Exact definitions, pinpoint references and explanations of automated transport terminology. Select the source you want to compare within each entry.
Quotations retain the language identified beside each definition. Explanations and translations of terminology are ROAT working renderings. Identical labels or abbreviations do not imply identical legal meanings.
Aborted lane change manoeuvre
Explanation: A term from the 01 series of UN Regulation No. 157; the exact definition is quoted below.
An 'aborted lane change manoeuvre' is an LCM which is not completed and results in the vehicle returning to its original lane of travel.
UN R157, paragraph 2.27; ECE/TRANS/WP.29/2023/17. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial. Supplement 1 replaces the original LCP reference with LCM. Direct source: https://docs.un.org/en/ECE/TRANS/WP.29/2023/17
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
Adaptive cruise control
Explanation: A term added to UN R160 for the EDR recording framework. The exact version-specific definition is quoted below.
“Adaptive cruise control” is a system which accelerates or decelerates the vehicle to automatically maintain a driver pre-set speed and driver pre-set gap distance from the vehicle in front.
Inserted paragraph 2.3, ECE/TRANS/WP.29/2022/26, p. 2. Also checked on the rendered PDF page; whitespace, line breaks and quotation marks normalised. The definition alone does not require every vehicle to be equipped with the system.
Supplement 1 to the 01 series; effective 8 October 2022 under C.N.370.2022. Citations use the original inserted paragraphs in 2022/26, not consolidated 02-series numbering.
ADS fallback response
Explanation: A system procedure for deactivation or reaching a mitigated risk condition under the 2026 UNECE documents.
“ADS fallback response” means a system-initiated deactivation procedure or an ADS-controlled procedure to place the vehicle in a mitigated risk condition (MRC).
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
“ADS fallback response” means a system-initiated deactivation procedure or an ADS-controlled procedure to place the vehicle in a mitigated risk condition (MRC).
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
ADS feature
Explanation: A particular ADS application designed for specified operating conditions, distinct from an ADS function performing part of the driving task.
Consolidated text dated 24 March 2026, including amendment 2026/481. These are ADS type-approval rules for fully automated vehicles within the scope of Article 1.
ADS marker lamp
Explanation: Light indicating ADS engagement under the relevant source.
For purposes of this subdivision, an “ADS marker lamp” means a device that emits a light to indicate when an ADS is engaged in the operation of the vehicle.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Advanced emergency braking system status
Explanation: The operating status of AEBS for EDR recording. The quotation defines system status, not standalone AEBS approval requirements.
“Advanced emergency braking system status” means the operating status of a system which can automatically detect an imminent forward collision and activate the vehicle braking system to decelerate the vehicle with the purpose of avoiding or mitigating a collision.
Inserted paragraph 2.4, ECE/TRANS/WP.29/2022/26, p. 2. Also checked on the rendered PDF page; whitespace, line breaks and quotation marks normalised. The definition alone does not require every vehicle to be equipped with the system.
Supplement 1 to the 01 series; effective 8 October 2022 under C.N.370.2022. Citations use the original inserted paragraphs in 2022/26, not consolidated 02-series numbering.
Authorisation for operation
Explanation: A description of steps allowing a specific deployment, not a uniform permit name across countries. Germany, for example, distinguishes vehicle approval, approval of the operating area and registration.
For Slovak trial operation, the Decree specifies application requirements, including a favourable police opinion for automated vehicles, and the permit template. These are procedural rules, not a general definition of operation.
“Deployment Permit” means a Permit to Deploy Autonomous Vehicles on Public Streets, form OL 321A (Rev. 12/2024), which is hereby incorporated by reference that is issued by the department to a manufacturer.
California administrative regulation effective 28 April 2026; definitions for Article 3.8. Checked 8 September 2026.
Example: An approved vehicle still needs to meet the conditions for its intended operating area.
Authorised self-driving entity (ASDE)
Explanation: Entity designated under authorisation requirements. Distinct from a licensed NUIC operator; section 6 sets related responsibility objectives.
Enacted legislation for England, Wales and Scotland. Cited sections 1, 7, 12, 44 and 46 are marked Prospective (not yet in force) in the official revised text. Checked 8 September 2026; this does not mean that the whole Act is uncommenced.
Authorization process
Explanation: A digital-key term under R161. The exact definition and its source version are identified below.
Supplement 1 to the original series of R161; effective 8 October 2022 (C.N.371.2022). Verified Supplements 2–5 do not change these definitions. Not a complete consolidated text.
Automated delivery vehicle
Explanation: The Decree covers automated, fully automated or remotely controlled cargo vehicles moving partly or entirely independently. It also sets technical limits.
Automatizované doručovacie vozidlo je automatizované vozidlo, plne automatizované vozidlo alebo na diaľku ovládané vozidlo, ktoré sa pohybuje čiastočne alebo úplne samostatne a slúži na prepravu nákladu.
A fully autonomous vehicle that meets the definition of a low-speed vehicle in 49 C.F.R. s. 571.3 and is not designed for, or capable of, human occupancy.
Quoted provision checked: No date recorded for this quotation.
Related Slovak provisions — explanation
The Slovak definition concerns sustained use of hardware and software for dynamic vehicle control. Its wording differs from the ADS definition in the EU Regulation.
„Automatizovaný jazdný systém“ (ADS) je hardvér a softvér, ktoré sú spoločne schopné nepretržite vykonávať celú dynamickú úlohu riadenia v konkrétnej prevádzkovo-konštrukčnej doméne (ODD).
“Automated driving system” is the combination of both hardware and software which collectively form autonomous technology and when equipped to a vehicle are capable of making, or are designed to make the vehicle perform the entire dynamic driving task on a sustained basis, with or without a driver located in the driver’s seat of the vehicle, regardless of whether it is limited to a specific operational design domain, and limited to systems that meet the description of Levels 3, 4, and/or 5 in the Society of Automotive Engineers (SAE) International’s Taxonomy and Definitions for Terms Related to Driving Automation Systems for On-Road Motor Vehicles, standard J3016 (APR2021).
California administrative regulation effective 28 April 2026; definitions for Articles 3.7 and 3.8. Individual operational duties may have later compliance dates. Checked 8 September 2026.
The hardware and software that are collectively capable of performing the entire dynamic driving task of an autonomous vehicle on a sustained basis, regardless of whether it is limited to a specific operational design domain.
“Automated driving system” refers to a vehicle system that uses both hardware and software to exercise dynamic control of a vehicle on a sustained basis.
The hardware and software that are collectively capable of performing the entire DDT on a sustained basis, regardless of whether it is limited to a specific operational design domain (ODD); this term is used specifically to describe a Level 3, 4, or 5 driving automation system.
“Automated driving system” refers to a vehicle system that uses both hardware and software to exercise dynamic control of a vehicle on a sustained basis.
“Automated Driving System (ADS)” means the vehicle hardware and software that are collectively capable of performing the entire Dynamic Driving Task (DDT) on a sustained basis.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
“Automated Driving System (ADS)” means the vehicle hardware and software that are collectively capable of performing the entire Dynamic Driving Task (DDT) on a sustained basis.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Statutory definitions in NRS Chapter 482A; official consolidation marked revised 15 April 2026. NRS 482A.048 separately defines SAE J3016 (baseline dated 30 September 2016); SAE 2021 must not be substituted automatically.
"Automated driving system" means hardware and software that, when installed on a motor vehicle and engaged, are collectively capable of operating the vehicle with Level 3 automation, Level 4 automation, or Level 5 automation by performing the entire dynamic driving task for the vehicle on a sustained basis, regardless of whether the system is limited to a specific operational design domain.
Quoted wording of §§ 545.451 and 545.454 enacted by SB 2807, § 1, effective 1 September 2025. Text reconstructed from the enacted amendment with deleted wording omitted. Checked 8 September 2026; implementing rules are not comprehensively reviewed.
Example: The system assesses the situation and brakes for a pedestrian.
Automated Lane Keeping System (ALKS)
Explanation: A driver-activated system controlling lateral and longitudinal vehicle motion. The original version used a 60 km/h limit and the 01 series uses 130 km/h; actual operational speed also depends on system capabilities and conditions.
"Automated Lane Keeping System (ALKS)" is a system which is activated by the driver and which keeps the vehicle within its lane for travelling speed of 130 km/h or less by controlling the lateral and longitudinal movements of the vehicle for extended periods without the need for further driver input. Within this Regulation, ALKS is also referred to as "the system"
UN R157, paragraph 2.1; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
‘Automated Lane Keeping System (ALKS)’ for low speed application is a system which is activated by the driver and which keeps the vehicle within its lane for travelling speed of 60 km/h or less by controlling the lateral and longitudinal movements of the vehicle for extended periods without the need for further driver input. Within this Regulation, ALKS is also referred to as ‘ the system ’.
UN R157, paragraph 2.1. Wording follows the Official Journal; whitespace and line breaks were normalised.
The 60 km/h limit in the historical definition must not be applied to later series. Verified later amendments are separately available in the library: 2025/63 (2026-01-11); 2025/64 (2026-01-11). This quotation remains from the historical OJ publication, not a current consolidated text.
Automated vehicle
Explanation: In EU law, a vehicle capable of driving independently for a period while driver intervention remains expected or required.
Compare the scope of each definition and the legal status of its source. Similar labels may describe different legal concepts; specific distinctions are noted beside the quotations.
automatizovaným vozidlom automatizované vozidlo podľa osobitného predpisu6a) alebo iné motorové vozidlo navrhnuté a skonštruované tak, aby sa dokázalo určitý čas samostatne pohybovať bez nepretržitého dohľadu vodiča, pri ktorom sa ale zásah vodiča predpokladá alebo vyžaduje,
Quoted provision checked: No date recorded for this quotation.
Related Slovak provisions — explanation
The statutory definition refers to EU law and also covers other motor vehicles capable of temporary independent movement where driver intervention is expected or required.
„automatizované vozidlo“ je motorové vozidlo navrhnuté a skonštruované tak, aby sa dokázalo určitý čas samostatne pohybovať bez nepretržitého dohľadu vodiča, no pri ktorom sa stále predpokladá alebo vyžaduje zásah vodiča;
“Autonomous vehicle” means any vehicle equipped with autonomous technology that has been integrated into that vehicle that meets the definition of Level 3, Level 4, or Level 5 of SAE International’s “Taxonomy and Definitions for Terms Related to Driving Automation Systems for On-Road Motor Vehicles, standard J3016 (APR2021),” as may be revised.
An autonomous vehicle does not include a vehicle that is equipped with one or more collision avoidance systems, including, but not limited to, electronic blind spot assistance, automated emergency braking systems, park assist, adaptive cruise control, lane keep assist, lane departure warning, traffic jam and queuing assist, or other similar systems that enhance safety or provide driver assistance, but are not capable, collectively or singularly, of driving the vehicle without the active control or monitoring of a human operator.
"Autonomous vehicle" means a motor vehicle that is equipped with an automated driving system which is designed to function at a level of driving automation of level 3, 4 or 5 pursuant to SAE J3016. The term includes a fully autonomous vehicle.
Statutory definitions in NRS Chapter 482A; official consolidation marked revised 15 April 2026. NRS 482A.048 separately defines SAE J3016 (baseline dated 30 September 2016); SAE 2021 must not be substituted automatically.
"Automated motor vehicle" means a motor vehicle on which an automated driving system is installed that is capable of being operated with Level 4 automation or Level 5 automation.
Quoted wording of §§ 545.451 and 545.454 enacted by SB 2807, § 1, effective 1 September 2025. Text reconstructed from the enacted amendment with deleted wording omitted. Checked 8 September 2026; implementing rules are not comprehensively reviewed.
Trial-operation regulation as amended by SFS 2020:754, effective 1 January 2021. The amendment also continued the regulation beyond June 2022. Earlier permits remain subject to the previous § 7. Checked 8 September 2026.
Example: The system drives under defined conditions, but the driver must be ready to resume control.
Automatically commanded steering function category B1
Explanation: A term added to UN R160 for the EDR recording framework. The exact version-specific definition is quoted below.
Automatically commanded steering function category B1
Verbatim text · English
“Automatically commanded steering function category B1” means a function within an electronic control system where actuation of the steering system can result from automatic evaluation of signals initiated on-board the vehicle, possibly in conjunction with passive infrastructure features, to generate control action in order to assist the driver in keeping the vehicle within the chosen lane by influencing the lateral movement of the vehicle.
Inserted paragraph 2.7, ECE/TRANS/WP.29/2022/26, p. 2. Also checked on the rendered PDF page; whitespace, line breaks and quotation marks normalised. The definition alone does not require every vehicle to be equipped with the system.
