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.

The ADS regulations (GTR and UNR) include definitions for reporting thresholds based on EDR triggering. Time-series data recording for heavy vehicles under UN R169 requires triggers and trigger thresholds to record data in specified time periods, which may not immediately precede, follow, or coincide with crashes. Last Stop, Safety Systems, and Sudden Deceleration triggers are unreliable crash indications. Sudden Deceleration is too sensitive for storing time-series data over several months. Optional SRS or a new independent trigger alongside Detected Collision offers the only viable possibility for effective time-series data recording.

Proposal to insert new para. 0.5. to introduce Supplement 1 to take vehicles of categories X and Y into account and vehicles which can be operated either by a driver or an ADS, amend para. 1.1. footnote * to reference ECE/TRANS/WP.29/78/Rev.8, amend para. 1.3. to exclude Vehicle Identification Number, associated vehicle details, location/positioning data, information about any user, and date and time of an event from the scope, and amend para. 5.4. to specify survivability requirements for event data recorders including mounting position and mechanical shock resistance under Option 1 or impact severity demonstration under Option 2 with reference to UN Regulation Nos. 94, 95, and 137.

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 amend UN R169 by inserting definitions for non-volatile and volatile memory, and modifying the Last Stop trigger criteria. The amendment allows threshold criterion (a) data to be written to volatile memory only, transferring to non-volatile memory when other triggers occur or the master control switch deactivates. This reduces memory wear in vehicles with frequent stops exceeding 20 seconds.

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.

Proposal to remove subjectivity and clarify manufacturer requirements for demonstrating equally effective triggering performance in vehicles with a maximum mass between 8,000 and 12,000 kg.

“Placeholder” document introducing draft new requirements under the EDR Step 2 workstream. The document defines non-volatile memory for permanent EDR data storage and volatile memory for temporary data buffering. Requirements specify that EDRs capture and record data to non-volatile memory when triggers occur, with capacity for at least five events. Triggers include sudden deceleration exceeding 3.25 m/s² for 0.7 seconds, vehicle stops at 0 km/h for 20 seconds, and safety system activation. The amendment allows certain stop events to be written to volatile memory only, transferring to non-volatile memory when other triggers occur or the master control switch deactivates, reducing memory wear in vehicles with frequent stops.

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.

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 R169 to ADS vehicles.

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

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.

Supersedes official document ECE/TRANS/WP29/GRSG/2023/13

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

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

Revisions from the EDR/DSSAD informal group to their proposal for a new UN Regulation on EDR for heavy vehicles.

Notes include the DSSAD subgroup 12th session held in conjunction with the EDR/DSSAD informal group session.

1. Proposal from the EDR/DSSAD informal group to enable the type approval of medium and heavy vehicles with regard to the minimum collection, storage, and crash survivability of crash-event data of their event data recorders. The performance elements do not include specifications for data retrieval tools and methods which are subject to national or regional requirements.
2. The purpose of these performance elements is to ensure that EDR record, in a readily usable manner, data valuable for effective crash investigations and for analysis of safety equipment performance. These data elements aim to improve understanding of the circumstances in which crashes and injuries occur and facilitate the development of safer vehicle designs. In this context, crashes should be understood as involving property damage and/or personal harm, including that of vulnerable road users involved in the events.
3. Contracting Parties may but are not required to make EDR requirements mandatory for M₂, M₃, N₂ and N₃ vehicles.

1. Proposal from the EDR/DSSAD informal group to provide guidance on specification for EDR used in medium and heavy vehicles with regard to the minimum collection, storage, and crash survivability of crash-event data. The performance elements do not include specifications for data retrieval tools and methods which are subject to national or regional requirements.
2. The purpose of these performance elements is to ensure that EDR record, in a readily usable manner, data valuable for effective crash investigations and for analysis of safety equipment performance. These data elements aim to improve understanding of the circumstances in which crashes and injuries occur and facilitate the development of safer vehicle designs. In this context, crashes should be understood as involving property damage and/or personal harm, including that of vulnerable road users involved in the events.
3. Contracting Parties may but are not required to make EDR requirements mandatory for M₂, M₃, N₂ and N₃ vehicles.

Update on the status of acceleration data accuracy specification development and discussion regarding potential EDR specifications for heavy duty vehicles.