{"id":"qld:sl-2013-0076","name":"Heavy Vehicle (Vehicle Standards) National Regulation","slug":"heavy-vehicle-vehicle-standards-national-regulation","collection":"regulation","jurisdiction":"qld","status":"in_force","isInForce":true,"actNumber":"76 of 2013","makingDate":null,"administeringDepartment":null,"currentVersion":{"id":175545,"registerId":"qld-qld:sl-2013-0076-current","compilationNumber":null,"startDate":"2026-04-05","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"pt.1","sectionType":"part","heading":"Preliminary","content":"# Preliminary","sortOrder":0},{"sectionNumber":"sec.1","sectionType":"section","heading":"Short title","content":"### sec.1 Short title\n\nThis Regulation may be cited as the Heavy Vehicle (Vehicle Standards) National Regulation .","sortOrder":1},{"sectionNumber":"sec.2","sectionType":"section","heading":"Commencement","content":"### sec.2 Commencement\n\nThis Regulation commences in a participating jurisdiction on the day on which Chapter 3 of the Law commences in that jurisdiction.\nIn this Regulation, a reference to ‘the Law’ is a reference to the Heavy Vehicle National Law. See section 12 (2) of Schedule 1 of the Heavy Vehicle National Law.","sortOrder":2},{"sectionNumber":"sec.3","sectionType":"section","heading":"Prescription of vehicle standards","content":"### sec.3 Prescription of vehicle standards\n\nThis Regulation prescribes the vehicle standards with which a single heavy vehicle or heavy combination must comply for its use on a road.\nThe vehicle standards are set out in Schedules 1 to 3 .\nHowever, only Part 3 of Schedule 3 applies to a vehicle that is not a heavy vehicle but forms part of a combination that is a heavy combination.\nThe vehicle standards are based on the Australian Vehicle Standards Rules 1999 contained in Schedule 2 of the National Transport Commission (Road Transport Legislation—Vehicle Standards) Regulations 2006 of the Commonwealth.\n(sec.3-ssec.1) This Regulation prescribes the vehicle standards with which a single heavy vehicle or heavy combination must comply for its use on a road.\n(sec.3-ssec.2) The vehicle standards are set out in Schedules 1 to 3 .\n(sec.3-ssec.3) However, only Part 3 of Schedule 3 applies to a vehicle that is not a heavy vehicle but forms part of a combination that is a heavy combination. The vehicle standards are based on the Australian Vehicle Standards Rules 1999 contained in Schedule 2 of the National Transport Commission (Road Transport Legislation—Vehicle Standards) Regulations 2006 of the Commonwealth.","sortOrder":3},{"sectionNumber":"pt.2","sectionType":"part","heading":"Interpretation and provisions about application of vehicle standards","content":"# Interpretation and provisions about application of vehicle standards","sortOrder":4},{"sectionNumber":"sec.4","sectionType":"section","heading":"Definitions","content":"### sec.4 Definitions\n\nIn this Regulation—\n50mm kingpin means a kingpin meeting the dimension requirements for a 50mm kingpin in AS 2175-1990 ‘Articulated Vehicles—Kingpins’.\nAS 2175-1990 ‘Articulated Vehicles—Kingpins’ may be purchased from Standards Australia.\ns 4 def 50mm kingpin amd 2017 SL No. 113 s 20 (3)\n75mm kingpin means a kingpin with the dimensions mentioned in section 25 (3) of Schedule 3 .\n90mm kingpin means a kingpin meeting the dimension requirements for a 90mm kingpin in AS 2175-1990 ‘Articulated Vehicles—Kingpins’.\nAS 2175-1990 ‘Articulated Vehicles—Kingpins’ may be purchased from Standards Australia.\ns 4 def 50mm kingpin amd 2017 SL No. 113 s 20 (3)\nADR (Definitions and Vehicle Categories) means the ADR titled ‘Vehicle Standard (Australian Design Rule—Definitions and Vehicle Categories) 2005’.\ns 4 def ADR (Definitions and Vehicle Categories) ins 2018 SL No. 89 s 31\nair brake means an air-operated or air-assisted brake.\nair brake compressor , in relation to a vehicle, means a compressor for supplying air to the vehicle’s air brakes.\nair brake reservoir , in relation to a vehicle, means a device for storing compressed air for the purpose of supply to the vehicle’s braking system.\nAir Services Act means the Air Services Act 1995 (Cwlth) .\ns 4 def Air Services Act ins 2017 SL No. 113 s 20 (2)\nAirservices Australia see the Air Services Act , section 7 .