What Asia and the EU’s New Vehicle Automation Rules Mean for Your Fleet

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Regulators across Asia and Europe are moving in the same direction on vehicle automation — harmonising national rules with international standards for systems ranging from driver assistance and cruise control to V2X communication and full automated driving. Nearly every measure covered here lands new obligations on manufacturers: safety management systems, testing and type approval requirements, incident reporting, and human-machine interface performance. The common driver is confidence: automation can only deliver its safety benefits if road users trust it, which is what makes regulatory action urgent.

Table of Contents

• Introduction
• Asia
• Europe
• Conclusion
• FAQ

Introduction

Vehicle automation is one of the most promising technological advancements of our time because it aims to save thousands of lives by eliminating human error.

Common examples of vehicle automation systems include advanced driver assistance systems (ADAS), tyre pressure monitoring systems (TPMS), emergency lane-keeping systems, etc. They use sensors, software, and artificial intelligence to assist or completely replace human drivers. The industry follows a six-stage scale from Level 0 (no automation) to Level 5 (full autonomy under all conditions) defined by the Society of Automotive Engineers (SAE).

As of July 2022, EU legislation (General Safety Regulation 2019/2144) requires new car models to be fitted with a range of advanced driver assistance systems. This mandated ADAS rollout is expected to help prevent over 25,000 fatalities and 140,000 serious injuries cumulatively across the bloc by 2038.

This blog gathers the key regulatory developments for vehicle automation systems across Asia and Europe so far in 2026, along with a few from 2025 for context. You can keep pace with these changes using our compliance monitoring offering.

Asia

South Korea

1. Implementing Advanced Driver Assistance Systems (ADAS), Draft Law, July 2026

South Korea’s Advanced Driver Assistance Systems (ADAS) market is expanding rapidly, projected to reach $28.9 billion by 2031.

Alongside the ongoing shift toward vehicle electrification and the rise of software-defined vehicles, technological development and discussion around Advanced Driver Assistance Systems (ADAS) – which support drivers by continuously managing lane-keeping and lane-changing – are becoming increasingly widespread.

This proposal aims to contribute to creating an environment where drivers in Korea can safely and conveniently operate vehicles equipped with such devices by establishing a system that harmonises international standards for ADAS in a manner suitable for Korea’s automobile laws.

Manufacturer obligations:

• Verification, evaluation, and post-management of systems regarding driver assistance;
• Establishing a plan regarding the safety management system prescribed by the Ministry;
• Ensuring that structures and devices related to driver control, such as lane changing and driver monitoring, comply with automobile safety standards;
• Managing and reporting accidents involving vehicles equipped with driver assistance systems, etc.

Other significant measures:

This Law allows for the suspension of production, assembly, import, or sale of automobiles if manufacturers, etc. fail to comply with corrective measures ordered by the Minister. It establishes penalty provisions for those who fail to submit a safety management system plan regarding driver assistance systems.

2. Automatic-Command steering, Draft Announcement, December 2025

The proposed amendment aims to harmonise South Korean regulations with international standards for Automatic-Command steering.

Manufacturer obligations:

• New test methods for permitted installations;
• Harmonisation with international standards for automatic-command steering, corrected steering, and emergency steering functions;
• Operational conditions, performance standards, and warning requirements.

3. Harmonisation with International Standards and updates to Safety and Lighting Requirements, Draft Announcement, December 2025

The proposed amendment aims to harmonise the Korean regulations with international standards.

Manufacturer obligations:

• New test methods for permitted installations;
• Harmonisation with international standards for automatic-command steering, corrected steering, and emergency steering functions, including operational conditions, performance standards, and warning requirements.

China

1. Performance Requirements and Test Methods for Brake Assist Systems (BAS) in Light-Duty Vehicles, Draft Technical Regulation, February 2026

In 2025, the Advanced Emergency Braking system penetration rate in new passenger vehicles in China exceeded 60%.

This draft standard specifies general requirements, performance requirements, and test methods for Brake Assist Systems (BAS) installed on M1 and N1 category vehicles, as defined under GB/T 15089. It applies to light-duty vehicles equipped with BAS and requires that such vehicles also comply with the relevant anti-lock braking system (ABS) standards under GB 21670 or GB/T 13594.