Supplement 1 to the 01 series; effective 8 October 2022 under C.N.370.2022. Citations use the original inserted paragraphs in 2022/26, not consolidated 02-series numbering.
Automatically commanded steering function category C
Explanation: A term added to UN R160 for the EDR recording framework. The exact version-specific definition is quoted below.
Automatically commanded steering function category C
Verbatim text · English
“Automatically commanded steering function category C” means a function within an electronic control system where actuation of the steering system can result from automatic evaluation of signals initiated on-board the vehicle, possibly in conjunction with passive infrastructure features, to generate control action in order to perform a single lateral manoeuvre (e.g. lane change) when commanded by the driver.
Inserted paragraph 2.9, ECE/TRANS/WP.29/2022/26, p. 2. Also checked on the rendered PDF page; whitespace, line breaks and quotation marks normalised. The definition alone does not require every vehicle to be equipped with the system.
Supplement 1 to the 01 series; effective 8 October 2022 under C.N.370.2022. Citations use the original inserted paragraphs in 2022/26, not consolidated 02-series numbering.
Autonomous mode
Explanation: Operating state in which the ADS performs the dynamic driving task.
California administrative regulation effective 28 April 2026; definitions for Articles 3.7 and 3.8. Individual operational duties may have later compliance dates. Checked 8 September 2026.
Autonomous technology
Explanation: Technology defined by California statute; distinguish from ADS and driver-assistance systems.
“Autonomous technology” means technology that has the capability to drive a vehicle without the active physical control or monitoring by a human operator.
“Autonomous test vehicle” is an autonomous vehicle that is operated for testing purposes. The presence in the vehicle of a person that monitors an autonomous vehicle’s performance and performs the dynamic driving task fallback shall not affect whether a vehicle meets the definition of an autonomous test vehicle.
California administrative regulation effective 28 April 2026; definitions for Articles 3.7 and 3.8. Individual operational duties may have later compliance dates. Checked 8 September 2026.
Autonomous travel
Explanation: British definition of travel without human control or human monitoring for immediate intervention.
A vehicle travels “autonomously” if—
(a) it is being controlled not by an individual but by equipment of the vehicle, and
(b) neither the vehicle nor its surroundings are being monitored by an individual with a view to immediate intervention in the driving of the vehicle.
Enacted legislation for England, Wales and Scotland. Cited sections 1, 7, 12, 44 and 46 are marked Prospective (not yet in force) in the official revised text. Checked 8 September 2026; this does not mean that the whole Act is uncommenced.
Autonomous vehicle test driver
Explanation: Specific California testing role for a person in the driver's seat with the required ability to take control.
“Autonomous vehicle test driver” is a natural person physically located in the driver's seat of an autonomous test vehicle, whether the vehicle is in autonomous mode or conventional mode, who possesses the proper class of license for the type of vehicle being driven or operated, expected to monitor the driving environment, supervise the performance of the vehicle and the automated driving system, and is capable of taking over active physical control of the vehicle at any time and performing the dynamic driving task fallback immediately.
California administrative regulation effective 28 April 2026; definitions for Articles 3.7 and 3.8. Individual operational duties may have later compliance dates. Checked 8 September 2026.
Beside the road
Explanation: A term from the 01 series of UN Regulation No. 157; the exact definition is quoted below.
"Beside the road" means the area of road surface beyond the boundaries of the carriageway which is not a hard shoulder or refuge area.
UN R157, paragraph 2.29; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
Boundary of functional operation
Explanation: A digital-key term under R161. The exact definition and its source version are identified below.
"Boundary of functional operation" defines the boundaries of the external physical limits (e.g. distance) within which the digital key is able to operate the ‘device to prevent unauthorized use’ of the vehicle.
ECE/TRANS/WP.29/2022/27, p. 2; also checked against the rendered PDF. Whitespace and line breaks normalised; Slovak translation is unofficial.
Supplement 1 to the original series of R161; effective 8 October 2022 (C.N.371.2022). Verified Supplements 2–5 do not change these definitions. Not a complete consolidated text.
Capture (EDR)
Explanation: Continuous buffering in temporary storage, distinct from saving a record.
The quoted 01 series entered into force on 22 April 2022 (C.N.112.2022). Verified later amendments are separately available in the library: 2023/98/Rev.1 (2024-06-15); 2023/101 (2024-06-15); 2023/102 (2024-06-15). This quotation remains from the historical OJ publication, not a current consolidated text.
Close proximity
Explanation: A digital-key term under R161. The exact definition and its source version are identified below.
Supplement 1 to the original series of R161; effective 8 October 2022 (C.N.371.2022). Verified Supplements 2–5 do not change these definitions. Not a complete consolidated text.
Combination (locking system)
Explanation: A particular variation permitting operation of a locking system when correctly activated.
‘Combination’ means one of the specifically developed and constructed variations of a locking system which, when properly activated, permits operation of the locking system.
UN R161, paragraph 2.7. Wording follows the Official Journal; whitespace and line breaks were normalised.
Verified later amendments are separately available in the library: 2025/21 (2025-09-26). This quotation remains from the historical OJ publication, not a current consolidated text.
Component
Explanation: A device intended as part of a vehicle that may be approved independently where the regulation permits.
‘Component’ means a device subject to the requirements of this Regulation and intended to be part of a vehicle, which may be type-approved independently of a vehicle where this Regulation makes express provisions for so doing.
UN R161, paragraph 2.1. Wording follows the Official Journal; whitespace and line breaks were normalised.
Verified later amendments are separately available in the library: 2025/21 (2025-09-26). This quotation remains from the historical OJ publication, not a current consolidated text.
Corrective steering function
Explanation: A term added to UN R160 for the EDR recording framework. The exact version-specific definition is quoted below.
“Corrective steering function” means a control function within an electronic control system whereby, for a limited duration, changes to the steering angle of one or more wheels may result from the automatic evaluation of signals initiated on-board the vehicle, in order to compensate a sudden, unexpected change in the side force of the vehicle, improve the vehicle stability (e.g. side wind, differing adhesion road conditions "µ-split"), or correct lane departure (e.g. to avoid crossing lane markings, leaving the road).
Inserted paragraph 2.13, ECE/TRANS/WP.29/2022/26, p. 3. Also checked on the rendered PDF page; whitespace, line breaks and quotation marks normalised. The definition alone does not require every vehicle to be equipped with the system.
Supplement 1 to the 01 series; effective 8 October 2022 under C.N.370.2022. Citations use the original inserted paragraphs in 2022/26, not consolidated 02-series numbering.
Cyber security
Explanation: Protection of road vehicles and their functions against cyber threats. R155 defines it in relation to electrical and electronic components.
"Cyber security" means the condition in which road vehicles and their functions are protected from cyber threats to electrical or electronic components.
UN R155, paragraph 2.2; supplied PDF, p. 4. Slovak wording is the published OJ text, not a ROAT working translation.
The original text E/ECE/TRANS/505/Rev.3/Add.154 dated 4 March 2021 is quoted. The UN depositary confirms entry into force on 22 January 2021 and records subsequent amendments. This is not the latest consolidated text or an assessment of applicability to a particular vehicle. Paragraphs 2.1–2.13 were checked against the supplied PDF; Slovak wording is from OJ L 82, 9 March 2021. Only the original UNECE texts have legal effect under international public law. The direct UNECE link returned 403 during review.
"Cyber security" means the condition in which road vehicles and their functions are protected from cyber threats to electrical or electronic components.
UN R155, paragraph 2.2. Wording follows the Official Journal; whitespace and line breaks were normalised.
Text incorporating Supplement 3 to the original regulation; entry into force on 10 January 2025 is confirmed by C.N.63.2025. The original 2021 version remains separately available. Quotation from the identified Official Journal publication, checked in the full English and Slovak texts. Only the original UNECE texts have legal effect under international public law. This is not an assessment of applicability to a particular vehicle.
Cyber Security Management System (CSMS)
Explanation: An organisational approach to managing vehicle cybersecurity risks. A CSMS is more than a technical protective function in a vehicle.
"Cyber Security Management System (CSMS)" means a systematic risk-based approach defining organisational processes, responsibilities and governance to treat risk associated with cyber threats to vehicles and protect them from cyber-attacks.
UN R155, paragraph 2.3; supplied PDF, p. 4. Slovak wording is the published OJ text, not a ROAT working translation. Context in the original text: paragraph 7.2.2.1 covers development, production and post-production; paragraph 7.2.2.4 requires continual monitoring including after first registration, respecting paragraph 1.3 and privacy rights; paragraph 7.2.2.5 addresses supplier dependencies. The CSMS certificate under paragraph 6 must be distinguished from vehicle-type approval under paragraphs 5 and 7.3.
The original text E/ECE/TRANS/505/Rev.3/Add.154 dated 4 March 2021 is quoted. The UN depositary confirms entry into force on 22 January 2021 and records subsequent amendments. This is not the latest consolidated text or an assessment of applicability to a particular vehicle. Paragraphs 2.1–2.13 were checked against the supplied PDF; Slovak wording is from OJ L 82, 9 March 2021. Only the original UNECE texts have legal effect under international public law. The direct UNECE link returned 403 during review.
"Cyber Security Management System (CSMS)" means a systematic risk-based approach defining organisational processes, responsibilities and governance to treat risk associated with cyber threats to vehicles and protect them from cyber-attacks.
UN R155, paragraph 2.3. Wording follows the Official Journal; whitespace and line breaks were normalised.
Text incorporating Supplement 3 to the original regulation; entry into force on 10 January 2025 is confirmed by C.N.63.2025. The original 2021 version remains separately available. Quotation from the identified Official Journal publication, checked in the full English and Slovak texts. Only the original UNECE texts have legal effect under international public law. This is not an assessment of applicability to a particular vehicle.
Data Storage System for Automated Driving (DSSAD)
Explanation: Data storage for automated driving. R157 links it to ALKS–driver interactions; ADS proposals use a broader definition. DSSAD must not be confused with EDR.
“Data Storage System for Automated Driving (DSSAD)” means the capability to record and store data concerning the safety performance of a vehicle’s ADS.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
“Data Storage System for Automated Driving (DSSAD)” means the capability to record and store data concerning the safety performance of a vehicle’s ADS.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
"Data Storage System for Automated Driving (DSSAD)" enables the determination of interactions between the ALKS and the human driver.
UN R157, paragraph 2.15; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
The 60 km/h limit in the historical definition must not be applied to later series. Verified later amendments are separately available in the library: 2025/63 (2026-01-11); 2025/64 (2026-01-11). This quotation remains from the historical OJ publication, not a current consolidated text.
Defined operating area
Explanation: German territorial concept for public road space. It is not identical to an ODD, which also includes other operating conditions.
Ein festgelegter Betriebsbereich im Sinne dieses Gesetzes bezeichnet den örtlich und räumlich bestimmten öffentlichen Straßenraum, in dem ein Kraftfahrzeug mit autonomer Fahrfunktion bei Vorliegen der Voraussetzungen gemäß § 1e Absatz 1 betrieben werden darf.
Working English translation (unofficial)
A defined operating area within the meaning of this Act denotes the geographically and spatially specified public road space in which a motor vehicle with an autonomous driving function may be operated if the conditions in section 1e(1) are met.
“Deployment” means the operation of an autonomous vehicle on public roads outside of a testing program authorized by the department pursuant to Article 3.7 of this Chapter.
The original text E/ECE/TRANS/505/Rev.3/Add.154 dated 4 March 2021 is quoted. The UN depositary confirms entry into force on 22 January 2021 and records subsequent amendments. This is not the latest consolidated text or an assessment of applicability to a particular vehicle. Paragraphs 2.1–2.13 were checked against the supplied PDF; Slovak wording is from OJ L 82, 9 March 2021. Only the original UNECE texts have legal effect under international public law. The direct UNECE link returned 403 during review.
Text incorporating Supplement 3 to the original regulation; entry into force on 10 January 2025 is confirmed by C.N.63.2025. The original 2021 version remains separately available. Quotation from the identified Official Journal publication, checked in the full English and Slovak texts. Only the original UNECE texts have legal effect under international public law. This is not an assessment of applicability to a particular vehicle.
Device to prevent unauthorized use
Explanation: A locking system combining prevention of power activation with locking of steering, transmission, gearshift or brakes.
‘Device to prevent unauthorized use’ means a locking system designed to prevent unauthorized normal activation of the engine or other source of main engine power of the vehicle in combination with at least one system which: (a) locks the steering; or (b) locks the transmission; or (c) locks the gearshift control; or (d) locks brakes. In the case of a system which locks brakes, deactivation of the device shall not automatically release the brakes contrary to the driver’s intention.
