The 32nd EDR-DSSAD IWG session convened virtually on May 7, 2026. The previous session report and agenda were approved without objection. Discussion addressed the group’s future structure, with consensus that EDR work continue under GRSG direction while DSSAD work be directed by the ADS IWG. EDR/DSSAD-31-02 on DSSAD regulatory text would be submitted to GRVA in May. A Guidance and Interpretation Document addressing “readily accessible” and access provisions is planned for July submission. EDR Step 2 discussions covered ADDW, DDAW, and DCAS data elements with resolutions agreed at +/-1%, recording intervals for collision scenarios, and outstanding items for June 11 finalization. Future meetings scheduled for June 11, September 8, and October 6-8, 2026.

The 33rd session of the Event Data Recorders/Data Storage Systems for Automated Driving Informal Working Group is scheduled for October 6-8, 2026, in a hybrid format with meetings held at the Ministry of Transport Berlin, Germany. The session will address DSSAD Phase 2 documents, EDR Step 2, EDR Step 3, and EDR for ADS, with meetings conducted via Google Meet and in-person attendance. Chairpersons are from the Netherlands, Japan, and the USA.

The Subgroup on EDR will hold its 47th session as a conference call on June 11, 2026, from CEST 14:00 to 17:00. The agenda includes welcome and introduction, approval of reports from previous sessions, approval of the agenda, discussion of EDR Step 2 documents and EDR for ADS documents, review of action items and schedule of future meetings, and adjournment. Future meetings are scheduled for September 8, 2026, and October 6–8, 2026.

The Subgroup on EDR will hold its 48th session as a conference call on September 8, 2026, from CEST 14:00 to 17:00. The agenda includes approval of previous session reports and the agenda, discussion of EDR Step 2 and EDR for ADS, and review of action items and future meeting schedules. The next meeting is EDR-DSSAD-IWG-32 on October 6-8, 2026 in Berlin, Germany.

The agenda includes discussion of DSSAD regulatory text guidance, EDR Step 2 proposals comments, and EDR for ADS. The next meeting is scheduled for September 15-17, 2026, as a hybrid event in Europe.

Systems with ACSF B2, D and E functionality cannot be approved to UN R79 unless incorporated within a DCAS complying with UN R171. However, these functionalities may exist independently of DCAS, requiring clear distinction. Where not part of DCAS, this must be specified in the EDR regulation. A new EDR data element, “DCAS status”, could encompass ACSF B2, D and E functionalities. These functionalities are now treated either as individual functions or as components of DCAS.

Extended recording from NTSB investigation. The collision sequence involved three alert stages: first alert lasting 5 seconds with visual only or bimodal presentation, second alert lasting 8 seconds with bimodal presentation, and third alert with bimodal presentation and instruction to put hands on the wheel.

Comments on the proposal for a03 series of amendments to UN Regulation No. 160. Modifications include renumbering paragraph 2.2 as paragraph 2.25, deleting paragraph 2.25, and amending definitions for “End of event time,” “Engine throttle, percent full,” “Non-volatile memory,” and other terms. New paragraphs 2.71–2.82 introduce definitions for rollover protection system, advanced emergency braking system, blind spot monitoring system, and driver assistance systems. Paragraphs 5.3.1, 5.3.2, and 5.3.3 are amended to clarify triggering and locking conditions for rollover events and vulnerable road user events, and to establish time zero. Paragraph 5.4.3 clarifies crash test requirements.

The IWG on EDR/DSSAD developed draft proposals for Event Data Recorder for conventional and automated/autonomous vehicles and Data Storage System for Automated Driving. Completed work includes UN R160 on light duty vehicle EDR, UN R169 on heavy duty vehicle EDR, and DSSAD requirements. Current activities address EDR Step 2 and DSSAD Phase 2. The IWG resolved assessment subjectiveness for vehicles with maximum mass up to 12t through a proposed Supplement 2 to UN R169.

