Proposal to:

• insert a new paragraph 0 introducing the amendment to account for vehicles of categories X and Y, stating that the Regulation was originally drafted for vehicles with a driver and manual driving controls and is being extended to vehicles without a driver and without manual driving controls, that in manual driving mode no special provisions apply to vehicles equipped with an Automated Driving System other than vehicles of categories X and Y, and that vehicles of category Y are exempted based on front structure geometry rather than driver “R” point position
• amend paragraph 1.2 to provide that for vehicles of category X, the “R” point of the most forward passenger seat shall be taken instead of the R-point of the driver’s seat
• amend paragraph 1.3 to provide that for vehicles of category X, the “R” point of the most forward passenger seat shall be taken instead of the R-point of the driver’s seat
• amend paragraph 1.4 to delete the statement that this Regulation does not apply to vehicles of category Y and instead provide that vehicles of category N1Y where a specified equation is fulfilled are exempted
• amend paragraph 2.8 to revise the definition of “Bonnet rear reference line” and provide that for vehicles of category Y without a windscreen, the BRRL is defined as the geometric trace of the most rearward points of contact between the sphere and the front structure as it is traversed across the vehicle’s rearward edge
• amend paragraph 2.22 to provide that for vehicles of categories X and Y, automated driving sensors that are essential for the vehicle’s operation and cannot be stowed during driving should be considered part of the “Front structure”
• amend paragraph 2.29 to provide that for vehicles of category X, two passenger masses are placed on the front seats instead of driver and one passenger masses, and for vehicles of category Y, no occupant mass is added
• amend paragraph 2.32 to provide that for vehicles of category Y where A-pillars are non-existent, side reference lines also define the lateral limits for the total test area
• amend paragraph 2.44 to provide that for vehicles of category Y where a windscreen is non-existent, the windscreen test area is defined as the “Upper structure test area” with specified front, rear, and side boundaries
• amend paragraph 2.45 to provide that for vehicles of category Y where a windscreen is non-existent, the cowl monitoring area is bound in the rear by the front of the “Upper structure test area”
• amend paragraph 5.3.1.2 to provide that ARHSS shall automatically return to normal ride height while an ADS feature is active

Proposal to insert a new introduction section defining application to vehicles of categories X and Y equipped with an Automated Driving System, to amend para. 6.1.5. to replace “driver assist systems” with “driver assistance systems”, to remove the non-exhaustive list “cameras, radar devices, etc.”, to replace “disoriented” with “misaligned”, and to add provisions clarifying that the exemption for sensor damage does not apply to automated driving systems unless the Automated Driving System performance of the Designed Driving Task is not affected.

This Regulation establishes uniform provisions for crashworthiness approval of N₁Y vehicles regarding fuel system integrity, electrical shock protection, and crash compatibility during frontal, rear, and lateral collisions. The provisions for frontal impact are based on UN R94 or UN R137 per manufacturer choice with Technical Service agreement; lateral impact provisions are based on UN R95; rear impact provisions are based on UN R153. Vehicles with maximum design speeds not exceeding applicable impact speeds shall be tested at their maximum design speed and comply with post-impact requirements. Crash Compatibility Criterion shall not exceed 40–45 g and Crash Compatibility Value shall not exceed 100–120 g×tonne. For vehicles derived from types already approved under UN R94, UN R137, UN R95, or UN R153, previous test results may be used if mass increases do not exceed 8 per cent.

Proposal to:

• insert new paragraphs 2.71. to 2.78. defining
  • Position Code,
  • Turn Signal Switch Status,
  • Hazard Warning Signal Switch Status,
  • Hazard Warning Signal Lamp Status,
  • Turn Signal Lamp Status,
  • Gear Positions,
  • Seat-Track Position-1, and
  • Seat-Track Position-2,
• Delete existing data elements for Safety belt status by driver position, Frontal air bag deployment by driver and front passenger, Side air bag deployment by driver and front passenger, and Pretensioner deployment by driver and front passenger,
• Amend Table 1 to replace position-specific safety belt, frontal air bag, side air bag, knee airbag, far-side airbag, pretensioner, and occupant size classification entries with X-Y Position Code entries,
• Add Turn Signal Lamp status, Hazard Warning Signal Lamp Status, Turn Signal Switch Status, Hazard Warning Signal Switch Status, Gear Positions, and Seat-Track Position entries with recording intervals from -5.0 to 0 seconds or -1.0 seconds and sample rates of 2 samples per second.