UN R161, paragraph 2.5. Wording follows the Official Journal; whitespace and line breaks were normalised.
Verified later amendments are separately available in the library: 2025/21 (2025-09-26). This quotation remains from the historical OJ publication, not a current consolidated text.
Digital key
Explanation: A digital-key term under R161. The exact definition and its source version are identified below.
Supplement 1 to the original series of R161; effective 8 October 2022 (C.N.371.2022). Verified Supplements 2–5 do not change these definitions. Not a complete consolidated text.
Driver
Explanation: Driver is defined differently in Slovak law, the Vienna Convention, SAE and the UNECE documents. Slovak law also includes a person supervising a vehicle using an ADS.
Compare the scope of each definition and the legal status of its source. Similar labels may describe different legal concepts; specific distinctions are noted beside the quotations.
Fahrzeugführer ist auch derjenige, der eine automatisierte Fahrfunktion im Sinne des Absatzes 2 aktiviert und zur Fahrzeugsteuerung verwendet, auch wenn er im Rahmen der bestimmungsgemäßen Verwendung dieser Funktion das Fahrzeug nicht eigenhändig steuert.
Working English translation (unofficial)
A driver also includes a person who activates an automated driving function within the meaning of subsection (2) and uses it to control the vehicle, even if that person does not personally control the vehicle while using the function as intended.
“Driver” means the natural person who drives or is in actual physical control of the autonomous vehicle when it is not operating in the autonomous mode.
California administrative regulation effective 28 April 2026; definitions for Articles 3.7 and 3.8. Individual operational duties may have later compliance dates. Checked 8 September 2026.
Any person who drives or is in actual physical control of a vehicle on a highway or who is exercising control of a vehicle or steering a vehicle being towed by a motor vehicle.
“Driver” means any person who drives a motor vehicle or other vehicle (including a cycle), or who guides cattle, singly or in herds, or flocks, or draught, pack or saddle animals on a road;
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Quoted wording of §§ 545.451 and 545.454 enacted by SB 2807, § 1, effective 1 September 2025. Text reconstructed from the enacted amendment with deleted wording omitted. Checked 8 September 2026; implementing rules are not comprehensively reviewed.
Trial-operation regulation as amended by SFS 2020:754, effective 1 January 2021. The amendment also continued the regulation beyond June 2022. Earlier permits remain subject to the previous § 7. Checked 8 September 2026.
Example: The supervising person monitors traffic and takes over vehicle control when needed.
Driving automation system
Explanation: SAE umbrella term for Levels 1–5. ADS is the narrower category covering Levels 3–5.
The hardware and software that are collectively capable of performing part or all of the DDT on a sustained basis; this term is used generically to describe any system capable of Level 1 to 5 driving automation.
Quoted provision checked: No date recorded for this quotation.
Technical taxonomy; not legislation.
Dynamic control
Explanation: Operational and tactical functions of vehicle movement under the Vienna Convention. Compare this treaty term with DDT without assuming legal equivalence.
Enacted legislation for England, Wales and Scotland. Cited sections 1, 7, 12, 44 and 46 are marked Prospective (not yet in force) in the official revised text. Checked 8 September 2026; this does not mean that the whole Act is uncommenced.
“Dynamic control” refers to carrying out all the real-time operational and tactical functions required to move the vehicle. This includes controlling the vehicle’s lateral and longitudinal motion, monitoring the road, responding to events in the road traffic, and planning and signalling for manoeuvres.
“Dynamic control” refers to carrying out all the real-time operational and tactical functions required to move the vehicle. This includes controlling the vehicle’s lateral and longitudinal motion, monitoring the road environment, responding to events in the road traffic environment, and planning and signalling for manoeuvres.
„Dynamická úloha riadenia (DDT)“ sú všetky prevádzkové funkcie v reálnom čase a taktické funkcie potrebné na prevádzku vozidla s výnimkou strategických funkcií, ako je plánovanie ciest a výber cieľových miest a traťových bodov, a vrátane okrem iného týchto čiastkových úloh:
a) ovládanie bočného pohybu vozidla prostredníctvom riadenia (prevádzkové);
b) ovládanie pozdĺžneho pohybu vozidla prostredníctvom zrýchlenia a spomalenia (prevádzkové);
c) monitorovanie prostredia jazdy detekciou objektov a udalostí, rozpoznávaním, klasifikáciou a prípravou reakcie (operačná a taktická);
d) vykonanie reakcie na objekty a udalosti (prevádzkové a taktické);
e) plánovanie manévrov (taktické);
f) zvyšovanie viditeľnosti osvetlením, použitím klaksónu, signalizáciou, gestikuláciou atď. (taktické).
“Dynamic driving task” means all of the real-time operational and tactical functions required to operate a vehicle in on-road traffic, excluding the strategic functions such as trip scheduling, selection of destinations and waypoints, and including without limitation the following subtasks: lateral vehicle motional control via steering (operational); longitudinal vehicle motional control via acceleration and deceleration (operational); monitoring the driving environment via object and event detection, recognition, classification, and response preparation (operational and tactical); object and event response execution (operational and tactical); maneuver planning (tactical); and enhancing conspicuity via lighting, sounding the horn, signaling, gesturing, etc.(tactical).
California administrative regulation effective 28 April 2026; definitions for Articles 3.7 and 3.8. Individual operational duties may have later compliance dates. Checked 8 September 2026.
“Dynamic driving task” means all of the real-time operational and tactical functions required to operate a vehicle in on-road traffic within its specific operational design domain, if any, excluding strategic functions such as trip scheduling; provision of event-based information, advice, instruction, or revised goals; and selection of destinations and waypoints.
All of the real-time operational and tactical functions required to operate a vehicle in on-road traffic, excluding the strategic functions such as trip scheduling and selection of destinations and waypoints, and including, without limitation, the following subtasks:
1. Lateral vehicle motion control via steering (operational).
2. Longitudinal vehicle motion control via acceleration and deceleration (operational).
3. Monitoring the driving environment via object and event detection, recognition, classification, and response preparation (operational and tactical).
4. Object and event response execution (operational and tactical).
5. Maneuver planning (tactical).
6. Enhancing conspicuity via lighting, sounding the horn, signaling, gesturing, etc. (tactical).
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
"Dynamic Driving Task (DDT)" is the control and execution of all longitudinal and lateral movements of the vehicle.
UN R157, paragraph 2.14; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
The 60 km/h limit in the historical definition must not be applied to later series. Verified later amendments are separately available in the library: 2025/63 (2026-01-11); 2025/64 (2026-01-11). This quotation remains from the historical OJ publication, not a current consolidated text.
"Dynamic driving task" means all of the real-time operational and tactical functions required to operate an autonomous vehicle in traffic on a highway. The term does not include functions relating to planning for the use of the vehicle, including, without limitation, the scheduling of a trip or the selection of a destination or waypoint.
Statutory definitions in NRS Chapter 482A; official consolidation marked revised 15 April 2026. NRS 482A.048 separately defines SAE J3016 (baseline dated 30 September 2016); SAE 2021 must not be substituted automatically.
Example: Braking at a crossing is part of DDT; selecting an address is not.
Dynamic driving task fallback
Explanation: Response by a user or ADS to a relevant failure or ODD exit; distinguish from an ADS-only fallback response.
“Dynamic driving task fallback” is (1) the response by the vehicle user to either perform the dynamic driving task or achieve a minimal risk condition after occurrence of any dynamic driving task performance-relevant system failure(s) or upon operational design domain exit, or (2) the response by an automated driving system to achieve a minimal risk condition given the circumstances identified in (1).
California administrative regulation effective 28 April 2026; definitions for Articles 3.7 and 3.8. Individual operational duties may have later compliance dates. Checked 8 September 2026.
Emergency manoeuvre (EM)
Explanation: A system manoeuvre to avoid or mitigate an imminent collision. It differs from a minimum risk manoeuvre.
"Emergency Manoeuvre (EM)" is a manoeuvre performed by the system in case of an event in which the vehicle is at imminent collision risk and has the purpose of avoiding or mitigating a collision.
UN R157, paragraph 2.8; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
‘Emergency Manoeuvre (EM)’ is a manoeuvre performed by the system in case of an event in which the vehicle is at imminent collision risk and has the purpose of avoiding or mitigating a collision.
UN R157, paragraph 2.8. Wording follows the Official Journal; whitespace and line breaks were normalised. The Slovak OJ uses “núdzové brzdenie” while the English text uses “Emergency Manoeuvre”. The entry heading is ROAT terminology.
The 60 km/h limit in the historical definition must not be applied to later series. Verified later amendments are separately available in the library: 2025/63 (2026-01-11); 2025/64 (2026-01-11). This quotation remains from the historical OJ publication, not a current consolidated text.
Emergency Steering Function
Explanation: A term added to UN R160 for the EDR recording framework. The exact version-specific definition is quoted below.
“Emergency Steering Function” means a control function which can automatically detect a potential collision and automatically activate the vehicle steering system for a limited duration, to steer the vehicle with the purpose of avoiding or mitigating a collision, with an obstacle obstructing the path of the subject vehicle or when the obstruction of the subject vehicle’s path is deemed imminent.
Inserted paragraph 2.17, ECE/TRANS/WP.29/2022/26, p. 3. Also checked on the rendered PDF page; whitespace, line breaks and quotation marks normalised. The definition alone does not require every vehicle to be equipped with the system.
Supplement 1 to the 01 series; effective 8 October 2022 under C.N.370.2022. Citations use the original inserted paragraphs in 2022/26, not consolidated 02-series numbering.
Evading lane
Explanation: A term from the 01 series of UN Regulation No. 157; the exact definition is quoted below.
"Evading lane" is the lane into which the ALKS vehicle crosses during an evasive lane crossing.
UN R157, paragraph 2.24; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
Evasive Lane Crossing
Explanation: A term from the 01 series of UN Regulation No. 157; the exact definition is quoted below.
An "Evasive Lane Crossing" is an emergency manoeuvre that results in the ALKS vehicle crossing a lane marking.
UN R157, paragraph 2.32; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
Event (EDR)
Explanation: An event defined by reaching a trigger threshold or deployment of a non-reversible restraint.
‘Event’ means a crash or other physical occurrence that causes the trigger threshold to be met or exceeded, or any non-reversible deployable restraint to be deployed, whichever occurs first.
UN R160, paragraph 2.10. Wording follows the Official Journal; whitespace and line breaks were normalised.
The quoted 01 series entered into force on 22 April 2022 (C.N.112.2022). Verified later amendments are separately available in the library: 2023/98/Rev.1 (2024-06-15); 2023/101 (2024-06-15); 2023/102 (2024-06-15). This quotation remains from the historical OJ publication, not a current consolidated text.
Event data recorder (EDR)
Explanation: A system storing collision-related data. EDR and DSSAD serve different purposes; ADS activation records are not automatically crash records.
‘event data recorder’ means a system with the only purpose of recording and storing critical crash-related parameters and information shortly before, during and immediately after a collision;
Related rules for ADS and EDR data in fully automated vehicles: Regulation 2022/1426, Annex II, points 9.1–9.9, especially 9.7. These are not a separate DSSAD definition in that Regulation.
Article 3(13), consolidated text dated 2 August 2026. The consolidation date is not the mandatory EDR fitting date for every vehicle; Article 6 and Annex II also govern the requirements.
‘Event data recorder’ (EDR) means a device or function in a vehicle that records the vehicle's dynamic, time-series data during the time period just prior to an event (e.g., vehicle speed vs. time) or during a crash event (e.g., delta-V vs. time), intended for retrieval after the crash event. For the purposes of this definition, the event data does not include audio and video data.
UN R160, paragraph 2.11. Wording follows the Official Journal; whitespace and line breaks were normalised. Scope of this version: paragraphs 0.2 and 1.2–1.3 distinguish crash data, data protection and excluded data elements. Do not conflate with DSSAD under R157 paragraph 2.15.
The quoted 01 series entered into force on 22 April 2022 (C.N.112.2022). Verified later amendments are separately available in the library: 2023/98/Rev.1 (2024-06-15); 2023/101 (2024-06-15); 2023/102 (2024-06-15). This quotation remains from the historical OJ publication, not a current consolidated text.
Execution of an update
Explanation: Installing and activating an already downloaded update; downloading alone is a different step.
"Execution" means the process of installing and activating an update that has been downloaded.
Paragraph 2.4, authentic base text ECE/TRANS/WP.29/2020/80, p. 3. The 01 series does not amend section 2. The Slovak wording is from the original section 2 published in the EU Official Journal (2021), not a Slovak consolidation of the 01 series.