Manufacturer Obligations:

• General requirements, performance requirements, and test methods for Brake Assist Systems (BAS) installed on M1 and N1 category vehicles, as defined under GB/T 15089;
• BAS must be designed, manufactured, and installed to function reliably under vibration, corrosion, ageing, and electromagnetic interference conditions, and must comply with GB 34660 on electromagnetic compatibility;
• Functional safety requirements must be integrated into the overall braking system safety assessment in accordance with GB 21670 and GB 12676;
• Testing of sensors and other instrumentation.

This draft is aligned with UN Regulation No. 139 (BAS) and is intended to support harmonisation with international technical standards. In case of any doubt, the Adherent team would be pleased to help you with selecting the relevant standards.

2. Intelligent and Connected Vehicles – Technical Specifications for Data Interaction and Management System for Safety Incidents, Draft Standard, March 2026

Safety incident data exchange between intelligent connected vehicles (ICVs) creates a cooperative 360-degree awareness network via V2X (Vehicle-to-Everything) communication. It transforms isolated road data into real-time hazard warnings, allowing vehicles and infrastructure to prevent collisions, optimise traffic flow, and save lives before accidents occur.

The Draft Standard, which would be of mandatory application, is proposed to apply to the safety incident data exchange between intelligent connected vehicles equipped with combined driver assistance and autonomous driving systems.

Manufacturer Obligations:

• Registration requirements;
• Security incident reporting for intelligent connected vehicle safety incident data; exchange and management systems;
• Testing requirements

3. Technical Specification for Cruise Control System of Vehicles, Draft Standard, May 2026

The proposal concerns cruise control systems installed in M and N category vehicles. It explains that cruise control technology has evolved from single-sensor perception and basic following functions toward multi-source fusion perception and cooperative cruising. The proposal also notes that the penetration rate of cruise control systems in new passenger vehicles in China has exceeded 60%, with use scenarios covering expressways and urban express roads.

Manufacturer Obligations:

• Requirements related to cruise control system functions, speed control, driver intervention, activation and exit;
• Managing interaction with other driving automation systems, self-inspection and faults;
• Human-machine interaction, electromagnetic compatibility and functional safety;
• Data recording, special requirements for adaptive cruise control functions, performance requirements and test methods.

4. Performance Requirements and Test Methods for Driver Attention Monitoring System, Draft Regulatory Standard, May 2026

Driver Attention Monitoring Systems use infrared cameras to capture your eyes at rates as high as 60 frames per second — enough for the car to register a blink, a yawn, or a glance away from the road, even in complete darkness.

The proposed standard outlines the functional requirements, specifically warning trigger conditions, human-machine interface (HMI) reminder methods, and system shutdown conditions, as well as the corresponding test methods for driver attention monitoring systems. The scope of the draft applies to Class M and N vehicles equipped with such systems, while allowing other systems with identical features to reference its provisions.

Manufacturer obligations:

• Ensure that the monitoring system provides real-time driver fatigue and attention warnings, alongside advanced driver distraction warnings;
• Minimise false alarm rates;
• Optimise alert accuracy to enhance overall road safety

India

1. The National Frequency Allocation Plan, 2025

The National Frequency Allocation Plan, 2025 now incorporates decisions to use specific frequency bands for Intelligent Transport Systems (ITS)/ Vehicle-to-Everything (ITS/V2X) to support autonomous transport and real-time industrial automation.

Unlike standard cellular data, direct Vehicle-to-Everything (V2X) signals on certain frequency allocation bands bypass mobile towers entirely to broadcast braking and position alerts 10 times a second—meaning cars can “see” hazards around blind corners even without cell service

2. Regulatory Framework for Vehicle-to-Everything (V2X) Communication, Consultation Document, April 2026

Vehicle-to-everything (V2X) technology enables vehicles to communicate with each other, with other road users such as pedestrians and cyclists, with networks and with roadside infrastructure. Deployments utilising V2X technologies have demonstrated the safety benefits on a smaller scale. However, to realise the full lifesaving potential of V2X technology will require vehicles and infrastructure to communicate safely, securely and without harmful interference across a variety of devices and platforms.