The agenda includes discussion of ADS marker lamps including a draft proposal for a hybrid regulation with remarks from the chairman on document AVSR-31-03/Rev.2 and GTB input consolidated in AVSR-31-02, miscellaneous items, and next steps including a working plan for future activities.

AVSR-33-05 supports requirements for ADS marker lamps to improve social acceptance, facilitate traffic management and enforcement, and ensure smooth emergency vehicle passage. The proposal recommends installation at front and rear with optional side installation, visibility angles equivalent to direction-indicators, continuous illumination without flashing or luminous intensity variation except nighttime dimming, permitted combined use with direction-indicators when the marker lamp turns off on the side where the direction-indicator operates, and applicability to vehicle categories M₁–M₃, N₁–N₃, L₆, L₇, and O when towed by automated driving vehicles.

Proposal to:

• Amend the introduction to clarify that the regulation is established based on current technology and limited vehicle data, with continuous review based on technology development and monitoring data,
• Amend the definition of ‘Target Lane’,
• Insert a definition of ‘Highway-like road’,
• Amend requirements for system boundary detection, steering support at boundaries, manoeuvre initiation conditions, lane change responses, driver unavailability response, and driver disengagement detection,
• Amend provisions for withholding of hands-on-requirements on highways and highway-like roads up to 130 km/h,
• Insert requirements for system behaviour when driver disengagement is detected during manoeuvres,
• Amend approaching vehicle deceleration requirements,
• Amend production discontinuation criteria,
• Insert documentation requirements for system information strategy and operation phase safety management,
• Amend Annex 4 testing provisions to include bicycle target testing and provisions for non-rule-based algorithms,
• Amend simulation tool criticality analysis requirements in Annex 5.

Proposal to:

• Insert new Introduction paragraph 17 describing continuous review of DCAS based on technology development and monitoring data,
• Amend para. 2.11. to define ‘Target Lane’,
• Amend para. 5.3.5.1. to specify system boundary detection and assistance termination,
• Amend para. 5.3.7.1.4. to require warning signals when steering support diminishes,
• Amend para. 5.3.7.2.1.1. to require driver non-disengagement for 2 seconds before manoeuvre initiation,
• Insert para. 5.3.7.2.1.13. requiring manufacturer description of system behaviour if driver disengages during manoeuvre,
• Amend para. 5.3.7.2.3.1. to ensure sufficient driver confirmation time,
• Amend para. 5.3.7.3.1. to require compliance with 04 or later series of UN R79 Risk Mitigation Function,
• Amend para. 5.3.7.5.1.1.2. to require driver information on headway configuration below 2 seconds,
• Amend para. 5.5.3.1. to require ‘off’ mode at powertrain initiation,
• Amend para. 5.5.4.1.1. to add intended driver-confirmed manoeuvres to driver information,
• Renumber and amend para. 5.5.4.2.2.3. to prioritize simultaneous emergency assistance system warnings,
• Amend paras. 5.5.4.2.5.2. and 5.5.4.2.5.2.1. to define visual disengagement and re-engagement criteria,
• Amend para. 5.5.4.2.7. to add disengagement detection strategies,
• Amend para. 5.5.4.2.8.1. to disable system activation upon prolonged insufficient engagement,
• Amend para. 6.2.4.1. to specify deceleration limits for approaching vehicles,
• Amend para. 14.2. to exclude software update approvals from discontinuation determination,
• Delete Annex 3 paras. 2.15. and 2.16.,
• Amend para. 3.1.1. to specify documentation package retention periods of 10 years from production discontinuation,
• Renumber para. 3.5.7. to 3.4.5.,
• Insert new para. 3.5.5. on safety management during operation phase,
• Renumber former para. 3

Proposal to amend para. 5.4.2.3. to specify that where automatic deactivation of the AEBS function is a consequence of the driver manually switching off the ESC function of the vehicle, this deactivation of the ESC shall require at least two deliberate actions by the driver, and renumber Footnotes 2 through 8.