01 series, effective 4 June 2026 (C.N.237.2026). Section 2 is unchanged; quotations follow the authentic base text 2020/80. New duties and transitional provisions are explained in the source record. Not a complete consolidated text.
Verified later amendments are separately available in the library: 2025/142 (2026-06-04). This quotation remains from the historical OJ publication, not a current consolidated text.
Fallback-ready user
Explanation: An SAE Level 3 role. The new UNECE documents use their own term fallback user and their own conditions.
“Fallback-ready user” means the natural person physically located in the driver’s seat of a vehicle, who is able to operate the vehicle and is receptive to a request to intervene, and receptive to evident dynamic driving task performance-relevant system failures in the vehicle notifying the natural person to perform the dynamic driving task fallback when necessary.
The user of a vehicle equipped with an engaged Level 3 ADS feature who is properly qualified and able to operate the vehicle and is receptive to ADS-issued requests to intervene and to evident DDT performance-relevant system failures in the vehicle compelling him or her to perform the DDT fallback.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Fully automated vehicle
Explanation: A vehicle designed to move independently without driver supervision. The label “autonomous” alone does not specify where or under which conditions it can operate.
Compare the scope of each definition and the legal status of its source. Similar labels may describe different legal concepts; specific distinctions are noted beside the quotations.
plne automatizovaným vozidlom plne automatizované vozidlo podľa osobitného predpisu6b) alebo iné motorové vozidlo navrhnuté a skonštruované tak, aby sa dokázalo pohybovať samostatne,
Ein Kraftfahrzeug mit autonomer Fahrfunktion im Sinne dieses Gesetzes ist ein Kraftfahrzeug, das
1. die Fahraufgabe ohne eine fahrzeugführende Person selbstständig in einem festgelegten Betriebsbereich erfüllen kann und
2. über eine technische Ausrüstung gemäß § 1e Absatz 2 verfügt.
Working English translation (unofficial)
A motor vehicle with an autonomous driving function within the meaning of this Act is a motor vehicle that
1. can independently perform the driving task without a person driving the vehicle in a defined operating area, and
2. has technical equipment in accordance with section 1e(2).
Comparative mapping; the German category is not identical to the EU definition of a fully automated vehicle.
“Fully automated vehicle” refers to a vehicle equipped with an automated driving system. This automated driving system operates without any operational design domain limitations for some or all of the journey, without the need for human intervention as a fall-back to ensure road safety.
"Fully autonomous vehicle" means a vehicle equipped with an automated driving system which is designed to function at a level of driving automation of level 4 or 5 pursuant to SAE J3016.
Statutory definitions in NRS Chapter 482A; official consolidation marked revised 15 April 2026. NRS 482A.048 separately defines SAE J3016 (baseline dated 30 September 2016); SAE 2021 must not be substituted automatically.
Example: A driverless shuttle serves a defined route.
Highly automated vehicle
Explanation: A WP.1 resolution term tied to a specific ODD and operation without human intervention as a safety fallback.
“Highly automated vehicle” refers to a vehicle equipped with an automated driving system. This automated driving system operates within a specific operational design domain for some or all of the journey, without the need for human intervention as a fall-back to ensure road safety.
"Integrity validation data" means a representation of digital data, against which comparisons can be made to detect errors or changes in the data. This may include checksums and hash values.
Paragraph 2.11, authentic base text ECE/TRANS/WP.29/2020/80, p. 3. The 01 series does not amend section 2. The Slovak wording is from the original section 2 published in the EU Official Journal (2021), not a Slovak consolidation of the 01 series.
01 series, effective 4 June 2026 (C.N.237.2026). Section 2 is unchanged; quotations follow the authentic base text 2020/80. New duties and transitional provisions are explained in the source record. Not a complete consolidated text.
‘Integrity validation data’ means a representation of digital data, against which comparisons can be made to detect errors or changes in the data. This may include checksums and hash values.
UN R156, paragraph 2.11. Wording follows the Official Journal; whitespace and line breaks were normalised.
Verified later amendments are separately available in the library: 2025/142 (2026-06-04). This quotation remains from the historical OJ publication, not a current consolidated text.
Key
Explanation: A device designed to operate the relevant locking system; the term is not limited to a traditional mechanical key.
‘Key’ means any device designed and constructed to provide a method of operating a locking system which is designed and constructed to be operated only by that device.
UN R161, paragraph 2.8. Wording follows the Official Journal; whitespace and line breaks were normalised.
Verified later amendments are separately available in the library: 2025/21 (2025-09-26). This quotation remains from the historical OJ publication, not a current consolidated text.
"Key" means any mechanical and/or electronic solution designed and constructed to provide a method of operating a locking system which is designed and constructed to be operated by that mechanical and/or electronic solution.
ECE/TRANS/WP.29/2022/27, p. 2; also checked against the rendered PDF. Whitespace and line breaks normalised; Slovak translation is unofficial.
Supplement 1 to the original series of R161; effective 8 October 2022 (C.N.371.2022). Verified Supplements 2–5 do not change these definitions. Not a complete consolidated text.
Lane Change Manoeuvre (LCM)
Explanation: A term from the 01 series of UN Regulation No. 157; the exact definition is quoted below.
A "Lane Change Manoeuvre (LCM)" is part of the LCP and (a) Starts when the outside edge of the tyre tread of the vehicle’s front wheel closest to the lane markings crosses the outside edge of the lane marking to which the vehicle is being manoeuvred and (b) Ends when the rear wheels of the vehicle have fully crossed the lane marking.
UN R157, paragraph 2.26; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
Lane Change Procedure (LCP)
Explanation: A term from the 01 series of UN Regulation No. 157; the exact definition is quoted below.
A "Lane Change Procedure (LCP)" starts when the direction indicator lamps are activated and ends when the direction indicator lamps are deactivated by the system. It comprises the following operations in the given order: (a) Activation of the direction indicator lamps; (b) Temporary suspension of the mandatory lane keeping functionality of the ALKS; (c) Lateral movement of the vehicle towards the lane boundary; (d) Lane Change Manoeuvre; (e) Resumption of the mandatory lane keeping function of the ALKS; (f) Deactivation of direction indicator lamps.
UN R157, paragraph 2.25; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
Lane Departure Warning System
Explanation: A term added to UN R160 for the EDR recording framework. The exact version-specific definition is quoted below.
“Lane Departure Warning System” means a system to warn the driver of an unintentional drift of the vehicle out of its travel lane.
Inserted paragraph 2.28, ECE/TRANS/WP.29/2022/26, p. 3. Also checked on the rendered PDF page; whitespace, line breaks and quotation marks normalised. The definition alone does not require every vehicle to be equipped with the system.
Supplement 1 to the 01 series; effective 8 October 2022 under C.N.370.2022. Citations use the original inserted paragraphs in 2022/26, not consolidated 02-series numbering.
Level of driving automation
Explanation: SAE distinguishes levels 0–5 by how tasks are divided between the human and the system. A level describes a feature; it is not an operating permit.
Enacted legislation for England, Wales and Scotland. Cited sections 1, 7, 12, 44 and 46 are marked Prospective (not yet in force) in the official revised text. Checked 8 September 2026; this does not mean that the whole Act is uncommenced.
Manufacturer
Explanation: In the EU approval framework, the person responsible for approval and production conformity, even without direct involvement in every manufacturing stage. This need not be the service operator.
A “manufacturer” of autonomous technology is the person, as defined in Section 470, that originally manufactures a vehicle and equips autonomous technology on the originally completed vehicle or, in the case of a vehicle not originally equipped with autonomous technology by the vehicle manufacturer, the person that modifies the vehicle by installing autonomous technology to convert it to an autonomous vehicle after the vehicle was originally manufactured.
‘Manufacturer’ means the person or body who is responsible to the approval authority for all aspects of the type approval process and for ensuring conformity of production. It is not essential that the person or body is directly involved in all stage of the construction of the vehicle, system, component or separate technical unit which is the subject of the approval process.
UN R161, paragraph 2.3. Wording follows the Official Journal; whitespace and line breaks were normalised.
Verified later amendments are separately available in the library: 2025/21 (2025-09-26). This quotation remains from the historical OJ publication, not a current consolidated text.
Example: A manufacturer supplies a vehicle to a transport provider that runs the service.
Maximum operational speed
Explanation: A term from the 01 series of UN Regulation No. 157; the exact definition is quoted below.
"Maximum operational speed" is the speed selected by the system up to which the system operates under current environmental and sensor conditions. It is the maximum vehicle speed at which the system may be active and shall be determined by the capability of the sensing system as well as the environmental conditions.
UN R157, paragraph 2.9.2; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
Minimal risk condition (MRC)
Explanation: A stopped vehicle condition. Distinguish it from the manoeuvre used to reach it and from the newer term mitigated risk condition.
Risikominimaler Zustand im Sinne dieses Gesetzes ist ein Zustand, in dem sich das Kraftfahrzeug mit autonomer Fahrfunktion auf eigene Veranlassung oder auf Veranlassung der Technischen Aufsicht an einer möglichst sicheren Stelle in den Stillstand versetzt und die Warnblinkanlage aktiviert, um unter angemessener Beachtung der Verkehrssituation die größtmögliche Sicherheit für die Fahrzeuginsassen, andere Verkehrsteilnehmende und Dritte zu gewährleisten.
Working English translation (unofficial)
A minimal-risk condition within the meaning of this Act is a condition in which the motor vehicle with an autonomous driving function, on its own initiative or at the instigation of technical supervision, comes to a standstill at a location that is as safe as possible and activates its hazard warning lights to ensure the greatest possible safety for vehicle occupants, other road users and third parties, taking due account of the traffic situation.
“Minimal risk condition” is a stable, stopped condition to which a vehicle user or an automated driving system may bring a vehicle after performing the dynamic driving task fallback in order to reduce the risk of a crash when a given trip cannot or should not be continued.
California administrative regulation effective 28 April 2026; definitions for Articles 3.7 and 3.8. Individual operational duties may have later compliance dates. Checked 8 September 2026.
The term “minimal risk condition” means a reasonably safe state, such as bringing the vehicle to a complete stop and activating the vehicle’s hazard lamps.
A stable, stopped condition to which a user or an ADS may bring a vehicle after performing the DDT fallback in order to reduce the risk of a crash when a given trip cannot or should not be continued.
"Minimal risk condition" means a condition in which an autonomous vehicle operating without a human driver, upon experiencing a failure of its automated driving system that renders the autonomous vehicle unable to perform the dynamic driving task, achieves a reasonably safe state which may include, without limitation, bringing the autonomous vehicle to a complete stop.
Statutory definitions in NRS Chapter 482A; official consolidation marked revised 15 April 2026. NRS 482A.048 separately defines SAE J3016 (baseline dated 30 September 2016); SAE 2021 must not be substituted automatically.
Minimal Risk Manoeuvre (MRM)
Explanation: A manoeuvre intended to bring the vehicle to a safe standstill.
„Manéver s minimálnym rizikom (MRM)“ je manéver zameraný na minimalizáciu rizík v premávke zastavením vozidla v bezpečnom stave (t. j. stav minimálneho rizika).
"Minimum Risk Manoeuvre (MRM)" means a procedure aimed at minimising risks in traffic, which is automatically performed by the system after a transition demand without driver response or in the case of a severe ALKS or vehicle failure.
UN R157, paragraph 2.7; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
‘Minimum Risk Manoeuvre (MRM)’ means a procedure aimed at minimising risks in traffic, which is automatically performed by the system after a transition demand without driver response or in the case of a severe ALKS or vehicle failure.
UN R157, paragraph 2.7. Wording follows the Official Journal; whitespace and line breaks were normalised.
The 60 km/h limit in the historical definition must not be applied to later series. Verified later amendments are separately available in the library: 2025/63 (2026-01-11); 2025/64 (2026-01-11). This quotation remains from the historical OJ publication, not a current consolidated text.
Example: After a fault, the system slows down and stops safely.
Mitigated risk condition (MRC)
Explanation: Newer terminology in the 2026 UNECE documents. The abbreviation MRC is shared with minimal risk condition, but the exact terms and definitions must remain distinct.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Mitigation
Explanation: A measure reducing risk, used in R155 in the context of cyber threats and vulnerabilities.
The original text E/ECE/TRANS/505/Rev.3/Add.154 dated 4 March 2021 is quoted. The UN depositary confirms entry into force on 22 January 2021 and records subsequent amendments. This is not the latest consolidated text or an assessment of applicability to a particular vehicle. Paragraphs 2.1–2.13 were checked against the supplied PDF; Slovak wording is from OJ L 82, 9 March 2021. Only the original UNECE texts have legal effect under international public law. The direct UNECE link returned 403 during review.
