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 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 concerning “detected objects” and data element precision.

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

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 add retrieval of DSSAD time-stamp data elements recorded for at least the last 30 seconds before the last setting of the event flag “Event Data Recorder (EDR) trigger input” alongside EDR data through the same interface, add provisions for retrieval when no such event occurs within the last 30 seconds, add provisions to replace date and time with relative time information when required by national or regional law, and add detected collision by Automated Driving System as an EDR trigger for UN R160 and UN R169.

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 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 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 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.

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.

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.

A new general safety regulation for vehicles of category Y is being drafted to collect relevant safety requirements. Vehicles of category Y with a maximum design speed not exceeding the impact speed specified in applicable frontal impact tests shall be exempted from frontal, lateral, and rear-end impact test procedures but must comply with applicable post-impact requirements concerning fuel leakage, hydrogen leakage, electrical safety, REESS electrolyte leakage, REESS retention, and fire or explosion hazards. The draft incorporates requirements from UN R94, UN R95, UN R137, and UN R153. Open issues include crash compatibility requirements for low-speed vehicles, applicability of partial tests, and defining front and rear structures for Y-category vehicles without occupants.

UN R127 amendment proposals include defining pedestrian protection requirements for category Y vehicles. Scope exemptions for category Y vehicles shall use front structural geometry to determine exemptions, ensuring equivalence to R-point criteria. Definitions require adjustments including Bonnet Rear Reference Line for vehicles without windscreens, Front structure definition to include automated driving sensors, Windscreen test area redefined as Upper structure test area where windscreens are non-existent, and supporting definitions for Side reference line and Cowl monitoring area. Testing shall occur at Unladen Vehicle Mass.

Proposal to establish uniform provisions concerning approval of vehicles of category N₁ with regard to protection of fuel system integrity, protection against electrical shock, and vehicle crash compatibility in frontal, rear-end, and lateral collisions. The Regulation applies to vehicles of category N₁. Frontal impact provisions are based on UN R94 and UN R137 depending on vehicle mass. Lateral impact provisions are based on UN R95 without the side pole impact test. Rear-end impact provisions are based on UN R153. Vehicles must comply with fuel leakage limits, hydrogen storage system integrity requirements, and electrical safety standards for rechargeable energy storage systems. Post-crash hydrogen leakage shall not exceed 118 NL per minute, gas concentration shall not exceed 4.0 per cent for hydrogen, and containers shall remain attached at minimum one point. Electric power trains must meet protection against electrical shock, isolation resistance, and fire hazard requirements within 60 minutes post-impact. Conformity of production shall be verified on a statistically controlled random basis.

Proposal to amend para. 5.3. to require that the effectiveness of ELKS shall not be adversely affected by magnetic or electrical fields, demonstrated by fulfilling the technical requirements and respecting the transitional provisions of the 06 series of amendments to UN Regulation No. 10.

Proposal to amend guidance on continuous improvement processes in para. 7.1.8.2. by inserting text stating that post-deployment safety analyses are systematically performed for all occurrences; however, their conclusions do not necessarily result in the identification of a corrective action from the manufacturer, modifying text to state that not all identified corrective or preventive actions need to be implemented in order to close an occurrence, and replacing text to state decisions on what to address and how are based on an overall assessment of the consequences and the impact of implementing a change.

The European Commission presents prioritized proposals toward updating UN R10 to address transformative vehicle technologies including electrification, automated systems, steer-by-wire, V2X communication, and software-defined vehicles. Current interpretation does not guarantee safety and environmental protection under real road conditions. Proposals include assessing radiated emissions from four vehicle sides rather than two, testing under normal driving conditions, and establishing agreement on drive cycles and transients. These proposals align with WP.29 guidance, improve safety, ensure reproducibility, and represent adaptation to technological progress, based on follow-up of EMC-46-04 and EMC-49-09.

Proposal to amend para. 9.(a) to clarify expansion of the protection scope of electrical and battery safety, including thermal propagation in cases of V2X, parking, and charging. The modification addresses new vehicle functionalities like V2X, defined in UN GTR No. 22, where traction batteries cover external power and energy demand. Additional requirements must be added, including isolation resistance requirements for coupling systems for charging the REESS, as defined in para. 5.1.1.2.4.4. of UN GTR No. 20.