Proposal to amend para. 5.4.2.3. to require that where automatic deactivation of the AEBS function is a consequence of the driver manually switching off the ESC function of the vehicle, this deactivation of the ESC shall require at least two deliberate actions by the driver.

Proposal to amend the Introduction to clarify ALKS activation conditions, amend para. 5.1.1. to specify that the activated system shall perform the DDT, manage all situations including failures, be free of unreasonable risks, not cause reasonably foreseeable and preventable collisions, and bring the vehicle to a standstill when involved in a detectable collision, amend para. 10.1.1. to define revision procedures for type approval documentation, amend para. 3.5.4. of Annex 4 to require manufacturers to monitor safety-relevant incidents and report critical incidents to the type-approval authority, insert new para. 3.5.4.1. of Annex 4 requiring the Type Approval Authority to upload remedial action information to DETA within 14 days of receipt, and insert new Annex 7 providing guidance on data exchange via DETA.

Proposal to amend the Introduction to clarify ALKS activation conditions on separated roads, amend para. 5.1.1. to require the activated system to perform the DDT, manage all situations including failures, be free of unreasonable risks, not cause reasonably foreseeable and preventable collisions, and bring the vehicle to a standstill when involved in a detectable collision, amend para. 10.1.1. on Type Approval Authority revision procedures, amend Annex 4 para. 3.5.4. on manufacturer monitoring of safety-relevant incidents and reporting to the Type Approval Authority, insert new Annex 4 para. 3.5.4.1. requiring the Type Approval Authority to upload remedial action information to the DETA database within 14 days of receipt, and insert new Annex 7 providing guidance on data exchange via DETA.

Proposal for conducting the ADS Active Test Specified in Annex 6 to clarify ADS Active Mode, clarify methods to activate ADS using test equipment or by modifying in-vehicle ADS-related ECU software, clarify test objects for ESA at component-level or system-level, and clarify test methods when ADS cannot be activated in an anechoic chamber, including testing in a non-active state using warning indicators and diagnostic functions, and testing when errors occur upon ADS activation. The proposal defines ADS Active Mode as representative ADS functions remaining operational using sensors whose inputs can be simulated within the anechoic chamber environment, with alternative test methods including application based on ESA or subsystem test results, testing with ADS not activated using steady-state driving conditions with pass/fail criteria verifying no communication errors, ECU malfunction, freeze, shutdown, or ADS system malfunctions occur, and testing with simulated sensor outputs using data from real-world driving or representative driving scenarios.

Proposal to insert a new definition of functional test configuration, amend para. 2.1.1.2. to clarify that test conditions are agreed between manufacturer and technical service and that tables provide guidance which may be extended or amended depending on vehicle characteristics, add tables specifying basic vehicle test conditions for “50 km/h mode,” “Brake mode,” and “Active ADS Mode,” add an alternative “Brake mode” with active ADS for vehicles where braking mode cannot be applied with ADS operational without ADS feature(s) activated, add AECS and AVAS test condition tables, and insert a new table cross-referencing UN Regulations with specific provisions and test configurations to demonstrate compliance with UN R10.

Practical information for attendees of the ADS IWG Conference in The Hague from 7 to 11 December 2026, including venue location, transportation routes from nearby airports, public transport guidance, hotel options, dining recommendations, tourist attractions, shopping districts, and nearby Dutch cities accessible by train.

The agenda includes:

• DDAW system warnings and driver acknowledgement,
• microsleep detection requirements,
• system effectiveness under varied driving conditions and when DCAS is active,
• system functionality where driver occlusions occur,
• drowsiness thresholds for warnings,
• criteria for classifying false negatives,
• test methods,
• specificity and positive predictive value as performance metrics,
• observer-rated drowsiness,
• timing of future meetings.