\ns 4 def Airservices Australia ins 2017 SL No. 113 s 20 (2)\nAirservices Australia vehicle means a vehicle driven by any of the following persons in the course of the person’s duty to Airservices Australia—\nthe Chief Executive Officer of Airservices Australia appointed under the Air Services Act , section 34 ;\na person appointed to act as Chief Executive Officer of Airservices Australia under the Air Services Act , section 41 ;\na person employed under the Air Services Act , section 42 ;\na person engaged as a consultant under the Air Services Act , section 43 .\ns 4 def Airservices Australia vehicle ins 2017 SL No. 113 s 20 (2)\nair storage tank , in relation to a vehicle, means a tank fitted to the vehicle for storing compressed air.\nAmerican National Standard means a standard published by the American National Standards Institute.\nAmerican National Standards Institute means the not-for-profit organisation of that name comprising government agencies of the United States of America, organisations, companies, academic and international bodies, and individuals.\nAS/NZS means a standard jointly made or published by Standards Australia and Standards New Zealand.\nAustralian Border Force see the Australian Border Force Act 2015 (Cwlth) , section 4 (1) .\ns 4 def Australian Border Force ins 2017 SL No. 113 s 20 (2)\nAustralian Border Force vehicle means a vehicle driven by an Immigration and Border Protection worker in the course of the worker’s duty to the Australian Border Force.\ns 4 def Australian Border Force vehicle ins 2017 SL No. 113 s 20 (2)\nAustralian Standard means—\na standard made or published by Standards Australia; or\na standard jointly made or published by Standards Australia and Standards New Zealand.\nCopies of Australian Standards may be purchased from Standards Australia.\ns 4 def Australian Standard amd 2017 SL No. 113 s 20 (3)\nbraking system , of a vehicle, means the system comprising all the brakes of the vehicle and all the components of the mechanisms by which they are operated.\nBritish Standard means a standard approved for publication on behalf of the British Standards Institution.\nCopies of British Standards may be purchased from Standards Australia.\ns 4 def British Standard amd 2017 SL No. 113 s 20 (3)\nBritish Standards Institution means the institution of that name established under royal charter in the United Kingdom.\ncentre , of an axle group, means—\na vertical line located midway between the centre-lines of the outermost axles of the group; or\nif there are 2 axles in the group and 1 of them is fitted with twice the number of tyres as the other axle—a vertical line located one-third of the way from the centre-line of the axle with more tyres towards the centre-line of the axle with fewer tyres.\ndangerous goods , in relation to a participating jurisdiction, has the meaning given by the laws of the jurisdiction relating to the transport of dangerous goods.\ndiesel engine means an engine that works on the compression-ignition principle, commonly known as a diesel engine.\ndog trailer means a trailer (including a trailer consisting of a semitrailer and converter dolly) that has—\n1 axle group or a single axle at the front that is being steered by connection to a towing vehicle by a drawbar; and\n1 axle group or a single axle at the rear.\ndrawbar means a part of a trailer (other than a semitrailer) that connects the trailer body to a coupling for towing purposes.\ndrawbar eye means the part of a coupling fitted to a trailer’s drawbar through which a pintle hook or pin on a towing vehicle is passed.\ndrawbar-type coupling means a coupling fitted to a trailer used to connect the trailer’s drawbar to a towing vehicle.\nemergency brake , in relation to a vehicle, means a brake designed to be used if the vehicle’s service brake fails.\nemergency service means an entity that has a statutory responsibility to respond to an emergency and includes the following—\nan ambulance service;\na fire brigade, including a volunteer fire brigade;\na police service or police force;\na disaster or emergency organisation of the Commonwealth or a State or Territory.\nemergency vehicle means a heavy vehicle—\nfitted with—\na repeater horn or siren; or\na flashing warning light; and\ndriven by an officer of an emergency service in the course of the officer’s duty.\nexempt vehicle means any of the following heavy vehicles—\nan Airservices Australia vehicle;\nan Australian Border Force vehicle;\nan emergency vehicle;\na police vehicle;\na transport enforcement vehicle.