Text incorporating Supplement 3 to the original regulation; entry into force on 10 January 2025 is confirmed by C.N.63.2025. The original 2021 version remains separately available. Quotation from the identified Official Journal publication, checked in the full English and Slovak texts. Only the original UNECE texts have legal effect under international public law. This is not an assessment of applicability to a particular vehicle.
MRM lane change
Explanation: A term from the 01 series of UN Regulation No. 157; the exact definition is quoted below.
"MRM lane change" is a lane change procedure performed by the ALKS during a minimum risk manoeuvre.
UN R157, paragraph 2.30; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
Multi-event crash
Explanation: At least two events, with no more than five seconds between the start of the first and last, under R160.
The quoted 01 series entered into force on 22 April 2022 (C.N.112.2022). Verified later amendments are separately available in the library: 2023/98/Rev.1 (2024-06-15); 2023/101 (2024-06-15); 2023/102 (2024-06-15). This quotation remains from the historical OJ publication, not a current consolidated text.
No-user-in-charge journey
Explanation: British legal category of a journey by a vehicle with the relevant authorised feature, covering the statutory alternatives.
A “no-user-in-charge journey” is a journey by a vehicle with an authorised no-user-in-charge feature during which (at any point)—
(a) that feature is engaged, or
(b) there is no individual in the vehicle who is exercising control of it.
Enacted legislation for England, Wales and Scotland. Cited sections 1, 7, 12, 44 and 46 are marked Prospective (not yet in force) in the official revised text. Checked 8 September 2026; this does not mean that the whole Act is uncommenced.
Non-volatile memory (EDR)
Explanation: Memory retaining recorded data after loss of power.
‘Non-volatile memory’ means the memory reserved for maintaining recorded EDR data in a semi-permanent fashion. Data recorded in non-volatile memory is retained after a loss of power and can be retrieved with EDR data extraction tools and methods.
UN R160, paragraph 2.22. Wording follows the Official Journal; whitespace and line breaks were normalised.
The quoted 01 series entered into force on 22 April 2022 (C.N.112.2022). Verified later amendments are separately available in the library: 2023/98/Rev.1 (2024-06-15); 2023/101 (2024-06-15); 2023/102 (2024-06-15). This quotation remains from the historical OJ publication, not a current consolidated text.
Object and event detection and response (OEDR)
Explanation: Monitoring the environment and responding appropriately form part of the dynamic driving task.
„Detekcia a reakcia na predmety a udalosti“ (OEDR) sú čiastkové úlohy dynamickej úlohy riadenia, ktoré zahŕňajú monitorovanie prostredia jazdy a vykonávanie primeranej reakcie. Zahŕňa detegovanie, rozpoznávanie a klasifikáciu predmetov a udalostí a prípravu a vykonávanie reakcií podľa potreby.
The subtasks of the DDT that include monitoring the driving environment (detecting, recognizing, and classifying objects and events and preparing to respond as needed) and executing an appropriate response to such objects and events (i.e., as needed to complete the DDT and/or DDT fallback).
"Occurrences" means, in the context of DSSAD provisions in paragraph 8, an action or instance of an arising event or incident, which requires storage within the data storage system.
UN R157, paragraph 2.17; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
‘Occurrences’ means, in the context of DSSAD provisions in paragraph 8, an action or instance of an arising event or incident, which requires storage within the data storage system.
UN R157, paragraph 2.17. Wording follows the Official Journal; whitespace and line breaks were normalised.
The 60 km/h limit in the historical definition must not be applied to later series. Verified later amendments are separately available in the library: 2025/63 (2026-01-11); 2025/64 (2026-01-11). This quotation remains from the historical OJ publication, not a current consolidated text.
On-demand autonomous vehicle network
Explanation: Digitally mediated passenger transport network using fully autonomous vehicles.
A passenger transportation network that uses a software application or other digital means to connect passengers to fully autonomous vehicles, exclusively or in addition to other vehicles, for transportation, including for-hire transportation and transportation for compensation.
„Prevádzkovo-konštrukčná doména (ODD)“ sú prevádzkové podmienky, za ktorých má konkrétne navrhnutý ADS fungovať, ktoré zahŕňajú okrem iného obmedzenia z hľadiska prostredia, geografie alebo obdobia dňa a/alebo požadovanú prítomnosť alebo neprítomnosť určitých vlastností premávky alebo cesty.
“Operational design domain” are the operating conditions under which a given automated driving system or feature thereof is specifically designed to function, including but not limited to, environmental, and time-of-day restrictions; and/or the requisite presence or absence of certain traffic or roadway characteristics.
California administrative regulation effective 28 April 2026; definitions for Articles 3.7 and 3.8. Individual operational duties may have later compliance dates. Checked 8 September 2026.
“Operational design domain” means a description of the specific operating domain in which an automated driving system is designed to properly operate, including, but not limited to, roadway types, speed ranges, environmental conditions such as weather and time of day, and other domain constraints.
Operating conditions under which a given driving automation system or feature thereof is specifically designed to function, including, but not limited to, environmental, geographical, and time-of-day restrictions, and/or the requisite presence or absence of certain traffic or roadway characteristics.
“Operational design domain” (ODD) refers to the environmental, geographic, time-of-day, traffic, infrastructure, weather and other conditions under which an automated driving system is specifically designed to function.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
"Operational design domain" means a description of the specific domain or domains in which an automated driving system is designed to properly operate, including, without limitation, types of roadways, ranges of speed and environmental conditions.
Statutory definitions in NRS Chapter 482A; official consolidation marked revised 15 April 2026. NRS 482A.048 separately defines SAE J3016 (baseline dated 30 September 2016); SAE 2021 must not be substituted automatically.
Example: A feature works on dry motorways, not snow-covered local roads.
Over-the-Air (OTA) update
Explanation: Data transfer without a cable or local connection. The quotation retains the terminology of the Official Journal.
"Over-the-Air (OTA) update" means any method of making data transfers wirelessly instead of using a cable or other local connection.
Paragraph 2.9, authentic base text ECE/TRANS/WP.29/2020/80, p. 3. The 01 series does not amend section 2. The Slovak wording is from the original section 2 published in the EU Official Journal (2021), not a Slovak consolidation of the 01 series. Related 01-series provisions: 7.1.1.3, 7.1.1.9–10, 7.1.4, 7.2.1.2 and section 13; see the source explanation.
01 series, effective 4 June 2026 (C.N.237.2026). Section 2 is unchanged; quotations follow the authentic base text 2020/80. New duties and transitional provisions are explained in the source record. Not a complete consolidated text.
Verified later amendments are separately available in the library: 2025/142 (2026-06-04). This quotation remains from the historical OJ publication, not a current consolidated text.
Passenger in an ADS vehicle
Explanation: A role without performance of driving; the exact boundary depends on the source.
“Passenger” means an occupant of a vehicle who has no role in the operation of that vehicle when the autonomous technology is engaged. A passenger may summon a vehicle or input a destination, but does not engage the technology, monitor the vehicle, or drive or operate the vehicle. A member of the public may ride as a passenger in an autonomous test vehicle if there are no fees charged to the passenger or compensation received by the manufacturer.
California administrative regulation effective 28 April 2026; definitions for Articles 3.7 and 3.8. Individual operational duties may have later compliance dates. Checked 8 September 2026.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Planned event
Explanation: A situation known in advance that requires an ALKS transition demand.
"Planned event" is a situation which is known in advance, e.g. at the time of activation such as a journey point (e.g. exit of a highway) etc. and which requires a transition demand.
UN R157, paragraph 2.4; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
‘Planned event’ is a situation which is known in advance, e.g. at the time of activation such as a journey point (e.g. exit of a highway) etc. and which requires a transition demand.
UN R157, paragraph 2.4. Wording follows the Official Journal; whitespace and line breaks were normalised.
The 60 km/h limit in the historical definition must not be applied to later series. Verified later amendments are separately available in the library: 2025/63 (2026-01-11); 2025/64 (2026-01-11). This quotation remains from the historical OJ publication, not a current consolidated text.
Post-production phase
Explanation: The period after production of a vehicle type ends while vehicles of that type may still operate. It is not the end of life of every individual vehicle.
"Post-production phase" refers to the period in which a vehicle type is no longer produced until the end-of-life of all vehicles under the vehicle type. Vehicles incorporating a specific vehicle type will be operational during this phase but will no longer be produced. The phase ends when there are no longer any operational vehicles of a specific vehicle type.
UN R155, paragraph 2.7; supplied PDF, p. 4. Slovak wording is the published OJ text, not a ROAT working translation.
The original text E/ECE/TRANS/505/Rev.3/Add.154 dated 4 March 2021 is quoted. The UN depositary confirms entry into force on 22 January 2021 and records subsequent amendments. This is not the latest consolidated text or an assessment of applicability to a particular vehicle. Paragraphs 2.1–2.13 were checked against the supplied PDF; Slovak wording is from OJ L 82, 9 March 2021. Only the original UNECE texts have legal effect under international public law. The direct UNECE link returned 403 during review.
"Post-production phase" refers to the period in which a vehicle type is no longer produced until the end-of-life of all vehicles under the vehicle type. Vehicles incorporating a specific vehicle type will be operational during this phase but will no longer be produced. The phase ends when there are no longer any operational vehicles of a specific vehicle type.
UN R155, paragraph 2.7. Wording follows the Official Journal; whitespace and line breaks were normalised.
Text incorporating Supplement 3 to the original regulation; entry into force on 10 January 2025 is confirmed by C.N.63.2025. The original 2021 version remains separately available. Quotation from the identified Official Journal publication, checked in the full English and Slovak texts. Only the original UNECE texts have legal effect under international public law. This is not an assessment of applicability to a particular vehicle.
Present speed (ALKS)
Explanation: A term from the 01 series of UN Regulation No. 157; the exact definition is quoted below.
"Present speed" or "speed" is the current speed selected by the system due to traffic.
UN R157, paragraph 2.9.3; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
Primary user
Explanation: A digital-key term under R161. The exact definition and its source version are identified below.
"Primary user" is a user who is able to authorize digital keys. There can be more than one primary users.
ECE/TRANS/WP.29/2022/27, p. 2; also checked against the rendered PDF. Whitespace and line breaks normalised; Slovak translation is unofficial. The original wording “more than one primary users” is preserved. This authorization role does not automatically identify the driver or vehicle owner.
Supplement 1 to the original series of R161; effective 8 October 2022 (C.N.371.2022). Verified Supplements 2–5 do not change these definitions. Not a complete consolidated text.
Production phase
Explanation: The duration of production of a vehicle type, as defined by R155.
The original text E/ECE/TRANS/505/Rev.3/Add.154 dated 4 March 2021 is quoted. The UN depositary confirms entry into force on 22 January 2021 and records subsequent amendments. This is not the latest consolidated text or an assessment of applicability to a particular vehicle. Paragraphs 2.1–2.13 were checked against the supplied PDF; Slovak wording is from OJ L 82, 9 March 2021. Only the original UNECE texts have legal effect under international public law. The direct UNECE link returned 403 during review.
Text incorporating Supplement 3 to the original regulation; entry into force on 10 January 2025 is confirmed by C.N.63.2025. The original 2021 version remains separately available. Quotation from the identified Official Journal publication, checked in the full English and Slovak texts. Only the original UNECE texts have legal effect under international public law. This is not an assessment of applicability to a particular vehicle.
R157 Software Identification Number (R157SWIN)
Explanation: A term from the 01 series of UN Regulation No. 157; the exact definition is quoted below.
"R157 Software Identification Number (R157SWIN)" means a dedicated identifier, defined by the vehicle manufacturer, representing information about the type approval relevant software of the electronic control system contributing to the UN Regulation No. 157 type approval relevant characteristics of the vehicle.
UN R157, paragraph 2.18; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial. R157SWIN is specific to R157 approval; this is not the generic RXSWIN definition in R156.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
Record (EDR)
Explanation: Saving captured data in non-volatile storage for subsequent retrieval.
The quoted 01 series entered into force on 22 April 2022 (C.N.112.2022). Verified later amendments are separately available in the library: 2023/98/Rev.1 (2024-06-15); 2023/101 (2024-06-15); 2023/102 (2024-06-15). This quotation remains from the historical OJ publication, not a current consolidated text.
Regular lane change
Explanation: A term from the 01 series of UN Regulation No. 157; the exact definition is quoted below.
"Regular lane change" is any lane change procedure performed by the ALKS that is not an MRM lane change.
UN R157, paragraph 2.31; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
Remote assistance
Explanation: Human support provided remotely without taking over real-time driving.