In the future, V2X will realise multiple types of communications, such as:

(a) Vehicle-to-Vehicle (V2V): It refers to the exchange of information using short-range and/ or direct communications between vehicles located in close proximity to each other;

(b) Vehicle-to-Infrastructure (V2I): It is the exchange of data using short-range and/ or direct communications between a vehicle and roadside infrastructure (e.g. traffic lights);

(c) Vehicle-to-Pedestrian (V2P): It is the exchange of information using short-range and/ or direct communications between vehicles and mobile devices carried by a Vulnerable Road User (VRU) such as a pedestrian (or cyclist, or pets, or driver/passenger of another vehicle via short-range communication);

(d) Vehicle-to-Network (V2N): It is the exchange of information using long-range communications between a vehicle and a mobile network or Internet-based cloud services.

3. AIS-186 Approval of Motor Vehicles with regard to the Blind Spot Information System for the Detection of Bicycles, Standard, April 2024 – Amendment 1, 05/2026

While designed to protect cyclists in dense traffic, adapting these systems in India requires detecting not just bicycles, but an unpredictable mix of bicycles, e-rickshaws, stray cattle, and lane-splitting motorcycles all at once.

This standard aims to prevent collisions involving heavy vehicles and bicycles by introducing a high-intensive warning that could trigger driver reactions prior to potential incidents. Per the introduction, what the standard requires is essentially “an early activation of an information signal in case a bicycle might be entering a critical area on the passenger side of the vehicle, if the heavy vehicle would initiate a turn towards the bicycle, including situations where a counter-turn (away from the bicycle) is necessary to negotiate the turn.

Manufacturer obligations:

• Provide automatic deactivation provision: Vehicles must now automatically deactivate the BSIS in defined situations such as when street cleaning equipment or snow ploughs are attached, etc.
• Supply a list of deactivation situations and criteria to the test agency at type approval (annexed to the test report);
• The system must automatically reactivate once the triggering conditions end, and a constant optical warning (the yellow failure warning signal may be used) must inform the driver of deactivation.

4. AIS-187 Approval of Motor Vehicles with regard to the Moving Off Information System for the Detection of Pedestrians and Cyclists, Standard, April 2024 – Amendment 1, 05/2026

AIS-187 also implements similar Automatic deactivation provisions as mentioned above.

Japan

Japanese Ordinance on Vehicle Reversing and Lighting Installations

Safety Standards for Road Vehicles Ordinance is amended to introduce new safety criteria for vehicle reverse-projection devices, which display an image on the road surface behind a reversing vehicle to alert pedestrians and cyclists.

Europe

United Nations Economic Commission for Europe (UNECE)

Automated Driving System (ADS), Global Technical Regulation, June 2026

Automated Driving Systems (ADS) are set to fundamentally reshape road transport, but they also introduce a range of new safety risks that manufacturers and international regulators must work together to address effectively. “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.

By preventing fragmented national approaches, the regulation offers clarity for manufacturers, confidence for consumers and a pathway to scale innovation safely across markets. Therefore, this regulation has support from major auto markets, including Canada, China, European Union, Japan, United Kingdom and United States.

Manufacturer Obligations:

• Establish, implement, and document a Safety Management System (SMS);
• Carry out periodic independent internal audits and external audits to ensure that the processes established for the Safety Management System are implemented consistently;
• Notify the relevant authority of a critical occurrence without unreasonable delay;
• Demonstrate that the real-world testing facilities (public roads), environment, and capabilities are suitable to conduct testing;
• Include a description of each ADS feature configuration

European Union (EU)

Technical Requirements for Automated Valet Parking (AVP), Regulation (EU) 2026/481

Solutions for large-scale production and deployment of automated valet parking (AVP) already exist. Before these can be permitted, however, additional technical requirements must be established for safety performance, covering selected scenarios such as very low-speed operation within parking areas.

Hence, this regulation amends the definition of Automated Valet Parking (AVP) to align with the UNECE framework. Instead of defining AVP as dual-mode vehicles that can park themselves using a fully automated driving mode, it prescribes AVP as vehicles with an Automated Driving System (ADS) for parking applications within an operational design domain (ODD).

Manufacturer Obligations:

• Compliance with technical specifications for type approval of the AVP;
• Requirements for AVP feature activation and deactivation;
• Provide product information in the operating manual;
• Compliance assessment procedures, including test methods and cases.