Proposal to increase yaw rate recording frequency to 10 Hz. Yaw-rate data recorded at 2 Hz corresponds to one measurement every 500 ms; increasing to 10 Hz provides a measurement every 100 ms, resulting in a fivefold improvement in temporal resolution. This enhancement significantly improves ability to reconstruct pre-crash vehicle dynamics, identify vehicle instability onset and progression, and evaluate Electronic Stability Control functionality. A yaw-rate recording frequency of at least 10 Hz reduces temporal uncertainty from 500 ms to 100 ms and enables more accurate reconstruction of loss-of-control events, vehicle rotation, ESC interventions, and driving dynamical issues.

The agenda includes:

• Coordination and organization of work,
• Pollution emission control in PTI covering PN measurement, NOx measurement, and Euro 7,
• Advanced Driver Assistance Systems and Automated Driving Systems using diagnostic devices for in-vehicle data access,
• Periodical technical inspections of automated vehicles,
• PTI provisions for brakes, lighting devices coordination approval and inspection,
• 1997 Agreement updates,
• Any other business including R.E.1 document from WP.1,
• Next meetings.

The 43rd session of the IWG on PTI convened on 8 May 2026 in Brussels. The group reaffirmed the need to strengthen integration between type approval and in-use inspection per WP.29 Whole-Life Compliance framework (WP.29/2023/89). At least 20 UN Regulations contain incomplete, non-harmonised PTI provisions. The IWG agreed to add “Review of PTI provisions in UN Regulations (1958 Agreement)” to its Action Plan and submit a proposal to WP.29 requesting endorsement. Work on diagnostic tools in PTI and automated vehicles inspection continues. The group reviewed recent amendments to UN Regulations Nos. 13 and 13-H for new braking technologies and identified challenges regarding LED replacement light source inspection.

Document presents automated shuttles as vehicles designed for public transport with autonomy by design, typically featuring fewer than 10 seats and often limited to 50 km/h maximum speed. Shuttles are deployed globally but are incompatible with current UN vehicle categories: category M₁ does not accommodate standing passengers and is incompatible with crashworthiness regulations, while M₂/M₃ Class A construction alignment is prevented by the fewer-than-10-seat threshold. Proposal calls for a workshop organized by the GRSG/GRVA task force on automated vehicle categories to engage stakeholders and confirm need for an international category or class, addressing administrative questions, alignment with M₂/M₃ regulations, seating capacity, dimensions, weight, speed limits, and bidirectionality options.

Agenda for the 48th session of the Subgroup on EDR, a hybrid meeting scheduled for 15-16 September 2026 in Berlin. The agenda includes a final review of and potential amendments to official documents to GRSG regarding UN R160 and UN R169, discussion of the need for Step 3 and inventory of potential items for Step 3 workstream with presentations by IWG delegations expected, EDR for ADS, and a list of action items and schedule of future conference call meetings.

Proposal to amend, delete, and insert various provisions throughout a Guidance and Interpretation document on GTR 26 and UN R185 on Automated Driving Systems. The document supplements the proposal to supersede GRVA/2026/24 by providing the changes to the draft text separately from the restructuring and additions of GTR 26 references.

Document presents Korean research on event data recorder (EDR) data survivability in electric vehicles following post-crash fires. Analysis of nine Korean EV fire cases shows EDR data retrieval failed in three cases due to ACU damage in fully burned vehicles, while six cases achieved data retrieval despite water immersion from firefighting. The document proposes water immersion testing to assess EDR data survivability for inclusion in EDR Step 3, referencing international automotive standards for test method development.

Progress report on Authentication and Authorisation (OBAC) work. Since the 25th GRVA session, a brief update was provided to the 199th WP.29 session in June, input was gathered from contracting parties regarding scope, needs and directions, use cases were set for initial focus including DSSAD, OBFCM, Digital Key and ePTI, and rationale was refined. A Support Paper is now being drafted for introduction through WP.29.

Report on a virtual meeting of the Task Force on Vehicular Communications held on 11 June 2026. Presentations were made by China CAICT with support from CATARC, the European Commission DG MOVE, and SAE International on the use of communications to improve the protection of VRUs. The co-chairs are UK, U.S., and Japan, with China as vice-chair.