\ns 4 def exempt vehicle sub 2017 SL No. 113 s 20 (1) – (2)\namd 2019 SL No. 238 s 9 (3)\nexhibition purpose , in relation to a heavy vehicle, means the display of the vehicle, or the demonstration of the vehicle’s operation—\nat community events; or\nto community groups.\nformer Australian Transport Council ...\ns 4 def former Australian Transport Council om 2017 SL No. 113 s 20 (1)\nfront fog light means a light used to improve the illumination of the road in case of fog, snowfall, heavy rain or a dust storm.\nGTM (gross trailer mass), of a trailer, means the mass transmitted to the ground by the axles of the trailer when it is loaded to its GVM and connected to a towing vehicle.\nhigh-beam , in relation to a headlight, means the light is built or adjusted so that, when the vehicle is standing on level ground, the top of the main beam of light projected is above the low-beam position.\nImmigration and Border Protection worker see the Australian Border Force Act 2015 (Cwlth) , section 4 (1) .\ns 4 def Immigration and Border Protection worker ins 2017 SL No. 113 s 20 (2)\nJapanese Industrial Standard means a standard published by the Japanese Standards Association.\nJapanese Standards Association means the organisation of that name incorporated in Japan.\nleft , in relation to a vehicle, means left of the centre of the vehicle when viewed by a person in the vehicle who is facing the front of the vehicle.\nlow-beam , in relation to a headlight or front fog light fitted to a heavy vehicle, means the light is built or adjusted so that, when the vehicle is standing on level ground, the top of the main beam of light projected is—\nnot higher than the centre of the headlight or fog light, when measured 8m in front of the vehicle; and\nnot more than 1m higher than the level where the vehicle is standing, when measured 25m in front of the vehicle.\nMinisterial Council means the Standing Ministerial Council—\nthat is established or recognised by the Council of Australian Governments; and\nwhose members include all Ministers in Australia having portfolio responsibility for transport and infrastructure.\ns 4 def Ministerial Council ins 2017 SL No. 113 s 20 (2)\nMotor Vehicle Standards Act ...\ns 4 def Motor Vehicle Standards Act om 2021 SL No. 9 s 11 (1)\nparking brake , in relation to a vehicle, means the brake usually used to keep a vehicle stationary while the vehicle is parked.\npolice vehicle means a heavy vehicle driven by a police officer in the course of the police officer’s duty.\nprescribed dimension requirements means the prescribed dimension requirements under the Heavy Vehicle (Mass, Dimension and Loading) National Regulation .\nRAV means the Register of Approved Vehicles kept under section 14 (1) of the Road Vehicle Standards Act 2018 .\ns 4 def RAV ins 2021 SL No. 9 s 11 (2)\nrepeater horn means a device that makes a sound alternating between different tones or frequencies on a regular time cycle.\nright , in relation to a vehicle, means right of the centre of the vehicle when viewed by a person in the vehicle who is facing the front of the vehicle.\nroad enforcement vehicle ...\ns 4 def road enforcement vehicle om 2019 SL No. 238 s 9 (1)\nroad tank vehicle has the meaning given by the ‘Australian Code for the Transport of Dangerous Goods by Road and Rail’, approved by the Ministerial Council.\ns 4 def road tank vehicle amd 2017 SL No. 113 s 20 (4)\nsecond edition ADR ...\ns 4 def second edition ADR om 2021 SL No. 9 s 11 (1)\nservice brake , in relation to a vehicle, means the brake usually used to decelerate the vehicle.\nside marker light means a light fitted to the side of a vehicle indicating the presence and length of the vehicle when viewed on that side.\nsingle heavy vehicle means a motor vehicle or trailer that, on its own, is a heavy vehicle.\nStandards Association of Australia , for anything done or to be done on or after 1 July 1999, includes a reference to Standards Australia Limited ACN 087 326 690.\nStandards New Zealand means the trading entity of the Standards Council continued in existence under the Standards Act 1988 of New Zealand.\nthird edition ADR ...\ns 4 def third edition ADR om 2021 SL No. 9 s 11 (1)\ntowing vehicle , in relation to a trailer, means the vehicle towing the trailer.\ntransport enforcement vehicle means a heavy vehicle, other than a police vehicle, driven by an authorised officer in the course of the authorised officer’s duty.