The document describes WP.29’s approach to regulating Driver Control Assistance Systems and Automated Driving Systems. It outlines safety management system requirements including safety policy, risk management, assurance and promotion; safety case requirements for structured documentation demonstrating ADS compliance and freedom from unreasonable risk; and safety concept requirements for risk identification, hazard analysis, ODD compatibility and occupant protection. Testing and verification encompasses virtual testing using simulation toolchains, track testing and real-world testing. Virtual toolchain validation establishes credibility before use. In-service monitoring and reporting requires manufacturers to monitor ADS performance post-deployment and report significant incidents to authorities.

Analysis of field data from 3,847 belted drivers in frontal car-to-car crashes to develop a real-world frontal crash assessment matrix. Field data showed injury distribution followed exposure distribution across stature and weight, no significant injury-risk differences across longitudinal seat positions or age groups, and approximately 75% of AIS2+ injuries occurred at energy equivalent speed below 40 km/h. The assessment matrix identifies severity-specific protection targets and crash configurations representative of real-world exposure. The approach combines crash, occupant and seating variation with human body model simulations to evaluate restraint system robustness across real-world variability.

Study investigating the correlation between downward movement conditions of the seat and lap belt movement from the iliac crests of a human occupant in the front passenger seat during frontal impact. Simulations were conducted using an AM50 THUMS human model under two seat conditions: vertical downward movement of 150 mm, and 150 mm vertical downward movement combined with forward rotation. Results show the lap belt detached from both iliac crests during lean forward seat movement, whereas it detached from only one iliac crest during vertical movement. Abdominal injuries can be caused by downward seat movement together with forward rotation during frontal impacts.

Study on axonal injury from uniaxial stretching in rat nerve cells. Experiments measured formation of axonal swellings and bulbs following stretching at various strain and strain rate conditions. Results show axonal injury observed at strain levels of 0.18 and above. Under 0.15 strain, injury percentage significantly increased at strain rates over 50 s⁻¹. Under 0.20 strain, injury percentage significantly increased at strain rates over 30 s⁻¹. Injury tolerance for axonal injury assessment should be determined based on combination of strain and strain rate.

Document presents results from an open text poll and ranking polls conducted during the EqOP-Japan workshop on robustness assessment. Participants submitted ideas for robustness assessment addressing human body model evaluation, injury types, protection principles, and regulatory framework considerations. Topics ranked include brain injuries, submarining, lower extremities, chest injuries, soft tissue neck injuries, abdominal injuries, and assessment parameters such as lower test speeds, more anthropometries, rear row assessment, and seat position variations.

A study of methods to evaluate submarining using human body models and anthropomorphic test devices. The research tested 600 simulations across six environments with one human body model and three anthropomorphic test devices, integrating 20 different indicator definitions. A distance-based nearest node dynamic indicator emerged as most promising. The indicator is purely kinematic, time-resolved, automated, and configurable, depending only on node coordinates without force or sensor outputs. It was subsequently tested and extended to additional anthropometries. The indicator detects submarining effectively and can be combined with complementary criteria.

Analysis of second row occupant injuries in passenger cars using GIDAS data from 2000–2025. Second row occupants constitute approximately 11% of all car occupants and contribute approximately 9% to MAIS2+ and slightly more to MAIS3+ injured occupants. Injury severity is higher in the second row left seat. Neck injuries, particularly whiplash, are the most common low-severity injuries, while upper-body injuries are most significant across all severity levels. Head and face injuries from seat contact are the most common injury-causing mechanism at all crash severities. The document recommends load cases should include second row occupation with 5% and 50% anthropomorphic test devices.

Workshop on equitable occupant protection addressing frontal impact safety. The document summarizes consensus from the 2025 Graz workshop on equity issues in frontal crashes, including higher injury risks for females in lower-speed crashes and at specific injury severity levels, age-dependent fatality risk variations, and injury pattern differences across body regions. Hypotheses for equity issues include occupant physiological characteristics, seatbelt and seat interaction, airbag interaction, and varying injury tolerances with age and sex. The Tokyo workshop aims to develop conceptual ideas for assessing robustness of occupant protection across human and crash-condition variability, define robustness, identify regulatory concepts to address equity issues, establish a roadmap of regulatory solutions, and create an action plan for highest-priority issues.