Proposal to introduce provisions for rollover protection systems, advanced emergency braking systems, vulnerable road user secondary safety systems, and driver assistance systems. Amendments clarify triggering conditions for event recording and data locking, expand data elements to capture vulnerable road user collisions and advanced safety system interventions, increase sample rates for improved data granularity, and add transitional provisions for type-approval acceptance timelines.

This document presents draft amendments to UN Regulation No. 169 for the EDR Step 2 workstream. It defines non-volatile memory as permanent EDR data storage retained after power loss, and volatile memory as temporary buffering that does not retain data. Requirements specify that EDRs capture and record data to non-volatile memory when triggered, with capacity for at least five events. Trigger conditions include sudden deceleration exceeding 3.25 m/s² for 0.7 seconds and vehicle stops at 0 km/h for 20 seconds. An amendment allows certain stop events to be recorded in volatile memory first, transferring to non-volatile memory when other triggers occur or the master switch deactivates, reducing memory wear in vehicles with frequent stops.

The Subgroup on EDR held a conference call to discuss Event Data Recorder Step 2 specifications. Key discussions included: AEB trigger recording intervals, with agreement on -2.5 to 2.5 seconds; ADDW and DDAW data elements referred to GRSG with competing proposals in square brackets; DCAS data elements with unresolved differences between industry and UK proposals on recording intervals and frequency; time to collision (TTC) deferred to Step 3; engine throttle deletion deferred pending further consideration; transitional provisions with industry proposing 2031 implementation versus EC’s 2029; and EDR for ADS requiring further development. Memory definitions for R169 and R160 were agreed upon.

The previous session report was approved with a note on post-crash recording intervals. A DSSAD Guidance Document feedback deadline was set for month-end. Phase 2 discussions on near-miss events require clarification of concepts and their safety contributions. For EDR Step 2, a 10 Hz sampling rate was adopted over 2 Hz following opposition from industry regarding implementation burden and support from regulatory bodies for accident reconstruction needs. Outstanding discussion items will be consolidated into a working document. Terms of Reference discussions on maintaining current structure versus integrating DSSAD into the ADS Informal Working Group will continue. The May 12 meeting was rescheduled due to conflict with ESV Toronto.

Proposal to amend the 03 Series of Amendments to UN Regulation No. 160 (Event Data Recorder). The document modifies definitions, recording conditions, and data elements for EDRs. Key changes include: renumbering paragraph 2.2 to 2.25; amending definitions for end of event time, engine throttle, non-volatile memory, and volatile memory; adding new definitions for rollover protection systems, advanced emergency braking systems, and driver assistance systems; clarifying trigger conditions for recording planar, rollover, and vulnerable road user events; specifying time zero establishment; adding transitional provisions; and expanding Annex 4 data elements table to include pre-event synchronization timer, trigger activated status, acceleration control for pedal error, driver distraction warning, driver drowsiness warning, blind spot monitoring, turn signal status, and emergency stop signal status.

The EDR-DSSAD informal group approved definitions for detected objects and recording parameters, established language for power and communication failures, and agreed to a -2.5-second to 300-millisecond recording interval for rollover events. Discussions on fire-resistant data storage and automated emergency braking recording intervals remain unresolved. The group deferred decisions on EDR requirements for automated driving systems pending further analysis of overlap with DSSAD regulations.

Working document of the IWG on EDR/DSSAD and its subgroup SG-EDR. This document serves as a placeholder for proposals to UN Regulation No. 160, under consideration as part of the ‘EDR Step 2’ workstream.

Draft proposal for an informal document to amend UN R169 to facilitate approvals of 8-12 ton vehicles derived from M₁/N₁ vehicles via compliance with provisions of UN R160.

Technical recommendations from the 2021 Paris Tesla accident.

Proposal from the EDR/DSSAD informal group pursuant to the work of the GRSG task force on Automated Vehicles Regulation Screening to enable application of UN R160 to ADS vehicles.

Proposal to introduce automated vehicle categories X and Y into the regulation.