\ns 4 def transport enforcement vehicle ins 2019 SL No. 238 s 9 (2)\nturntable means a bearing built to carry vertical and horizontal loads, but that does not allow quick separation of its upper and lower rotating elements, and is used to connect and allow articulation between—\na prime mover and a semitrailer; or\nthe front axle group or axle of a dog trailer and the body of the trailer; or\na fifth wheel coupling and the vehicle to which it is mounted.\nvacuum brake means a vacuum-operated brake or a vacuum-assisted brake.\nvacuum storage tank , in relation to a vehicle, means a tank fitted to the vehicle for storing air at a low pressure.\nwarning light means a light fitted to a vehicle designed for the specific purpose of warning road users of the vehicle’s presence on a road.\nwheel chock means a device fitted to 1 or more wheels of a vehicle to prevent the vehicle moving while it is parked.\nyellow , in relation to a light, includes amber.\n- (a) the Chief Executive Officer of Airservices Australia appointed under the Air Services Act , section 34 ;\n- (b) a person appointed to act as Chief Executive Officer of Airservices Australia under the Air Services Act , section 41 ;\n- (c) a person employed under the Air Services Act , section 42 ;\n- (d) a person engaged as a consultant under the Air Services Act , section 43 .\n- (a) a standard made or published by Standards Australia; or\n- (b) a standard jointly made or published by Standards Australia and Standards New Zealand.\n- (a) a vertical line located midway between the centre-lines of the outermost axles of the group; or\n- (b) if there are 2 axles in the group and 1 of them is fitted with twice the number of tyres as the other axle—a vertical line located one-third of the way from the centre-line of the axle with more tyres towards the centre-line of the axle with fewer tyres.\n- (a) 1 axle group or a single axle at the front that is being steered by connection to a towing vehicle by a drawbar; and\n- (b) 1 axle group or a single axle at the rear.\n- (a) an ambulance service;\n- (b) a fire brigade, including a volunteer fire brigade;\n- (c) a police service or police force;\n- (d) a disaster or emergency organisation of the Commonwealth or a State or Territory.\n- (a) fitted with— (i) a repeater horn or siren; or (ii) a flashing warning light; and\n- (i) a repeater horn or siren; or\n- (ii) a flashing warning light; and\n- (b) driven by an officer of an emergency service in the course of the officer’s duty.\n- (i) a repeater horn or siren; or\n- (ii) a flashing warning light; and\n- (a) an Airservices Australia vehicle;\n- (b) an Australian Border Force vehicle;\n- (c) an emergency vehicle;\n- (d) a police vehicle;\n- (e) a transport enforcement vehicle.\n- (a) at community events; or\n- (b) to community groups.\n- (a) not higher than the centre of the headlight or fog light, when measured 8m in front of the vehicle; and\n- (b) not more than 1m higher than the level where the vehicle is standing, when measured 25m in front of the vehicle.\n- (a) that is established or recognised by the Council of Australian Governments; and\n- (b) whose members include all Ministers in Australia having portfolio responsibility for transport and infrastructure.\n- (a) a prime mover and a semitrailer; or\n- (b) the front axle group or axle of a dog trailer and the body of the trailer; or\n- (c) a fifth wheel coupling and the vehicle to which it is mounted.","sortOrder":5},{"sectionNumber":"sec.5","sectionType":"section","heading":"References to vehicle include its equipment etc.","content":"### sec.5 References to vehicle include its equipment etc.\n\nIn this Regulation, a reference to a vehicle is taken to include a reference to the vehicle and all of the equipment fitted to, or forming part of, the vehicle.","sortOrder":6},{"sectionNumber":"sec.6","sectionType":"section","heading":"References to heavy vehicles are references to single heavy vehicles","content":"### sec.6 References to heavy vehicles are references to single heavy vehicles\n\nIn this Regulation, a reference to a heavy vehicle is taken to be a reference to a single heavy vehicle.","sortOrder":7},{"sectionNumber":"sec.7","sectionType":"section","heading":"When restored vehicle is built","content":"### sec.7 When restored vehicle is built\n\nFor the purposes of this Regulation, a restored vehicle is taken to have been built when it was originally built and not when it was restored.\nIn this section—\nrestored vehicle means a vehicle that is being, or has been, restored to its manufacturer’s specifications, so far as it is practicable to meet the specifications.