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.

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.

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 amend para. 1.4. to clarify obligations for recording data elements where sensors or systems cannot meet specified format requirements. Recording is not required if no system or sensor is designed to provide the trigger or data element, or if not operational at the time of the trigger condition or recording. However, if the vehicle is fitted with an original equipment manufacturer sensor or system designed to provide the trigger or data element in the specified format, reporting in that format is mandatory when operational. Where sensor or system design capabilities do not allow format requirements to be met, the data element shall nevertheless be recorded and the corresponding limitation reported. Failure states shall be recorded by the EDR.

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.

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.

Clean work-in-progress draft proposal to insert a new para. 0 establishing an introduction for vehicles of categories X and Y equipped with an Automated Driving System, and amend para. 6.1.5. to clarify that the exemption for sensors, cameras, and radar devices being part of driver assistance systems does not apply to automated driving systems unless the ADS performance of the DDT is not affected.

Proposal to insert definitions for Software Identification Number, insert requirements for manufacturers to provide necessary information allowing the Technical Service to uniquely identify hardware and software configurations, insert provisions allowing vehicle manufacturers to apply for new approvals to differentiate software versions for registered versus new vehicles, amend production discontinuation provisions to clarify that cessation is not deemed definitive if the manufacturer intends to obtain subsequent extensions for software updates of vehicles already registered in the market, renumber and insert new items in approval communication annexes regarding software identification and software updates including RxSWIN, and insert provisions allowing vehicle manufacturers to obtain new approvals for software version differentiation across multiple UN Regulations (13, 13-H, 79, 89, 130, 131, 139, 140, 152, 155, 156, 157, 171, 175, and 178).

Status report on activities of the IWG on CS/OTA since the 25th GRVA session. The IWG reviewed proposals for amendment of UN R155 and its interpretation document for multi-stage vehicles, proposals for approval-authority arrangements and Certificates of Compliance for UN R155 and R156, proposals integrating software identification and update text across several UNRs outlined in RE.3, component and STU approval concepts, and remote operation and automated driving systems. The IWG proposes updating regulatory text and interpretation documents for UN R155, revisions to software identification and update text across several regulations, and revised Terms of Reference for a mandate till November 2029.

Proposal to introduce a unified Position Code (X-Y) for all seating positions, add seven new mandatory data elements for driver operation and seat-track position to Annex 4 Table 1, and harmonize ADAS status enumerations into one unified set eliminating fragmented and inconsistent wording across system entries.

Proposal to:

• Amend para. 1.4. to clarify recording obligations for data elements when sensors lack design capability to meet format requirements,
• Amend para. 2.20. to define engine throttle as driver-requested acceleration torque demand,
• Amend para. 2.73. to define trigger activated,
• Amend para. 5.4.3. to clarify crash test requirements and specify data retrievability after impacts of severity levels set by UN Regulations Nos. 94, 95 or 137,
• Insert new paras. 12.12. through 12.17. establishing transitional provisions with dates from entry into force through 1 September 2035,
• Amend Annex 4 Table 1 to add data elements including occupant size classification, vulnerable road user secondary safety system warning indicator status, and advanced driver distraction warning time since warning issued, with modified recording intervals, sample rates, and ranges for existing data elements.

Proposal to amend para. 1.4. to clarify that recording requirements depend on availability of the trigger or data element itself, amend para. 5.3.1.2. to permit the EDR to write last stop trigger data in volatile memory only, accommodating at least five most recent stops to be overwritten on a first-in first-out basis until any other trigger occurs or the vehicle master control switch is deactivated, and amend paras. 2.5., 2.48. and 2.49. for clarity and consistency with UN Regulation No. 160.