Event-driven provision, by a remotely located human (see 3.31.5), of information or advice to an ADS-equipped vehicle in driverless operation in order to facilitate trip continuation when the ADS encounters a situation it cannot manage.
Remote assistance includes measures to support safety inside and outside the vehicle whilst the ADS has the dynamic control. Remote assistance can include the following measures:
a) General vehicle status monitoring, including the location of the vehicle at all times, with no requirement for full situational awareness;
b) General monitoring of the inside of the vehicle, especially passenger and cargo status;
c) Summoning assistance when needed and managing technical incidents and breakdowns;
d) Providing the strategic elements of the driving task;
e) Instructing an ADS to perform specific manoeuvres or to approve manoeuvres proposed by the ADS; and
f) Communication with the authorities, first responders and other road users.
Exploratory scoping draft dated 2 May 2023, not a convention in force. The expert document does not represent official country positions. This historical version is quoted; the current state of negotiations is not established.
“Remote assistant” is a natural person who: is not physically located in the driver’s seat of the vehicle; is able to provide information or advice to an autonomous vehicle to facilitate trip continuation when the autonomous vehicle encounters a situation it cannot manage, or alerts the automated driving system of the need to fallback to a minimal risk condition, but does not include remote driving; and is able to provide an autonomous vehicle with revised goals and/or tasks.
The location criterion is absence from the driver's seat; this wording does not require the person to be outside the vehicle.
California administrative regulation effective 28 April 2026; definitions for Articles 3.7 and 3.8. Individual operational duties may have later compliance dates. Checked 8 September 2026.
Consolidated text dated 24 March 2026, including amendment 2026/481. These are ADS type-approval rules for fully automated vehicles within the scope of Article 1.
Remote driver
Explanation: A driver operating without directly using controls at the driving position. This is not merely an adviser to the ADS.
“Remote driver” is a natural person who: is not physically located in the driver's seat of the vehicle, and who performs real time performance of part or all of the dynamic driving task and/or the dynamic driving task fall back (including real-time braking, steering, acceleration, and transmission shifting).
The location criterion is absence from the driver's seat; this wording does not require the person to be outside the vehicle.
California administrative regulation effective 28 April 2026; definitions for Articles 3.7 and 3.8. Individual operational duties may have later compliance dates. Checked 8 September 2026.
A driver who is not seated in a position to manually exercise in-vehicle braking, accelerating, steering, and transmission gear selection input devices (if any), but is able to operate the vehicle.
Remote driving means situations where a person outside the automated vehicle exercises all or part of the dynamic control of that vehicle, including monitoring its behaviour on the road with a view to immediate and safety-critical intervention. Where they do so, they are considered to be the driver and bear sole responsibility for the dynamic control of the automated vehicle.
The draft combines a description of remote driving with a driver-status rule. This is not the SAE remote-driver definition.
Exploratory scoping draft dated 2 May 2023, not a convention in force. The expert document does not represent official country positions. This historical version is quoted; the current state of negotiations is not established.
Remote driving and remote driver
Explanation: A person outside the vehicle drives it using technical equipment. Legal requirements depend on the country; the cited provision is German.
Slovak law expressly contemplates taking over control remotely when supervising a vehicle using an automated driving system. This is neither a separate definition of a remote driver nor blanket permission for all remote driving.
Real-time performance of part or all of the DDT and/or DDT fallback (including, real-time braking, steering, acceleration, and transmission shifting), by a remote driver.
Quoted provision checked: No date recorded for this quotation.
Technical taxonomy; not legislation.
Example: A driver at a remote workstation controls the vehicle’s direction and speed.
Remote human operator
Explanation: Florida role involving remote vehicle engagement or monitoring and potentially performance of the driving task; not automatically identical to a remote driver.
The term “remote human operator” means a natural person who is not physically present in a vehicle equipped with an automated driving system who engages or monitors the vehicle from a remote location. A remote human operator may have the ability to perform aspects of, or the entirety of, the dynamic driving task for the vehicle or cause the vehicle to achieve a minimal risk condition as defined in s. 319.145(2).
Explanation: A role under EU Regulation 2022/1426. The operator does not drive: the ADS continues to perform the DDT. This is a separate legal definition, not automatic incorporation of the SAE remote assistant definition.
„Obsluha vzdialeného zásahu“ je, keď je to potrebné z hľadiska bezpečnostnej koncepcie ADS, osoba nachádzajúca sa mimo plne automatizovaného vozidla, ktorá môže na diaľku plniť úlohy palubnej obsluhy za predpokladu, že je to bezpečné.
Obsluha vzdialeného zásahu neriadi plne automatizované vozidlo a ADS naďalej vykonáva DDT.
“Remote operations support” includes provision of a function by a remotely located human to support on-road operations of an autonomous vehicle, including remote assistance, remote driving, customer support, or dispatching.
California administrative regulation effective 28 April 2026; definitions for Articles 3.7 and 3.8. Individual operational duties may have later compliance dates. Checked 8 September 2026.
Remote termination
Explanation: Remotely disabling ADS features is different from remotely driving a vehicle.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Request to intervene / transition demand
Explanation: A system request to a human. SAE and the WP.1 resolution use different terms and scopes.
A “transition demand” is a demand, communicated by equipment of a vehicle in which an authorised user-in-charge feature is engaged, that the user-in-charge assume control of the vehicle by the end of a period of time beginning with the communication of the demand (the “transition period”).
Enacted legislation for England, Wales and Scotland. Cited sections 1, 7, 12, 44 and 46 are marked Prospective (not yet in force) in the official revised text. Checked 8 September 2026; this does not mean that the whole Act is uncommenced.
An alert provided by a Level 3 ADS to a fallback-ready user indicating that s/he should promptly perform the DDT fallback, which may entail resuming manual operation of the vehicle (i.e., becoming a driver again), or achieving a minimal risk condition if the vehicle is not operable.
"Transition demand" is a logical and intuitive procedure to transfer the Dynamic Driving Task (DDT) from the system (automated control) to the human driver (manual control). This request is given from the system to the human driver.
UN R157, paragraph 2.2; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
‘Transition demand’ is a logical and intuitive procedure to transfer the Dynamic Driving Task (DDT) from the system (automated control) to the human driver (manual control). This request is given from the system to the human driver.
UN R157, paragraph 2.2. Wording follows the Official Journal; whitespace and line breaks were normalised.
The 60 km/h limit in the historical definition must not be applied to later series. Verified later amendments are separately available in the library: 2025/63 (2026-01-11); 2025/64 (2026-01-11). This quotation remains from the historical OJ publication, not a current consolidated text.
Revocation process
Explanation: A digital-key term under R161. The exact definition and its source version are identified below.
Supplement 1 to the original series of R161; effective 8 October 2022 (C.N.371.2022). Verified Supplements 2–5 do not change these definitions. Not a complete consolidated text.
Risk
Explanation: R155 links risk to the potential exploitation of a vehicle vulnerability by a threat and resulting harm. This definition must not automatically be applied to every area of transport safety.
"Risk" means the potential that a given threat will exploit vulnerabilities of a vehicle and thereby cause harm to the organization or to an individual.
UN R155, paragraph 2.9; supplied PDF, p. 4. Slovak wording is the published OJ text, not a ROAT working translation.
The original text E/ECE/TRANS/505/Rev.3/Add.154 dated 4 March 2021 is quoted. The UN depositary confirms entry into force on 22 January 2021 and records subsequent amendments. This is not the latest consolidated text or an assessment of applicability to a particular vehicle. Paragraphs 2.1–2.13 were checked against the supplied PDF; Slovak wording is from OJ L 82, 9 March 2021. Only the original UNECE texts have legal effect under international public law. The direct UNECE link returned 403 during review.
"Risk" means the potential that a given threat will exploit vulnerabilities of a vehicle and thereby cause harm to the organization or to an individual.
UN R155, paragraph 2.9. Wording follows the Official Journal; whitespace and line breaks were normalised.
Text incorporating Supplement 3 to the original regulation; entry into force on 10 January 2025 is confirmed by C.N.63.2025. The original 2021 version remains separately available. Quotation from the identified Official Journal publication, checked in the full English and Slovak texts. Only the original UNECE texts have legal effect under international public law. This is not an assessment of applicability to a particular vehicle.
Risk Assessment
Explanation: A process covering risk identification, analysis and evaluation. These steps should be distinguished from implementing a protective measure.
"Risk Assessment" means the overall process of finding, recognizing and describing risks (risk identification), to comprehend the nature of risk and to determine the level of risk (risk analysis), and of comparing the results of risk analysis with risk criteria to determine whether the risk and/or its magnitude is acceptable or tolerable (risk evaluation).
UN R155, paragraph 2.10; supplied PDF, p. 4–5. Slovak wording is the published OJ text, not a ROAT working translation.
The original text E/ECE/TRANS/505/Rev.3/Add.154 dated 4 March 2021 is quoted. The UN depositary confirms entry into force on 22 January 2021 and records subsequent amendments. This is not the latest consolidated text or an assessment of applicability to a particular vehicle. Paragraphs 2.1–2.13 were checked against the supplied PDF; Slovak wording is from OJ L 82, 9 March 2021. Only the original UNECE texts have legal effect under international public law. The direct UNECE link returned 403 during review.
"Risk Assessment" means the overall process of finding, recognizing and describing risks (risk identification), to comprehend the nature of risk and to determine the level of risk (risk analysis), and of comparing the results of risk analysis with risk criteria to determine whether the risk and/or its magnitude is acceptable or tolerable (risk evaluation).
UN R155, paragraph 2.10. Wording follows the Official Journal; whitespace and line breaks were normalised.
Text incorporating Supplement 3 to the original regulation; entry into force on 10 January 2025 is confirmed by C.N.63.2025. The original 2021 version remains separately available. Quotation from the identified Official Journal publication, checked in the full English and Slovak texts. Only the original UNECE texts have legal effect under international public law. This is not an assessment of applicability to a particular vehicle.
Risk Management
Explanation: Coordinated organisational activities concerning risk; broader than a one-off risk assessment.
The original text E/ECE/TRANS/505/Rev.3/Add.154 dated 4 March 2021 is quoted. The UN depositary confirms entry into force on 22 January 2021 and records subsequent amendments. This is not the latest consolidated text or an assessment of applicability to a particular vehicle. Paragraphs 2.1–2.13 were checked against the supplied PDF; Slovak wording is from OJ L 82, 9 March 2021. Only the original UNECE texts have legal effect under international public law. The direct UNECE link returned 403 during review.
Text incorporating Supplement 3 to the original regulation; entry into force on 10 January 2025 is confirmed by C.N.63.2025. The original 2021 version remains separately available. Quotation from the identified Official Journal publication, checked in the full English and Slovak texts. Only the original UNECE texts have legal effect under international public law. This is not an assessment of applicability to a particular vehicle.
Road-safety agent
Explanation: A UNECE functional category covering traffic direction, enforcement or incident response. It is not the title of a separate Slovak statutory office.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Rolling code
Explanation: An electronic code whose combination changes randomly after each operation of the transmitting unit.
‘Rolling code’ means an electronic code consisting of several elements the combination of which changes at random after each operation of the transmitting unit.
UN R161, paragraph 2.9. Wording follows the Official Journal; whitespace and line breaks were normalised.
Verified later amendments are separately available in the library: 2025/21 (2025-09-26). This quotation remains from the historical OJ publication, not a current consolidated text.
RX Software Identification Number (RXSWIN)
Explanation: An identifier for software relevant to type approval under a particular regulation.
"RX Software Identification Number (RXSWIN)" means a dedicated identifier, defined by the vehicle manufacturer, representing information about the type approval relevant software of the Electronic Control System contributing to the Regulation N° X type approval relevant characteristics of the vehicle.
Paragraph 2.2, authentic base text ECE/TRANS/WP.29/2020/80, p. 3. The 01 series does not amend section 2. The Slovak wording is from the original section 2 published in the EU Official Journal (2021), not a Slovak consolidation of the 01 series. Related 01-series provisions: 7.1.1.3, 7.1.1.9–10, 7.1.4, 7.2.1.2 and section 13; see the source explanation.
01 series, effective 4 June 2026 (C.N.237.2026). Section 2 is unchanged; quotations follow the authentic base text 2020/80. New duties and transitional provisions are explained in the source record. Not a complete consolidated text.
‘RX Software Identification Number (RXSWIN)’ means a dedicated identifier, defined by the vehicle manufacturer, representing information about the type approval relevant software of the Electronic Control System contributing to the Regulation No X type approval relevant characteristics of the vehicle.
UN R156, paragraph 2.2. Wording follows the Official Journal; whitespace and line breaks were normalised.