\n(sec.7-ssec.1) For the purposes of this Regulation, a restored vehicle is taken to have been built when it was originally built and not when it was restored.\n(sec.7-ssec.2) In this section— restored vehicle means a vehicle that is being, or has been, restored to its manufacturer’s specifications, so far as it is practicable to meet the specifications.","sortOrder":8},{"sectionNumber":"sec.8","sectionType":"section","heading":"Measurement of width of vehicles","content":"### sec.8 Measurement of width of vehicles\n\nFor this Regulation, the width of a heavy vehicle is measured disregarding devices and systems in accordance with this section.\nThe following are disregarded—\na mirror fitted to a heavy vehicle, other than a cross-view mirror;\na prescribed device for indirect vision fitted to a heavy vehicle, if the device protrudes in accordance with the applicable Australian Design Rule for the device;\na signalling device, side marker light or reflector fitted to a heavy vehicle;\nremovable load restraint equipment fitted to a heavy vehicle, if the overall width of the heavy vehicle, including any part of the equipment, is not more than 2.55m;\na blind spot information system fitted to a heavy vehicle, if the overall width of the heavy vehicle, including any part of the system, is not more than 2.6m;\nthe deflected part of the tyre sidewalls of a heavy vehicle, including any elevations due to labelling, marking, decoration or protective bands or ribs, between the lowest point of each tyre rim and the ground.\nload induced tyre bulge\nAn indirect vision device is disregarded for a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m, if the device is—\nfitted to the heavy vehicle under section 13C (a) of Schedule 2 ; or\nfitted to the heavy vehicle under section 13C (b) of Schedule 2 , if the overall width of the heavy vehicle, including the device, is not more than 2.55m.\nA cross-view mirror fitted to a heavy vehicle is disregarded—\nfor a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m; and\nfor other heavy vehicles, if the total lateral protrusion from the heavy vehicle does not exceed 100mm.\nA device, other than a cross-view mirror, fitted to a heavy vehicle to enable the driver to see objects in an area adjacent to the heavy vehicle is disregarded, if the total lateral protrusion from the heavy vehicle does not exceed 100mm.\nA monitoring device fitted as part of an automated driving system or a close-proximity information system is disregarded, if the total lateral protrusion from the heavy vehicle does not exceed 100mm.\nA permanently fixed webbing assembly-type device fitted to a heavy vehicle is disregarded—\nfor a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m, if the overall width of the heavy vehicle, including any part of the device, is not more than 2.55m; and\nfor other heavy vehicles, if—\nthe overall width of the heavy vehicle, including any part of the device, is not more than 2.55m; and\nthe total lateral protrusion from the heavy vehicle does not exceed 100mm.\na curtain-side device\nA tyre pressure gauge fitted to a heavy vehicle is disregarded—\nfor a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m; and\nfor other heavy vehicles, if the total lateral protrusion from the heavy vehicle does not exceed 100mm.\nAn anti-skid device mounted on the wheels of a heavy vehicle is disregarded—\nfor a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m; and\nfor other heavy vehicles, if the total lateral protrusion from the heavy vehicle does not exceed 100mm.\nA central tyre inflation system fitted to a heavy vehicle is disregarded—\nfor a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m; and\nfor other heavy vehicles, if the system does not protrude more than 100mm on each side of the heavy vehicle.\nIn this section—\nautomated driving system means an automated driving system within the meaning of ADR (Definitions and Vehicle Categories).\nclose-proximity information system means a close-proximity information system within the meaning of ADR (Definitions and Vehicle Categories).\ncross-view mirror means a cross-view mirror within the meaning of ADR (Definitions and Vehicle Categories).\nmaximum lateral protrusion , for a device specified in subsections (4) to (9) on the left or right side of a heavy vehicle, means the maximum lateral protrusion of the device beyond the extreme outer point from which the overall width of the heavy vehicle is measured on that side of the heavy vehicle.