Finland and Norway have implemented this Regulation.

United Kingdom (UK)

Mandating Vehicle Safety Technologies in Great Britain (GB) Type Approval

In January 2026, the UK Department for Transport consulted on requiring safety technologies for GB type approval of vehicles.

On 16 July 2026, the government published its response, confirming it will proceed with the proposed safety technology package but with revised implementation dates, following feedback from manufacturers and trade bodies on delivery challenges.

Manufacturers will need to implement the following technologies:

• advanced distraction warning
• blind spot information system
• drowsiness and attention warning
• direct vision
• emergency braking for cyclists, pedestrians and vehicles
• event data recorder
• emergency lane keeping system
• emergency stop signal
• frontal full-width impact
• frontal offset impact
• intelligent speed assistance
• moving off information system
• pole side impact
• pedestrian windscreen impact
• reversing motion awareness
• tyre pressure monitoring system

Flanders (Belgium)

Law on the Deployment of Intelligent Transport Systems in Road Transport

Cooperative Intelligent Transport Systems (C-ITS) enable vehicles to communicate with one another and with roadside units using Wi-Fi and cellular links. One interesting application is signal phase and timing data, which tells a driver precisely how many seconds remain before a traffic light changes — even while the intersection is still out of view.

This Decree revises definitions relating to interoperability, ITS services and road data and introduces definitions for cooperative intelligent transport systems (C-ITS), C-ITS services, data availability, national access points, data accessibility, multimodal digital mobility services, underlying information and main roads.

Conclusion

UN World Forum for Harmonization of Vehicle Regulations recognises that Vehicle Automation Systems can only deliver on their potential to improve road transport if they are introduced in a way that gives road users confidence in their safety. If these vehicles confuse users, disrupt traffic, or otherwise underperform, they will fail to deliver those benefits. This makes regulatory action urgent — both to ensure the safety of vehicles operating on public roads and to foster collaboration and communication among everyone involved in developing and overseeing them. We have a product compliance solution designed to keep you on top of those urgent regulatory actions.

FAQ

• What are vehicle automation systems?
  Vehicle automation systems use sensors, software, and artificial intelligence to assist or completely replace human drivers. Common examples include advanced driver assistance systems (ADAS), tyre pressure monitoring systems (TPMS), and emergency lane-keeping systems. The industry follows a six-stage scale from Level 0 (no automation) to Level 5 (full autonomy under all conditions) defined by the Society of Automotive Engineers (SAE).
• What does EU legislation already require for ADAS?
  As of July 2022, EU legislation (General Safety Regulation 2019/2144) requires new car models to be fitted with a range of advanced driver assistance systems. This mandated ADAS rollout is expected to help prevent over 25,000 fatalities and 140,000 serious injuries cumulatively across the bloc by 2038.
• What types of communication does V2X cover?
  V2X covers Vehicle-to-Vehicle (V2V), the exchange of information using short-range and/or direct communications between vehicles in close proximity; Vehicle-to-Infrastructure (V2I), between a vehicle and roadside infrastructure such as traffic lights; Vehicle-to-Pedestrian (V2P), between vehicles and mobile devices carried by a Vulnerable Road User; and Vehicle-to-Network (V2N), using long-range communications between a vehicle and a mobile network or Internet-based cloud services.
• What obligations does the UNECE Automated Driving System regulation place on manufacturers?
  Manufacturers must establish, implement, and document a Safety Management System (SMS); carry out periodic independent internal and external audits to ensure those processes are implemented consistently; notify the relevant authority of a critical occurrence without unreasonable delay; demonstrate that real-world testing facilities (public roads), environment, and capabilities are suitable to conduct testing; and include a description of each ADS feature configuration.
• Which safety technologies will be required for GB type approval in the UK?
  On 16 July 2026, the UK government confirmed it will proceed with the proposed safety technology package but with revised implementation dates. The technologies include advanced distraction warning, blind spot information system, drowsiness and attention warning, direct vision, emergency braking for cyclists, pedestrians and vehicles, event data recorder, emergency lane keeping system, emergency stop signal, frontal full-width impact, frontal offset impact, intelligent speed assistance, moving off information system, pole side impact, pedestrian windscreen impact, reversing motion awareness, and tyre pressure monitoring system.

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