Case studies analysing real-world UK collisions where Advanced Emergency Braking Systems (AEBS) were fitted using GB STATS19 police and RAIDS national research databases. A total of 287 cases were characterised against UN Regulation No. 152 scenario requirements: car-to-car (141 cases), car-to-pedestrian (81 cases), and car-to-bicycle (28 cases). Cases were scored according to alignment with regulatory test scenarios across nine characteristics: subject vehicle speed, target speed, relative speed, ambient light, lateral overlap, trailer coupled, road layout, road surface condition, and weather conditions. Lateral overlap was the most frequently misaligned characteristic across pedestrian and cyclist scenarios. Road geometry was the most frequent misalignment in car-to-car scenarios. Speed requirements and ambient light conditions warrant consideration for regulatory review.

Document confirms night-time requirements for C2P scenario testing in UN R152, specifying that tests shall apply to M₁ and N₁ vehicles, cover crossing collision only at 5 km/h pedestrian walking speed, include both with lights and without lights conditions, test only 50% collision point using adult dummies, operate at 20–60 km/h activation speed with no obstruction, and align speed reduction calculation with UN R152. Discusses daytime requirements for C2C and C2P scenarios, noting Japan’s position that the IWG should establish priorities among proposed new requirements.

Industry position on night-time testing for car-to-pedestrian scenarios in UN R152. Industry supports night-time testing based on the current version of UN R152 with lighting conditions based on Euro NCAP TB CA 101, limited to crossing collisions with farside pedestrian direction only. Industry proposes modifying illumination conditions in para. 5.2.2.4 and adding a new para. 6.1.6 specifying street lighting setup, and adding a dedicated chapter with visualization of illumination conditions. Testing should use adult pedestrian dummy only, with pedestrian speed, collision point, activation speed, and speed reduction requirements remaining unchanged from UN R152.

Draft agenda for the fourth session of the Informal Working Group on Advanced Emergency Braking System, to be held 2–4 November 2026 in Tokyo. The meeting will address approval of the agenda and previous report, exchange of positions on requirements in principle, draft state-of-the-art performance requirements for collision scenarios involving pedestrians at night including test procedure and accidentology, nominal avoidance speed and current AEBS status, and conclusion for discussion of performance requirements.

Document presents Euro NCAP test methodology for passenger cars using increasing speeds up to 50 km/h for stationary vehicle targets with nominal and offset impacts, and up to 60 km/h for crossing pedestrian targets at 25% and 75% impact positions. Each test run generates individual scores with no requirement for specific avoidance speeds. Results indicate all tested cars avoided full overlap collisions up to 50 km/h relative speed over the last three years, and majority of recently tested vehicles should avoid crossing pedestrian accidents up to 60 km/h daytime and 50 km/h nighttime, though results are not directly transferable due to different testing methods.

Version of UN R152 highlighting recent Supplements to the 02 series to facilitate work on a new series of amendments.

Industry position on adding a new footnote for paragraph 2.14. Industry states there is no need to add a new footnote because a footnote already exists for paragraph 2.13, this matter was thoroughly discussed in the IWG previously, and the current text was used for technical approval of numerous vehicles. Wording changes could lead to misinterpretations, questions and confusion. Industry does not support any changes in this context. Reference is made to document GRVA-07-53 which was agreed to in GRVA-07.

Draft proposal for new car-to-pedestrian night time requirements for the 03 series of amendments. The document outlines specific requirements for C2P at night applicable to M₁ and N₁ vehicles, including crossing scenarios on any side with illumination of 19±3 lux, collision points at 50%, adult dummies, and activation speeds of 20–60 km/h. Test procedures for warning and activation with pedestrian targets at night are specified. Changes to chapters 5 and 6 are required. Timeline shows informal document for January 2027 GRVA, working document for June 2027 GRVA with March 2027 deadline, working document for March 2028 WP.29, entry into force September 2028, and transitional provisions of 2–3 years.

GRVA’s twenty-sixth session reviewed the Informal Working Group on Automated Driving Systems’ progress and adopted revised Terms of Reference for Phase II, establishing the Workshops on ADS implementation with Terms of Reference and Rules of Procedure. GRVA adopted amendments to UN R157 addressing Safety Management System provisions and clarifying requirements for ALKS activation across multiple territories, with supplements to the original version and 01 series of amendments. GRVA adopted amendments to UN R155 and UN R156 concerning software identification and software updates provisions, approved Supplement 4 to UN R155 clarifying its scope, and adopted amendments addressing Approval Authority arrangements for Certificates of Conformity. GRVA adopted amendments to UN R171 aligning continued compliance provisions with UN R157, adopted amendments to UN R79 regarding steering equipment and remote-control parking, adopted amendments to UN R13 and UN R13-H concerning trailer braking systems, and adopted amendments to UN R90 addressing replacement braking parts. GRVA established the Task Force on Exchange of Scenario-Relevant Information with Terms of Reference and Rules of Procedure, discussed automated vehicle categorization and automated parking systems, and reviewed ongoing work on Artificial Intelligence in vehicles, cyber security, data protection, advanced driver assistance systems, and motorcycle braking.

List of action items from the 22nd (4th under the old numbering) meeting of the Informal Working Group on Advanced Emergency Braking System held in Tokyo, Japan. Ten action items assigned, including:

• Investigating lost footnotes in paragraphs 2.13. and 6.1.1.1.,
• Ensuring consistent spelling of ‘daytime’/‘nighttime’ in document AEBS-22-08,
• Explaining ambient illumination requirements of at least 15 lux in para. 5.2.4.4. (d),
• Preparing justification for testing only adult dummies at nighttime,
• Preparing lamp test setup diagrams,
• Checking and proposing definitions for revised paragraphs aligned with UN R48,
• Clarifying scenario optionality and modularity,
• Providing error bar formulas,
• Conducting testing on pedestrian detection with high reflective clothing.

Software identification and updates for vehicles no longer in production. UN R156 series 01 introduces mandatory RXSWIN for software updates after registration. RE3 Annex 7, UN R157, UN R171, and UN R185 define type approval rules post-production. Manufacturers may apply for new approvals to differentiate software for registered vehicles from new vehicles, covering type approval regulation updates or hardware changes. Duplication of tests shall be avoided where possible. National Type dates need not be respected for new approvals under the 1958 Agreement.

Proposal to establish terms of reference and rules of procedure for the new IWG on EDR, successor to the IWG on EDR/DSSAD. The proposal would mandate the IWG to develop a draft proposal for EDR for automated/autonomous vehicles to be incorporated in UN R160 and UN R169, and to explore future amendments to UN R160 and UN R169 improving usefulness of EDR data, including data survivability during post-crash fires, improved triggering sensitivity, and extension of data elements and data format. The IWG would report to GRSG, reach decisions by consensus, and coordinate with the IWG on ADS2 on matters of common interest.