\nprescribed device for indirect vision means a prescribed device for indirect vision within the meaning of ADR (Definitions and Vehicle Categories).\ntotal lateral protrusion , from a heavy vehicle, means the sum of the maximum lateral protrusion of any device specified in subsections (4) to (9) on the left side of the heavy vehicle and the maximum lateral protrusion of any device specified in subsections (4) to (9) on the right side of the heavy vehicle.\nThe Heavy Vehicle (Mass, Dimension and Loading) National Regulation , Schedule 6 , section 7 prescribes the maximum width of a heavy vehicle.\ns 8 amd 2015 SL No. 188 s 30\nsub 2017 SL No. 113 s 21\namd 2018 SL No. 89 s 32 ; 2021 SL No. 9 s 8\nsub 2024 SL No. 36 s 8\n(sec.8-ssec.1) For this Regulation, the width of a heavy vehicle is measured disregarding devices and systems in accordance with this section.\n(sec.8-ssec.2) The following are disregarded— a mirror fitted to a heavy vehicle, other than a cross-view mirror; a prescribed device for indirect vision fitted to a heavy vehicle, if the device protrudes in accordance with the applicable Australian Design Rule for the device; a signalling device, side marker light or reflector fitted to a heavy vehicle; removable load restraint equipment fitted to a heavy vehicle, if the overall width of the heavy vehicle, including any part of the equipment, is not more than 2.55m; a blind spot information system fitted to a heavy vehicle, if the overall width of the heavy vehicle, including any part of the system, is not more than 2.6m; the deflected part of the tyre sidewalls of a heavy vehicle, including any elevations due to labelling, marking, decoration or protective bands or ribs, between the lowest point of each tyre rim and the ground. load induced tyre bulge\n(sec.8-ssec.3) An indirect vision device is disregarded for a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m, if the device is— fitted to the heavy vehicle under section 13C (a) of Schedule 2 ; or fitted to the heavy vehicle under section 13C (b) of Schedule 2 , if the overall width of the heavy vehicle, including the device, is not more than 2.55m.\n(sec.8-ssec.4) A cross-view mirror fitted to a heavy vehicle is disregarded— for a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m; and for other heavy vehicles, if the total lateral protrusion from the heavy vehicle does not exceed 100mm.\n(sec.8-ssec.5) A device, other than a cross-view mirror, fitted to a heavy vehicle to enable the driver to see objects in an area adjacent to the heavy vehicle is disregarded, if the total lateral protrusion from the heavy vehicle does not exceed 100mm.\n(sec.8-ssec.6) A monitoring device fitted as part of an automated driving system or a close-proximity information system is disregarded, if the total lateral protrusion from the heavy vehicle does not exceed 100mm.\n(sec.8-ssec.7) A permanently fixed webbing assembly-type device fitted to a heavy vehicle is disregarded— for a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m, if the overall width of the heavy vehicle, including any part of the device, is not more than 2.55m; and for other heavy vehicles, if— the overall width of the heavy vehicle, including any part of the device, is not more than 2.55m; and the total lateral protrusion from the heavy vehicle does not exceed 100mm. a curtain-side device\n(sec.8-ssec.8) A tyre pressure gauge fitted to a heavy vehicle is disregarded— for a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m; and for other heavy vehicles, if the total lateral protrusion from the heavy vehicle does not exceed 100mm.\n(sec.8-ssec.9) An anti-skid device mounted on the wheels of a heavy vehicle is disregarded— for a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m; and for other heavy vehicles, if the total lateral protrusion from the heavy vehicle does not exceed 100mm.\n(sec.8-ssec.10) A central tyre inflation system fitted to a heavy vehicle is disregarded— for a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m; and for other heavy vehicles, if the system does not protrude more than 100mm on each side of the heavy vehicle.