smoke) occur in the passenger compartment. Phase 2 discussions concluded that water immersion tests, long-term fire resistance tests, REESS rotation tests, vibration profile modifications, AC/DC charging protections, and heavy-duty overcurrent tests do not require regulatory inclusion based on available field evidence and safety analysis.

Proposal to establish UN Regulation on Category Y vehicle crash safety covering frontal, rear-end, and lateral collision protection. The regulation specifies requirements for fuel system integrity, electrical shock protection, and crash compatibility for vehicles without occupants. Requirements address liquid fuel leakage limits, hydrogen storage system integrity, rechargeable energy storage system protection, and electrical safety post-impact. Testing procedures reference existing UN Regulations 94, 95, 137, and 153. Approval processes, conformity procedures, and technical specifications are detailed, including test methods for frontal, lateral, and rear-end impacts with measurement requirements and alternative procedure provisions.

Seven UN Regulation proposals were reviewed for consistency and errors. Issues identified include: unclear optical-logical signal transitions in R64; redundant definitions that should reference RE3 via footnotes; inconsistent ADS activity terminology requiring standardization to “when an ADS feature is active”; incorrect Category Y vehicle references in R51; spelling and numbering errors across multiple regulations; inconsistent Mass in Running Order definitions; and unclear testing provisions requiring improved cross-referencing. Corrections are necessary for regulatory robustness.

The document outlines work priorities for UN GTR 21, 22, and 25 amendments. UN R21 Phase 4 will address fuel-cell electric vehicles, measurement alternatives for integrated systems, test method efficiency, and alignment with UN R177. UN R22 Phase 4 will explore conditioning cycles, readiness monitors, certified range performance requirements, and alignment with UN R154-04 and UN R83-09. UN R25 Phase 3 will consider Annex 2 amendments, virtual distance verification, minimum performance requirement thresholds by vehicle category, and alternative test methods.

UN GTR No. 21 Phase 4 will consider fuel-cell electric vehicles, measurement alternatives for highly integrated systems, modifications for more efficient test methods, and alignment with UN Regulation No. 177 based on inputs EVE-87-08e, EVE-87-09e, EVE-87-11e, EVE-88-12, EVE-85-06e, and EVE-74-10e. UN GTR No. 22 Phase 4 will explore conditioning cycles and readiness monitors for official testing, investigate minimum performance requirements for certified range, and consider establishing minimum performance requirement values for additional lifetime of ten years and 200,000 km, drawing on input EVE-96-06e. UN GTR No. 25 Phase 3 will amend Annex 2 provisions, verify reported virtual distance, reconsider minimum performance requirements regarding mileage and lifetime thresholds, and consider energy throughput as a threshold.

Proposal to update the explanation on reportable occurrences in Annex 1 (GTR) and 3 (UNR). The revision refines language in the requirement describing the manufacturer’s Safety Management System by removing “expected” to avoid implying obligation and clarifying the link between occurrence monitoring, reporting, analysis, system updates, improvements, and continuous improvement processes.

Proposal to clarify EDR provision in Annex on thresholds. For vehicle categories M₂, M₃, N₂, and N₃, the revised text clarifies that UN Regulation No. 169 does not include a representative delta V threshold. The manufacturer could determine their own delta-V trigger for a critical occurrence, including one based on a subset of EDR triggers, with no obligation to do so.

A new general safety regulation for vehicles of category Y, which are not designed to carry occupants, adds provisions requiring repetition of tests described in Annex 3 and Annex 4 when modifications affect the general form of vehicle structure or increase mass by more than eight per cent. For modifications affecting only interior fittings or mass increases not exceeding eight per cent, a simplified test in accordance with UN R94 in its 05 series of amendments or a partial test shall be carried out. The regulation incorporates requirements from UN R94, UN R95, UN R137, and UN R153, and proposes exempting vehicles with maximum design speed not exceeding 50 and 56 km/h from impact test procedures while requiring compliance with post-impact requirements.

A decision was taken in mid-2025 to start drafting a new regulation for category Y vehicles. TF AVRS agreed to amend UN R127 to include Y-category vehicles. Supplement 5 to the 04 series of amendments proposes: for vehicles of category Y, dimensions based on front structural geometry shall determine exemptions ensuring equivalence to R-point criteria; Bonnet Rear Reference Line is defined for category Y vehicles without a windscreen; Front structure definition includes outer structures and, for category X and Y, automated driving sensors essential for vehicle operation; Normal ride altitude testing shall be at Unladen Vehicle Mass.

This document presents the status of the Guidance and Interpretation document for UN Regulation and GTR ADS, submitted by the OPI on ISMR provisions. It outlines closed topics including clarification on EDR trigger for critical occurrence, confidentiality and publication of information, and guidance on short-term, periodic templates and SPIs. Ongoing work addresses guidance on occurrences with examples of situations and metrics for ADS operation outside its ODD, and guidance for development of scenarios derived from ISMR activities.

Proposal to amend para. 8.1.5.1. (ADS UNR) of the audit of the safety policy guidance: Change “may state” to “states,” “may address” to “addresses,” and “may therefore describe” to “therefore describes.” The rationale states that using “may” in the interpretation paragraphs seems inappropriate for explaining regulatory intention, and present tense better suits these requirements.

Proposal to explain paragraph 8.3.2.1.2. The revision clarifies that coverage can be evaluated based on the following items and their interdependencies: Operational Environment, Behavioural competency, Scenario-type/category, and Rules of road compliance. A footnote acknowledges that no single item alone can robustly document coverage.

Proposal to explain para. 7.3.2.14. The revised text simplifies the definition of ‘sufficient’ to refer to the scope of tests performed on the fall-back response. With respect to scenarios, the manufacturer is encouraged to describe reasoning behind scenario choice and justification for the overall number chosen, acknowledging that scenario diversity depends on intended use case and operational design domain. References to user numbers and statistical methods for sample size assessment have been removed.

Proposal to explain para. 8.3.2.4.1.4. The revised text divides guidance between ADS users and other road users. For ADS users, representativeness means including a range whose behaviours, skills, and characteristics reflect those reasonably expected to use the ADS, with testing not limited to engineers. For other road users, representativeness means capturing a sufficiently broad range of real-world behaviours and characteristics relevant to the ODD. The revised proposal also addresses statistical significance, encouraging manufacturers to provide calculations explaining their choice of participant numbers and underlying assumptions.

Proposal to explain para. 8.3.3.1.1. The revised text clarifies that relevant standards supporting the assessment of laboratories could include ISO/IEC 17025 Testing and calibration laboratories, which sets requirements for competence, impartiality, and consistent operation. Applied to ADS testing, it ensures measurements are traceable, validated, and reproducible so results are technically reliable and defensible for approval/certification purposes. However, there is no obligation for the manufacturer or third-party organization involved in the testing to be accredited according to ISO/IEC 17025.

Proposal to explain para. 8.3.3.1. of the draft UN Regulation. The proposal addresses residual comments concerning wording used to derive scenarios for confirmatory testing by removing terminology not used in the regulation to avoid mis-interpretations. Confirmatory testing scenarios depend on the ADS feature, its ODD, and safety case scenarios. When selecting scenarios, the assessor may consider the ADS system description and its safety concept, and the safety claims presented in the safety case. Confirmatory testing may be undertaken using virtual testing, expected to be within the scope and capability of the toolchain being used, and can be within, at the boundary of or outside the ODD.