Verified later amendments are separately available in the library: 2025/142 (2026-06-04). This quotation remains from the historical OJ publication, not a current consolidated text.
Safe state
Explanation: An operating mode in a failure without unreasonable risk under R156. It must not automatically be equated with MRC or the MRM manoeuvre.
"Safe state" means an operating mode in case of a failure of an item without an unreasonable level of risk.
Paragraph 2.7, authentic base text ECE/TRANS/WP.29/2020/80, p. 3. The 01 series does not amend section 2. The Slovak wording is from the original section 2 published in the EU Official Journal (2021), not a Slovak consolidation of the 01 series.
01 series, effective 4 June 2026 (C.N.237.2026). Section 2 is unchanged; quotations follow the authentic base text 2020/80. New duties and transitional provisions are explained in the source record. Not a complete consolidated text.
Verified later amendments are separately available in the library: 2025/142 (2026-06-04). This quotation remains from the historical OJ publication, not a current consolidated text.
Safety case
Explanation: Structured safety justification connecting claims, arguments and evidence.
“Safety case” means structured documentation that provides a compelling, comprehensible, and valid case that the ADS meets the relevant ADS requirements of this Regulation and is free from unreasonable risks to the ADS vehicle user(s) and other road users.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
“Safety case” means structured documentation that provides a compelling, comprehensible, and valid case that the ADS meets the relevant ADS requirements of this Regulation and is free from unreasonable risks to the ADS vehicle user(s) and other road users.
Quoted provision checked: No date recorded for this quotation.
Quoted from the proposal submitted in June 2026. Adoption of the UNECE framework does not itself establish entry into force or applicability in Slovakia.
Self-driving test
Explanation: Statutory capability test under the British framework; assessment depends on travel locations and circumstances.
A vehicle “satisfies the self-driving test” if—
(a) it is designed or adapted with the intention that a feature of the vehicle will allow it to travel autonomously, and
(b) it is capable of doing so, by means of that feature, safely and legally.
Whether a vehicle satisfies the test is to be assessed by reference to the location and circumstances of that intended travel (and may differ in respect of different locations and circumstances).
Enacted legislation for England, Wales and Scotland. Cited sections 1, 7, 12, 44 and 46 are marked Prospective (not yet in force) in the official revised text. Checked 8 September 2026; this does not mean that the whole Act is uncommenced.
Separate technical unit
Explanation: A device approved separately but in relation to specified vehicle types.
‘Separate technical unit’ means a device subject to the requirements of this Regulation and intended to be part of a vehicle, which may be type-approved separately, but only in relation to one or more specified types of vehicle where this Regulation makes express provisions for so doing.
UN R161, paragraph 2.2. Wording follows the Official Journal; whitespace and line breaks were normalised.
Verified later amendments are separately available in the library: 2025/21 (2025-09-26). This quotation remains from the historical OJ publication, not a current consolidated text.
Software
Explanation: Digital data and instructions forming part of an electronic control system.
"Software" means the part of an Electronic Control System that consists of digital data and instruction.
Paragraph 2.8, authentic base text ECE/TRANS/WP.29/2020/80, p. 3. The 01 series does not amend section 2. The Slovak wording is from the original section 2 published in the EU Official Journal (2021), not a Slovak consolidation of the 01 series.
01 series, effective 4 June 2026 (C.N.237.2026). Section 2 is unchanged; quotations follow the authentic base text 2020/80. New duties and transitional provisions are explained in the source record. Not a complete consolidated text.
Verified later amendments are separately available in the library: 2025/142 (2026-06-04). This quotation remains from the historical OJ publication, not a current consolidated text.
Software update
Explanation: An update includes changes to configuration parameters. Its effects on approved functions require a separate assessment.
"Software update" means a package used to upgrade software to a new version including a change of the configuration parameters.
Paragraph 2.3, authentic base text ECE/TRANS/WP.29/2020/80, p. 3. The 01 series does not amend section 2. The Slovak wording is from the original section 2 published in the EU Official Journal (2021), not a Slovak consolidation of the 01 series. Related 01-series provisions: 7.1.1.3, 7.1.1.9–10, 7.1.4, 7.2.1.2 and section 13; see the source explanation.
01 series, effective 4 June 2026 (C.N.237.2026). Section 2 is unchanged; quotations follow the authentic base text 2020/80. New duties and transitional provisions are explained in the source record. Not a complete consolidated text.
Verified later amendments are separately available in the library: 2025/142 (2026-06-04). This quotation remains from the historical OJ publication, not a current consolidated text.
Software Update Management System (SUMS)
Explanation: Organisational processes and procedures for delivering software updates under R156.
"Software Update Management System (SUMS)" means a systematic approach defining organizational processes and procedures to comply with the requirements for delivery of software updates according to this Regulation.
Paragraph 2.5, authentic base text ECE/TRANS/WP.29/2020/80, p. 3. The 01 series does not amend section 2. The Slovak wording is from the original section 2 published in the EU Official Journal (2021), not a Slovak consolidation of the 01 series. Related 01-series provisions: 7.1.1.3, 7.1.1.9–10, 7.1.4, 7.2.1.2 and section 13; see the source explanation.
01 series, effective 4 June 2026 (C.N.237.2026). Section 2 is unchanged; quotations follow the authentic base text 2020/80. New duties and transitional provisions are explained in the source record. Not a complete consolidated text.
‘Software Update Management System (SUMS)’ means a systematic approach defining organizational processes and procedures to comply with the requirements for delivery of software updates according to this Regulation.
UN R156, paragraph 2.5. Wording follows the Official Journal; whitespace and line breaks were normalised. Paragraphs 7.1.1.8–9 address effects on type approval; paragraphs 7.2.2.2 and 7.2.2.4 address user information before and after an OTA update.
Verified later amendments are separately available in the library: 2025/142 (2026-06-04). This quotation remains from the historical OJ publication, not a current consolidated text.
Specified maximum speed
Explanation: A term from the 01 series of UN Regulation No. 157; the exact definition is quoted below.
"Specified maximum speed" is the speed declared by the manufacturer up to which the system operates under optimum conditions.
UN R157, paragraph 2.9.1; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
Starting lane
Explanation: A term from the 01 series of UN Regulation No. 157; the exact definition is quoted below.
"Starting lane" is the lane out of which the ALKS vehicle intends to manoeuvre.
UN R157, paragraph 2.22; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
Steering (components)
Explanation: Steering components as defined in R161; not a definition of the driver or dynamic driving task.
‘Steering’ means the steering control, the steering column and its accessory cladding, the steering shaft, the steering gearbox and all other components which directly affect the effectiveness of the device to prevent unauthorized use.
UN R161, paragraph 2.6. Wording follows the Official Journal; whitespace and line breaks were normalised.
Verified later amendments are separately available in the library: 2025/21 (2025-09-26). This quotation remains from the historical OJ publication, not a current consolidated text.
System
Explanation: A set of components or subsystems implementing a function. The meaning of this general term depends on the cited regulation.
"System" means a set of components and/or sub-systems that implement a function of functions.
Paragraph 2.10, authentic base text ECE/TRANS/WP.29/2020/80, p. 3. The 01 series does not amend section 2. The Slovak wording is from the original section 2 published in the EU Official Journal (2021), not a Slovak consolidation of the 01 series. The original reads “function of functions”; the quotation does not silently correct it.
01 series, effective 4 June 2026 (C.N.237.2026). Section 2 is unchanged; quotations follow the authentic base text 2020/80. New duties and transitional provisions are explained in the source record. Not a complete consolidated text.
‘System’ means a set of components and/or sub-systems that implement a function of functions.
UN R156, paragraph 2.10. Wording follows the Official Journal; whitespace and line breaks were normalised. The English publication reads “function of functions”; the quotation does not silently correct it.
Verified later amendments are separately available in the library: 2025/142 (2026-06-04). This quotation remains from the historical OJ publication, not a current consolidated text.
The original text E/ECE/TRANS/505/Rev.3/Add.154 dated 4 March 2021 is quoted. The UN depositary confirms entry into force on 22 January 2021 and records subsequent amendments. This is not the latest consolidated text or an assessment of applicability to a particular vehicle. Paragraphs 2.1–2.13 were checked against the supplied PDF; Slovak wording is from OJ L 82, 9 March 2021. Only the original UNECE texts have legal effect under international public law. The direct UNECE link returned 403 during review.
Text incorporating Supplement 3 to the original regulation; entry into force on 10 January 2025 is confirmed by C.N.63.2025. The original 2021 version remains separately available. Quotation from the identified Official Journal publication, checked in the full English and Slovak texts. Only the original UNECE texts have legal effect under international public law. This is not an assessment of applicability to a particular vehicle.
System override
Explanation: Driver input taking priority over system control while the system remains active.
A "system override" by the driver means a situation when the driver provides an input to a control which has priority over the longitudinal or lateral control of the system, while the system is still active.
UN R157, paragraph 2.13; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
A ‘system override’ by the driver means a situation when the driver provides an input to a control which has priority over the longitudinal or lateral control of the system, while the system is still active.
UN R157, paragraph 2.13. Wording follows the Official Journal; whitespace and line breaks were normalised.
The 60 km/h limit in the historical definition must not be applied to later series. Verified later amendments are separately available in the library: 2025/63 (2026-01-11); 2025/64 (2026-01-11). This quotation remains from the historical OJ publication, not a current consolidated text.
Target lane
Explanation: A term from the 01 series of UN Regulation No. 157; the exact definition is quoted below.
"Target lane" is the lane into which the ALKS vehicle intends to manoeuvre. The target lane can be a regular lane of travel, an enter lane, an exit lane or a hard shoulder, emergency refuge area or beside the road.
UN R157, paragraph 2.23; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
Target stop area
Explanation: A term from the 01 series of UN Regulation No. 157; the exact definition is quoted below.
"Target stop area" means a potential stopping area (e.g. emergency lane, hard shoulder, beside the road, slowest lane of traffic, own lane of travel).
UN R157, paragraph 2.28; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
Technical supervision
Explanation: German statutory role of a natural person able to deactivate the vehicle and approve manoeuvres. Not automatically a remote driver.
Technische Aufsicht eines Kraftfahrzeugs mit autonomer Fahrfunktion im Sinne dieses Gesetzes ist diejenige natürliche Person, die dieses Kraftfahrzeug während des Betriebs gemäß § 1e Absatz 2 Nummer 8 deaktivieren und für dieses Kraftfahrzeug gemäß § 1e Absatz 2 Nummer 4 und Absatz 3 Fahrmanöver freigeben kann.
Working English translation (unofficial)
Technical supervision of a motor vehicle with an autonomous driving function within the meaning of this Act is the natural person who can deactivate that vehicle during operation under section 1e(2), point 8, and approve driving manoeuvres for it under section 1e(2), point 4, and subsection (3).
The hardware and software installed in a motor vehicle which allow a remote human operator to supervise or perform aspects of, or the entirety of, the dynamic driving task.
The original text E/ECE/TRANS/505/Rev.3/Add.154 dated 4 March 2021 is quoted. The UN depositary confirms entry into force on 22 January 2021 and records subsequent amendments. This is not the latest consolidated text or an assessment of applicability to a particular vehicle. Paragraphs 2.1–2.13 were checked against the supplied PDF; Slovak wording is from OJ L 82, 9 March 2021. Only the original UNECE texts have legal effect under international public law. The direct UNECE link returned 403 during review.
Text incorporating Supplement 3 to the original regulation; entry into force on 10 January 2025 is confirmed by C.N.63.2025. The original 2021 version remains separately available. Quotation from the identified Official Journal publication, checked in the full English and Slovak texts. Only the original UNECE texts have legal effect under international public law. This is not an assessment of applicability to a particular vehicle.
Time zero (EDR)
Explanation: The time reference for event timestamps; the Slovak OJ labels it “začiatok”.
The quoted 01 series entered into force on 22 April 2022 (C.N.112.2022). Verified later amendments are separately available in the library: 2023/98/Rev.1 (2024-06-15); 2023/101 (2024-06-15); 2023/102 (2024-06-15). This quotation remains from the historical OJ publication, not a current consolidated text.
Transition phase
Explanation: The duration of an ALKS transition demand.
"Transition phase" means the duration of the transition demand.
UN R157, paragraph 2.3; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
The 60 km/h limit in the historical definition must not be applied to later series. Verified later amendments are separately available in the library: 2025/63 (2026-01-11); 2025/64 (2026-01-11). This quotation remains from the historical OJ publication, not a current consolidated text.
Trial operation
Explanation: A special regime for test journeys based on permission from the type-approval authority.
The Decree specifies the application contents and permit template. Its older cross-references must be read alongside the current section 49 of the Act.