Results from a workshop on frontal impact robustness held in Tokyo, Japan on 4-6 November 2026. The workshop established a robustness concept: the vehicle’s ability to ensure effective protection for occupants across a representative range of characteristics (taking into account variations such as differences in shape, sex, weight and age), in relevant vehicle settings, and in representative real-world collisions (up to current regulatory severity levels). Human Body Models (HBMs) are noted as a promising complementary tool for evaluating robustness alongside ATD testing. The workshop ranked injury types by priority, including brain injuries, submarining, neck, chest, abdomen, lower extremities, and rear seat row protection. An action plan was developed to address brain injuries, submarining, rear seat row assessment, and robustness assessment methodology.

Proposal to amend para. 2.12. to clarify the definition of power-operated windows, renumber para. 5.8.4.2. as 5.8.4.3., insert new para. 5.8.4.2. requiring window controls of power-operated side windows adjacent to the front seat row to be within reach and directly accessible, insert new paras. 5.8.8., 5.8.8.1., and 5.8.8.2. requiring power-operated side windows of the front seat row to remain operable in the opening direction for at least 2 minutes during vehicle submergence or automatically open within 30 seconds, with windows opening to maximum extent permitted, and insert new Annex 11 specifying submergence test procedures including container-based tests, slope-entry tests, and alternative subsystem tests.

Provisional agenda for the 52nd session of the IWVTA Informal Group scheduled for November 12, 2026 in Paris. The session will address election of a new Chair, adoption of the agenda and 51st session report, highlights from the 199th WP.29 session, amendments to UN R0 series, contradiction between transitional provisions in UN R22 and Revision 3 of the 1958 Agreement, proposed amendments to Guidelines on Transitional Provisions, IWVTA awareness and promotion, extension of mandates, and DETA scheme implementation.

Proposal to:

• Insert new para. 0.2. defining Emergency Door Opening provisions,
• Amend paras. 2.7.1. and 2.7.2. to redefine child safety lock and full locking systems,
• Replace vehicle ignition by vehicle master control switch in para. 2.9.,
• Insert new paras. 2.30. to 2.38. defining latch release control, door handle, retractable door handle, unlock, unlatch, power loss, vehicle master control switch, main power supply, and door opening,
• Amend para. 5.1. to specify scope of requirements,
• Insert new para. 5.4. on door operation including exterior and interior requirements and detailed information in vehicle owners manual,
• Amend para. 6.2.3.2. regarding minimum inertial load resistance calculation,
• Replace exterior door handle or other exterior latch release control by exterior latch release control in para. 6.3.1.,
• Replace ignition key references by vehicle master control switch in paras. 6.3.1.1.,
• Replace interior door handle or other interior latch release control by interior latch release control in paras. 6.3.2., 6.3.3., and 6.3.3.1.©,
• Insert new para. 6.4. on latch release controls and door handles including intuitive operation, power-assisted requirements maintaining 60-minute capability after power loss, and fail-safe principles,
• Insert new para. 7.3. on testing of power-assisted systems in accordance with Annex 7,
• Delete paras. 13.1. to 13.10.,
• Insert new para. 13.0. on transitional provisions and new paras. 13.1.1. to 13.1.5. establishing transitional dates with entry into force as from 1 September 2028 and final deadline 1 September 2030,
• Amend Annex 4 para. 2.1.2. regarding inertial load resistance calculation in any direction,
• Insert new Annex 7 specifying power loss test procedures for interior and exterior door opening with 60-minute waiting period and up to five opening cycles.

Proposal to replace the heating rate requirement of ≥15 °C/s with ≥10 °C/s in Annex 9K Appendix 1 Table 1, and insert new Annex 9K Appendix 1bis setting out the Thermal Runaway Trigger Method with a Localized Rapid Heater within the cell casing. The new appendix specifies preparation of the tested-device, selection guide for the heater element with target parameters including material, thickness, area, heating rate, maximum temperature and control method, test procedures for vehicle-based testing, and test procedures for component-based testing.

Document compares human body model (HBM) capabilities with anthropomorphic test device (ATD) limitations. HBMs enable assessment at lower impact speeds, evaluation of older occupants with age-dependent material properties, checking belt fit across multiple anthropometries, assessment of restraint system interaction with different body shapes, evaluation of varying postures including non-upright hip angles, consideration of pre-crash phase effects on in-crash phase, and addressing injury types limited by ATD sensor availability and biofidelity. HBMs can be used omnidirectionally if validated, whereas ATDs are limited to design range and single loading direction. Harmonization work is needed for active HBMs, anthropometric agreement, belt fit criteria, and spine curvature validation.