\n(sec.8-ssec.11) In this section— automated driving system means an automated driving system within the meaning of ADR (Definitions and Vehicle Categories). close-proximity information system means a close-proximity information system within the meaning of ADR (Definitions and Vehicle Categories). cross-view mirror means a cross-view mirror within the meaning of ADR (Definitions and Vehicle Categories). maximum lateral protrusion , for a device specified in subsections (4) to (9) on the left or right side of a heavy vehicle, means the maximum lateral protrusion of the device beyond the extreme outer point from which the overall width of the heavy vehicle is measured on that side of the heavy vehicle. prescribed device for indirect vision means a prescribed device for indirect vision within the meaning of ADR (Definitions and Vehicle Categories). total lateral protrusion , from a heavy vehicle, means the sum of the maximum lateral protrusion of any device specified in subsections (4) to (9) on the left side of the heavy vehicle and the maximum lateral protrusion of any device specified in subsections (4) to (9) on the right side of the heavy vehicle. The Heavy Vehicle (Mass, Dimension and Loading) National Regulation , Schedule 6 , section 7 prescribes the maximum width of a heavy vehicle.\n- (a) a mirror fitted to a heavy vehicle, other than a cross-view mirror;\n- (b) a prescribed device for indirect vision fitted to a heavy vehicle, if the device protrudes in accordance with the applicable Australian Design Rule for the device;\n- (c) a signalling device, side marker light or reflector fitted to a heavy vehicle;\n- (d) removable load restraint equipment fitted to a heavy vehicle, if the overall width of the heavy vehicle, including any part of the equipment, is not more than 2.55m;\n- (e) a blind spot information system fitted to a heavy vehicle, if the overall width of the heavy vehicle, including any part of the system, is not more than 2.6m;\n- (f) the deflected part of the tyre sidewalls of a heavy vehicle, including any elevations due to labelling, marking, decoration or protective bands or ribs, between the lowest point of each tyre rim and the ground. Example of deflected part of the tyre sidewalls— load induced tyre bulge\n- (a) fitted to the heavy vehicle under section 13C (a) of Schedule 2 ; or\n- (b) fitted to the heavy vehicle under section 13C (b) of Schedule 2 , if the overall width of the heavy vehicle, including the device, is not more than 2.55m.\n- (a) for a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m; and\n- (b) for other heavy vehicles, if the total lateral protrusion from the heavy vehicle does not exceed 100mm.\n- (a) for a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m, if the overall width of the heavy vehicle, including any part of the device, is not more than 2.55m; and\n- (b) for other heavy vehicles, if— (i) the overall width of the heavy vehicle, including any part of the device, is not more than 2.55m; and (ii) the total lateral protrusion from the heavy vehicle does not exceed 100mm. Example of permanently fixed webbing assembly-type device— a curtain-side device\n- (i) the overall width of the heavy vehicle, including any part of the device, is not more than 2.55m; and\n- (ii) the total lateral protrusion from the heavy vehicle does not exceed 100mm.\n- (i) the overall width of the heavy vehicle, including any part of the device, is not more than 2.55m; and\n- (ii) the total lateral protrusion from the heavy vehicle does not exceed 100mm.\n- (a) for a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m; and\n- (b) for other heavy vehicles, if the total lateral protrusion from the heavy vehicle does not exceed 100mm.\n- (a) for a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m; and\n- (b) for other heavy vehicles, if the total lateral protrusion from the heavy vehicle does not exceed 100mm.\n- (a) for a heavy vehicle manufactured before 1 October 2023 that is not wider than 2.5m; and\n- (b) for other heavy vehicles, if the system does not protrude more than 100mm on each side of the heavy vehicle.","sortOrder":9},{"sectionNumber":"sec.9","sectionType":"section","heading":"Interpretation of particular second edition ADRs","content":"### sec.9 Interpretation of particular second edition ADRs\n\nThis section applies to a left-hand drive heavy motor vehicle.\nIn applying the following second edition ADRs to the heavy motor vehicle, the words ‘left’ and ‘right’ have the opposite meaning—\nADR 8 Safety Glass\nADR 12 Glare Reduction in Field of View\nADR 14 Rear Vision Mirrors\nADR 16 Windscreen Wipers and Washers\nADRs 18 and 18A Location and Visibility of Instruments\nADRs 35 and 35A Commercial Vehicle Braking Systems.