The National Highway Traffic Safety Administration (NHTSA), part of the U.S. Department of Transportation, has published a notice in the Federal Register seeking public comments on a draft Global Technical Regulation (GTR) for Automated Driving Systems (ADS). Released on January 23, 2026, this notice invites feedback by February 23, 2026, to shape the U.S. stance on an international proposal developed by the United Nations Working Party on Automated/Autonomous and Connected Vehicles (GRVA). The draft GTR aims to establish harmonized safety standards for vehicles equipped with ADS, which could influence future U.S. regulations on autonomous driving technology. This development reflects ongoing global efforts to address the safety challenges of automated vehicles, potentially paving the way for consistent performance requirements across borders.
Background on the 1998 Global Agreement and GRVA's Role
The United States is a contracting party to the 1998 Agreement on Global Technical Regulations for wheeled vehicles, equipment, and parts, administered by the World Forum for the Harmonization of Vehicle Regulations (WP.29) under the United Nations Economic Commission for Europe (UNECE). This agreement facilitates the creation of GTRs to promote uniform safety standards worldwide. NHTSA represents the U.S. in these forums, serving as the head of delegation and technical lead.
GRVA, established in June 2018 as a subsidiary working party of WP.29, focuses on developing harmonized requirements for automated and connected vehicles. Over the past five years, GRVA has collaborated with representatives from contracting parties, the automotive industry, international standards organizations, and other stakeholders to draft this GTR. The effort addresses the need for consistent safety protocols as ADS technology advances, building on prior UNECE work in vehicle automation.
Key Provisions of the Draft GTR
The draft GTR outlines several core elements for ADS-equipped vehicles. It includes general requirements for the ADS to perform the Dynamic Driving Task (DDT), which encompasses operational functions like perceiving the environment, making decisions, and controlling the vehicle. The proposal also covers safety interactions between users and the ADS, ensuring intuitive and secure interfaces.
Manufacturer responsibilities form a significant part of the draft. It mandates a Safety Management System for ADS development, along with details on the testing systems and environments used to validate safe operation. Additionally, manufacturers must submit a valid Safety Case, a comprehensive documentation of safety evidence, and implement post-deployment monitoring to track real-world performance.
These provisions draw from global discussions but do not reference specific legal precedents in the draft. However, they align with broader international efforts, such as prior UNECE regulations on advanced driver assistance systems, which have influenced standards like those for automatic emergency braking.
Development Process and Timeline
The draft GTR is slated for formal review and endorsement by GRVA in spring 2026. If approved, it will advance to WP.29 for a vote later in 2026. Upon endorsement, the GTR would be established, prompting contracting parties, including the U.S., to consider incorporation into national regulations. Under the 1998 Agreement, parties must initiate domestic processes and, if unable to adopt, provide written justification to WP.29.
NHTSA's notice, authorized under 49 U.S.C. 30111 and delegated per 49 CFR part 1.95, solicits comments via the Federal eRulemaking Portal, fax, or mail, with all submissions posted publicly on regulations.gov. The agency specifically requests input on technical merit, compatibility with U.S. Federal Motor Vehicle Safety Standards (FMVSS), impacts on innovation, and supporting data. This aligns with 49 CFR part 553, Appendix C, ensuring U.S. positions are informed by safety data and expertise.
Potential Implications and Perspectives
Adopting elements of this GTR could harmonize U.S. standards with international norms, potentially easing market access for automakers and enhancing safety through shared best practices. For instance, requirements for DDT performance might complement existing FMVSS, such as those governing vehicle controls, but could raise compatibility issues if they conflict with U.S.-specific crashworthiness standards.
From an innovation standpoint, the GTR's emphasis on safety cases and monitoring might impose rigorous documentation burdens, viewed by some industry stakeholders as barriers to rapid deployment. Conversely, safety advocates argue these measures are essential to mitigate risks in ADS, citing incidents like those involving early autonomous vehicle tests that highlighted gaps in oversight.
Politically, this proposal intersects with broader U.S. debates on transportation policy. Proponents of harmonization, including automotive trade groups, emphasize economic benefits, while critics, such as some labor unions concerned about job displacement, highlight potential downsides. NHTSA's role underscores the administration's commitment to evidence-based regulation, though perspectives vary on whether international standards sufficiently address U.S.-specific road conditions or legal frameworks.
Long-term, the GTR could influence emerging technologies like vehicle-to-everything communication, fostering global consistency. Short-term, it may prompt NHTSA to update domestic guidelines, building on prior actions like the 2022 Occupant Protection for Automated Driving Systems notice.
In summary, this draft GTR represents a milestone in international vehicle safety collaboration. Key takeaways include the focus on comprehensive safety requirements and the opportunity for public input to refine the U.S. approach. Moving forward, potential trajectories involve GRVA's review, WP.29's vote, and subsequent domestic evaluations. Challenges may arise in balancing innovation with safety, while ongoing debates center on harmonization's role in advancing autonomous mobility.