Proposal to clarify the time unit for the equation of the sinusoidal acceleration specifies in part 6.“VerificationProcedures”

Proposal to delete the Unique Identifier (UI) marking provisions

Proposal to address rollover events and engine rpm.

Proposal to correct the equation for calculating the sinusoidal acceleration motion for testing the EDR/airbag control modulate acceleration sensors which is missing the unit identifiers.

Proposal to reintroduce a footnote in Annex 4 (Data elements and format) unintentionally omitted during transcription of the original proposal (“Format requirements specified below are minimum requirements and manufacturers can exceed them.”)

Proposal to explicity deem any rollover protection system as within the defintion of non-reversible occupant restraint systems for the purposes of the Regulation.

Proposal to ensure that EDR record collisions involving vulnerable road users.

Responding to comments from the European Commission and Germany.

EDR/DSSAD originally planned a February session (24th) and Tokyo session (25th). The sessions have been reorganized such that “session 25” is now “session 24”. The attached is still valid, but to avoid confusion, please note that session number has changed.

Proposal to enable EDR approval for vehicles between 8-12t under UN R160 subject to additional verifications.

Proposal from GRSG to introduce a new component-level verification procedure for acceleration sensor accuracy with a two-year transitional period to allow for implementation.

Informational document from the EDR/DSSAD informal group describing potential items for consideration in further work on light and heavy vehicle EDR provisions.

Proposal to revise and clarify the acceleration data accuracy for the lateral and longitudinal acceleration data elements and introduce procedures to verify compliance of the acceleration data with the acceleration sensor accuracy specifications. The proposal is based on the following considerations:

1. There are multiple ways in which the acceleration data accuracy tolerance can be applied. This can potentially lead to different interpretations when applied by type-approval authorities. For clarity, the accuracy tolerance is specified as “+/- 10 per cent of the full range of the accelerometer used in the ECU containing the EDR function”.
2. The proposal enables a component test (including a time-shifting algorithm to address differences in sampling rates between an EDR and bench test) to address difficulties in verifying acceleration sensor accuracy under vehicle crash tests.
3. The proposal adds a footnote to clarify that the manufacturer has discretion (option) over the format for lateral acceleration data in rollover event because such data is not recorded using the lateral airbag deployment sensors.
4. The proposal adds Annex 6 on the verification procedure with an illustration of the tolerance corridor for lateral and longitudinal acceleration.

Proposal to revise and clarify the acceleration data accuracy for the lateral and longitudinal acceleration data elements and introduce procedures to verify compliance of the acceleration data with the acceleration sensor accuracy specifications. The proposal is based on the following considerations:

1. There are multiple ways in which the acceleration data accuracy tolerance can be applied. This can potentially lead to different interpretations when applied by type-approval authorities. For clarity, the accuracy tolerance is specified as “+/- 10 per cent of the full range of the accelerometer used in the ECU containing the EDR function”.
2. The proposal enables a component test (including a time-shifting algorithm to address differences in sampling rates between an EDR and bench test) to address difficulties in verifying acceleration sensor accuracy under vehicle crash tests.
3. The proposal adds a footnote to clarify that the manufacturer has discretion (option) over the format for lateral acceleration data in rollover event because such data is not recorded using the lateral airbag deployment sensors.
4. The proposal adds Annex 6 on the verification procedure with an illustration of the tolerance corridor for lateral and longitudinal acceleration.

Proposal to remove provisions for the verification of the acceleration data accuracy that require lead time for implementation. Specifically, lateral acceleration in rollover events are not recorded using the same sensors as used for lateral air bag deployments. A separate document proposes to include these verification procedures via a new series of amendments rather than as a supplement.

Proposal to introduce a new component-level verification procedure for acceleration sensor accuracy with a two-year transitional period to allow for implementation.

Proposal to remove provisions for the verification of the acceleration data accuracy that require lead time for implementation. Specifically, lateral acceleration in rollover events are not recorded using the same sensors as used for lateral air bag deployments. A separate document proposes to include these verification procedures via a new series of amendments rather than as a supplement.