“Testing” means the operation of an autonomous vehicle on public roads by employees, contractors, or designees of a manufacturer for the purpose of assessing, demonstrating, and validating the automated driving system’s capabilities.
Comparative mapping: California testing is not identical to the Slovak statutory category of trial operation.
California administrative regulation effective 28 April 2026; definitions for Articles 3.7 and 3.8. Individual operational duties may have later compliance dates. Checked 8 September 2026.
verksamhet som innefattar förande av automatiserade fordon för att testa och utvärdera automatiska funktioner som inte ingår i ett typgodkännande, ett enskilt godkännande eller en registreringsbesiktning enligt fordonslagen (2002:574).
Working English translation (unofficial)
activities involving the driving of automated vehicles to test and evaluate automatic functions not covered by a type approval, individual approval or registration inspection under the Vehicles Act (2002:574).
Trial-operation regulation as amended by SFS 2020:754, effective 1 January 2021. The amendment also continued the regulation beyond June 2022. Earlier permits remain subject to the previous § 7. Checked 8 September 2026.
Example: A development vehicle undergoes tests on an authorised route.
Trigger threshold (EDR)
Explanation: The relevant parameter meeting the conditions for recording an EDR event.
The quoted 01 series entered into force on 22 April 2022 (C.N.112.2022). Verified later amendments are separately available in the library: 2023/98/Rev.1 (2024-06-15); 2023/101 (2024-06-15); 2023/102 (2024-06-15). This quotation remains from the historical OJ publication, not a current consolidated text.
Type-approval
Explanation: A procedure through which an approval authority certifies that a vehicle or system type meets applicable requirements.
Typovým schválením je postup, ktorým typový schvaľovací orgán potvrdzuje, že typ vozidla, systému, komponentu, samostatnej technickej jednotky alebo spaľovacieho motora necestných pojazdných strojov spĺňa požiadavky ustanovené na schvaľovací postup a technické požiadavky; typové schválenie môže byť vnútroštátne typové schválenie alebo typové schválenie EÚ.
"Tyre Pressure Monitoring System" means a system fitted on a vehicle, able to perform a function to evaluate the inflation pressure of the tyres or the variation of this inflation pressure over time and to transmit corresponding information to the user while the vehicle is running.
Inserted paragraph 2.61, ECE/TRANS/WP.29/2022/26, p. 3. Also checked on the rendered PDF page; whitespace, line breaks and quotation marks normalised. The definition alone does not require every vehicle to be equipped with the system.
Supplement 1 to the 01 series; effective 8 October 2022 under C.N.370.2022. Citations use the original inserted paragraphs in 2022/26, not consolidated 02-series numbering.
Unplanned event
Explanation: A situation unknown in advance but considered likely, requiring a transition demand.
"Unplanned event" is a situation which is unknown in advance, but assumed as very likely in happening and which requires a transition demand. This may include: road construction, inclement weather, approaching emergency vehicles/enforcement vehicles, missing lane markings, load falling from truck.
UN R157, paragraph 2.5; ECE/TRANS/WP.29/2022/59/Rev.1. Checked against the full text and rendered PDF page. Whitespace and line breaks normalised; Slovak translation is unofficial.
Selected 01-series definitions checked through Supplement 4 (11 January 2026). Paragraph 2.27 follows Supplement 1 (24 September 2023); Supplements 2–4 do not amend section 2. This is not a complete consolidated text or a vehicle-specific assessment.
‘Unplanned event’ is a situation which is unknown in advance, but assumed as very likely in happening, e.g. road construction, inclement weather, approaching emergency vehicle, missing lane marking, load falling from truck (collision) and which requires a transition demand.
UN R157, paragraph 2.5. Wording follows the Official Journal; whitespace and line breaks were normalised.
The 60 km/h limit in the historical definition must not be applied to later series. Verified later amendments are separately available in the library: 2025/63 (2026-01-11); 2025/64 (2026-01-11). This quotation remains from the historical OJ publication, not a current consolidated text.
User-in-charge (UIC)
Explanation: Specific British legal status of an occupant while an authorised feature is engaged. Not automatically equivalent to the SAE technical concept of a fallback-ready user.
An individual is the “user-in-charge” of a vehicle if—
(a) the vehicle is an authorised automated vehicle with an authorised user-in-charge feature,
(b) that feature is engaged, and
(c) the individual is in, and in position to exercise control of, the vehicle, but is not controlling it.
Enacted legislation for England, Wales and Scotland. Cited sections 1, 7, 12, 44 and 46 are marked Prospective (not yet in force) in the official revised text. Checked 8 September 2026; this does not mean that the whole Act is uncommenced.
Vehicle operator
Explanation: The Act means the vehicle owner or the holder designated by the owner. This is not necessarily the transport service provider.
Quoted provision checked: No date recorded for this quotation.
Example: The owner designates a holder recorded in the vehicle documents.
Vehicle operator — legal attribution
Explanation: Comparison of the role called operator: California ties it to a person in the driver's seat or engaging the technology; Florida combines a general definition with special attribution to the ADS. Not automatically equivalent to a registered vehicle operator.
An “operator” of an autonomous vehicle is the person who is seated in the driver’s seat, or, if there is no person in the driver’s seat, causes the autonomous technology to engage.
Any person who is in actual physical control of a motor vehicle upon the highway or who is exercising control over or steering a vehicle being towed by a motor vehicle.
Operator attribution rule — not a standalone definition
Verbatim text · English
For purposes of this chapter, unless the context otherwise requires, the automated driving system, when engaged, shall be deemed to be the operator of an autonomous vehicle, regardless of whether a person is physically present in the vehicle while the vehicle is operating with the automated driving system engaged.
Operator attribution rule — not a standalone definition
Verbatim text · English
For purposes of this chapter, unless the context otherwise requires, a person shall be deemed the operator of an autonomous vehicle which is operated in autonomous mode when the person causes the autonomous vehicle to engage, regardless of whether the person is physically present in the vehicle while it is engaged.
Administrative regulation. NAC 482A.020 attributes operator status for this chapter; it is not a general definition of vehicle ownership. Checked 8 September 2026.
Operator attribution rule — not a standalone definition
Verbatim text · English
When an automated driving system installed on a motor vehicle is engaged, the automated driving system is the operator of the vehicle, including for purposes of assessing compliance with applicable traffic or motor vehicle laws.
When an automated driving system installed on an automated motor vehicle is engaged, the owner of, or if the vehicle is operating under an authorization issued by the department under Section 545.456, the authorization holder for, the automated motor vehicle shall be issued any citation for a violation of traffic or motor vehicle laws related to the vehicle.
Quoted wording of §§ 545.451 and 545.454 enacted by SB 2807, § 1, effective 1 September 2025. Text reconstructed from the enacted amendment with deleted wording omitted. Checked 8 September 2026; implementing rules are not comprehensively reviewed.
Vehicle type
Explanation: A vehicle grouping defined for a particular approval regulation; R155 considers the manufacturer’s designation, electrical/electronic architecture and interfaces.
"Vehicle type" means vehicles which do not differ in at least the following: (a) The manufacturer’s designation of the vehicle type; (b) Essential aspects of the design of the vehicle type with respect to software update processes.
Paragraph 2.1, authentic base text ECE/TRANS/WP.29/2020/80, p. 3. The 01 series does not amend section 2. The Slovak wording is from the original section 2 published in the EU Official Journal (2021), not a Slovak consolidation of the 01 series.
01 series, effective 4 June 2026 (C.N.237.2026). Section 2 is unchanged; quotations follow the authentic base text 2020/80. New duties and transitional provisions are explained in the source record. Not a complete consolidated text.
‘Vehicle type’ means vehicles which do not differ in at least the following: (a) The manufacturer’s designation of the vehicle type; (b) Essential aspects of the design of the vehicle type with respect to software update processes.
UN R156, paragraph 2.1. Wording follows the Official Journal; whitespace and line breaks were normalised.
Verified later amendments are separately available in the library: 2025/142 (2026-06-04). This quotation remains from the historical OJ publication, not a current consolidated text.
"Vehicle type" means vehicles which do not differ in at least the following essential respects:
(a) The manufacturer’s designation of the vehicle type;
(b) Essential aspects of the electric/electronic architecture and external interfaces with respect to cyber security.
UN R155, paragraph 2.1; supplied PDF, p. 4. Slovak wording is the published OJ text, not a ROAT working translation.
The original text E/ECE/TRANS/505/Rev.3/Add.154 dated 4 March 2021 is quoted. The UN depositary confirms entry into force on 22 January 2021 and records subsequent amendments. This is not the latest consolidated text or an assessment of applicability to a particular vehicle. Paragraphs 2.1–2.13 were checked against the supplied PDF; Slovak wording is from OJ L 82, 9 March 2021. Only the original UNECE texts have legal effect under international public law. The direct UNECE link returned 403 during review.
"Vehicle type" means vehicles which do not differ in at least the following essential respects: (a) The manufacturer’s designation of the vehicle type; (b) Essential aspects of the electric/electronic architecture and external interfaces with respect to cyber security.
UN R155, paragraph 2.1. Wording follows the Official Journal; whitespace and line breaks were normalised.
Text incorporating Supplement 3 to the original regulation; entry into force on 10 January 2025 is confirmed by C.N.63.2025. The original 2021 version remains separately available. Quotation from the identified Official Journal publication, checked in the full English and Slovak texts. Only the original UNECE texts have legal effect under international public law. This is not an assessment of applicability to a particular vehicle.
‘Vehicle type’ means a category of motor vehicles which do not differ in such essential respects as: 2.4.1. The manufacturer’s type designation, 2.4.2. The arrangement and design of the vehicle component or components on which the device to prevent unauthorized use acts, 2.4.3. The type of device to prevent unauthorized use.
UN R161, paragraph 2.4. Wording follows the Official Journal; whitespace and line breaks were normalised.
Verified later amendments are separately available in the library: 2025/21 (2025-09-26). This quotation remains from the historical OJ publication, not a current consolidated text.
Vehicle user
Explanation: R156 also covers the owner, fleet-manager or manufacturer representatives and an authorised technician. This is not a synonym for driver.
"Vehicle user" means a person operating or driving the vehicle, a vehicle owner, an authorised representative or employee of a fleet manager, an authorised representative or employee of the vehicle manufacturer, or an authorized technician.
Paragraph 2.6, authentic base text ECE/TRANS/WP.29/2020/80, p. 3. The 01 series does not amend section 2. The Slovak wording is from the original section 2 published in the EU Official Journal (2021), not a Slovak consolidation of the 01 series.
01 series, effective 4 June 2026 (C.N.237.2026). Section 2 is unchanged; quotations follow the authentic base text 2020/80. New duties and transitional provisions are explained in the source record. Not a complete consolidated text.
‘Vehicle user’ means a person operating or driving the vehicle, a vehicle owner, an authorised representative or employee of a fleet manager, an authorised representative or employee of the vehicle manufacturer, or an authorized technician.
UN R156, paragraph 2.6. Wording follows the Official Journal; whitespace and line breaks were normalised.
Verified later amendments are separately available in the library: 2025/142 (2026-06-04). This quotation remains from the historical OJ publication, not a current consolidated text.
Vulnerability
Explanation: A weakness that a threat may exploit; under R155 it may also concern a mitigation itself.
The original text E/ECE/TRANS/505/Rev.3/Add.154 dated 4 March 2021 is quoted. The UN depositary confirms entry into force on 22 January 2021 and records subsequent amendments. This is not the latest consolidated text or an assessment of applicability to a particular vehicle. Paragraphs 2.1–2.13 were checked against the supplied PDF; Slovak wording is from OJ L 82, 9 March 2021. Only the original UNECE texts have legal effect under international public law. The direct UNECE link returned 403 during review.
Text incorporating Supplement 3 to the original regulation; entry into force on 10 January 2025 is confirmed by C.N.63.2025. The original 2021 version remains separately available. Quotation from the identified Official Journal publication, checked in the full English and Slovak texts. Only the original UNECE texts have legal effect under international public law. This is not an assessment of applicability to a particular vehicle.
Reading the sources
SAE is a technical taxonomy. WP.1 resolutions are non-binding recommendations. The Vienna Convention is an international treaty: Article 34 bis sets conditions under which use of an ADS satisfies the driver requirement. It does not make the system a human or a driver under every domestic law.
Documents 2026/137 and 2026/139 are cited as specific proposal versions. UNECE announced adoption of the ADS framework on 24 June 2026; these quotations do not establish its entry into force or applicability to a particular vehicle or operation. UNECE
PACE Resolution 2346 (2020) provides wider automated transport policy context. It contains policy recommendations, not another statutory definition. Resolution 2346 (2020)