Proposal to amend UN R160:

• Amend definitions 2.8., 2.10., and 2.11. to clarify that automatically commanded steering function categories B2, D, and E are not part of a DCAS
• Delete definition 2.25.
• Amend definition 2.35. to simplify non-volatile memory
• Amend para. 2.45. to change service brake terminology
• Amend para. 2.51. to clarify time interval between events
• Amend para. 2.65. to abbreviate vulnerable road user
• Insert new definitions 2.71.–2.83. for rollover protection system, advanced emergency braking system, trigger activated, pre-event synchronization timer, blind spot monitoring system, emergency stop signal, turn signal, acceleration control for pedal error, advanced driver distraction warning system, driver drowsiness and attention warning system, driver control assistance system, and time to collision
• Restructure para. 5.3.1. to distinguish planar, VRU, and rollover events from AEBS events with specified triggers
• Amend para. 5.3.2. to clarify data locking conditions
• Restructure para. 5.3.3. to establish time zero for planar, VRU, rollover, and AEBS events
• Amend para. 5.4.3. to specify side and frontal collision tests
• Amend para. 6.1. to clarify post-crash acceleration measurement
• Insert transitional provisions 12.12.–12.16. providing that as from the official date of entry into force Contracting Parties shall not refuse type-approvals under the 03 series, as from 1 September 2031 or 2029 [date TBD] shall not accept type-approvals to preceding series first issued after that date, until 1 September 2033 shall continue accepting preceding series approvals first issued before 1 September 2031 or 2029 [date TBD], may grant approvals to preceding series, and shall grant extensions of existing approvals
• Amend Annex 4 Table 1 to split engine throttle and accelerator pedal data elements, increase sampling rates to 10 Hz, extend recording intervals for rollover events, add pre-event synchronization timer, trigger activated, ACPE status, ADDW status, DDAW status, blind spot monitoring status, turn signal status, DCAS status, DCAS driver monitoring system warnings, emergency stop signal status, and time to collision data elements, and modify footnotes accordingly

Cooperative intelligent transport systems (C-ITS) enable ITS users to interact and cooperate by exchanging secured and trusted messages without prior knowledge of each other and in a non-discriminatory manner. The EU C-ITS security credential management system has three central roles that the Commission shall be responsible for ensuring are executed. Priority area IV is dedicated to ITS services for Connected and Automated Mobility (CCAM). Work on specifications under the ITS Directive will restart in 2026, covering the EU C-ITS security credential management system, harmonised C-ITS services, and fostering development and implementation of C-ITS. Currently, 2.5 million vehicles are sold and 20,000 km of roads are equipped with C-ITS, with 100,000 km covered by C-ITS services across more than 50 European cities in 21 European countries.

Proposal to amend row 13© of the List of proposed decisions on the documents reviewed during the informal consultations (GRVA-25-04/Rev.2) to specify that GRVA partly included the work on DSSAD within the IWG on ADS remit, with items to be included comprising strategic directions and data elements structured as a separate workstream under an OPI’s coordination, and DSSAD activities related to data format, accessibility, survivability and location becoming part of IWG on EDR activities, with regular online meetings organized to ensure alignment and coordination between the two groups.

A new UN Regulation is being drafted for N₁vehicles of category Y (vehicles equipped with an automated driving system, not capable of manual driving exceeding 6 km/h, and not designed to carry occupants). The draft incorporates crash safety requirements from UN R94, UN R95, UN R137, and UN R153. Draft version 5 adds provisions for simplified approval procedures for previously approved vehicles, references UN R137 for vehicles between 2,500 and 3,500 kg, and clarifies B pillar references. Open issues include confirming non-applicability of lateral collision partial tests and clarifying which simplified procedures are permitted.

A decision was taken in mid-2025 to start drafting a new regulation collecting relevant safety requirements for Category Y vehicles. UN R127 on pedestrian safety performance could be directly amended to include Y-category vehicles instead of including requirements in a new regulation. TF AVRS agreed to amend UN R127 to include Y-category vehicles. A draft regulation (v4) is available proposing supplement 5 to the 04 series of amendments, including amendment suggestions in scope to determine exemptions for Y-category vehicles based on front structural geometry dimensions rather than R-point criteria.