Working document of the IWG on EDR/DSSAD and its subgroup SG-EDR. This document serves as a placeholder for proposals to UN Regulation No. 160, under consideration as part of the ‘EDR Step 2’ workstream.

“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.

The proposal seeks to clarify that Field of Vision Assistant (FVA) are not to be considered with regard to the visibility requirement during night and day in paragraph 5.2., since the speed displayed by the FVA is not the primary source of information.

Proposal to further take into account the impact of the modified requirement for the height of the lower edge of LPD on the Contracting Parties, including the need to adapt the infrastructure and to ensure equal treatment of all Contracting Parties signatories to this UN Regulation.

Secretariat rewrite of proposal to amends the document ECE/TRANS/WP.29/2025/104
- amends the document ECE/TRANS/WP.29/GRSG/2025/12 to ensure equal treatment of all Contracting Parties signatories to this UN Regulation.

Proposal for amendments to working document GRSG/2025/51, This proposal is aimed at allowing the certification for peculiar vehicle architectures (e.g.
high-performance vehicles), where generally the “R” point of the driver seat is not more than 450 mm from ground level. High-performance vehicles have peculiar characteristics. For instance, in order to reduce the aerodynamic drag the frontal surface is reduced. This leads to specific architectural solutions such as thinner and very tilted “A” pillar, smaller field of view, low volume cabin compartment, compared to mass-market vehicles. As a consequence, for high performance vehicles:

Proposal for amendments to the working documents ECE/TRANS/WP.29/GRSG/2025/51

Proposal aiming to amend and supersede document ECE/TRANS/GRSG/2025/15

Discussion on the general idea to align the contact surface temperatures with those for M2/M3 vehicles and to introduce the possibility for manufacturers to allow for higher contact surface temperatures if it can be demonstrated that their safety concept covers for higher temperatures without increasing the risk for occupantsto get burns.