\n(sec.9-ssec.1) This section applies to a left-hand drive heavy motor vehicle.\n(sec.9-ssec.2) In applying the following second edition ADRs to the heavy motor vehicle, the words ‘left’ and ‘right’ have the opposite meaning— ADR 8 Safety Glass ADR 12 Glare Reduction in Field of View ADR 14 Rear Vision Mirrors ADR 16 Windscreen Wipers and Washers ADRs 18 and 18A Location and Visibility of Instruments ADRs 35 and 35A Commercial Vehicle Braking Systems.\n- • ADR 8 Safety Glass\n- • ADR 12 Glare Reduction in Field of View\n- • ADR 14 Rear Vision Mirrors\n- • ADR 16 Windscreen Wipers and Washers\n- • ADRs 18 and 18A Location and Visibility of Instruments\n- • ADRs 35 and 35A Commercial Vehicle Braking Systems.","sortOrder":10},{"sectionNumber":"sec.10","sectionType":"section","heading":"Compliance with particular standards","content":"### sec.10 Compliance with particular standards\n\nThis section applies if—\na provision of this Regulation requires a vehicle or a component of a vehicle to comply with a prescribed standard (the superseded standard ); and\nthe prescribed standard has been superseded by a later prescribed standard (the later standard ).\nThe vehicle or component is taken to comply with the superseded standard if it complies with the later standard.\nIn this section—\nprescribed standard means—\nan Australian Standard; or\na British Standard; or\nan American National Standard; or\na Japanese Industrial Standard.\n(sec.10-ssec.1) This section applies if— a provision of this Regulation requires a vehicle or a component of a vehicle to comply with a prescribed standard (the superseded standard ); and the prescribed standard has been superseded by a later prescribed standard (the later standard ).\n(sec.10-ssec.2) The vehicle or component is taken to comply with the superseded standard if it complies with the later standard.\n(sec.10-ssec.3) In this section— prescribed standard means— an Australian Standard; or a British Standard; or an American National Standard; or a Japanese Industrial Standard.\n- (a) a provision of this Regulation requires a vehicle or a component of a vehicle to comply with a prescribed standard (the superseded standard ); and\n- (b) the prescribed standard has been superseded by a later prescribed standard (the later standard ).\n- (a) an Australian Standard; or\n- (b) a British Standard; or\n- (c) an American National Standard; or\n- (d) a Japanese Industrial Standard.","sortOrder":11},{"sectionNumber":"sec.11","sectionType":"section","heading":"Compliance with requirement to have particular equipment","content":"### sec.11 Compliance with requirement to have particular equipment\n\nA vehicle is taken to have equipment mentioned in this Regulation only if the equipment is—\nin working order; and\nif the equipment is fitted to a trailer that is being towed by an eligible towing vehicle and the equipment must be connected to the eligible towing vehicle to perform its intended function—connected to the eligible towing vehicle.\nIn this section—\neligible towing vehicle , for a trailer, means a towing vehicle that has equipment that is capable of being connected to equipment fitted to the trailer.\ns 11 sub 2019 SL No. 238 s 10\n(sec.11-ssec.1) A vehicle is taken to have equipment mentioned in this Regulation only if the equipment is— in working order; and if the equipment is fitted to a trailer that is being towed by an eligible towing vehicle and the equipment must be connected to the eligible towing vehicle to perform its intended function—connected to the eligible towing vehicle.\n(sec.11-ssec.2) In this section— eligible towing vehicle , for a trailer, means a towing vehicle that has equipment that is capable of being connected to equipment fitted to the trailer.\n- (a) in working order; and\n- (b) if the equipment is fitted to a trailer that is being towed by an eligible towing vehicle and the equipment must be connected to the eligible towing vehicle to perform its intended function—connected to the eligible towing vehicle.","sortOrder":12},{"sectionNumber":"sec.12","sectionType":"section","heading":"Modifications","content":"### sec.12 Modifications\n\nThe prescribed code of practice for the purposes of sections 85 , 86 and 87 of the Law is the NHVR Code of Practice for the Approval of Heavy Vehicle Modifications.\ns 12 amd 2015 SL No. 188 s 31","sortOrder":13},{"sectionNumber":"sch.1-pt.1","sectionType":"part","heading":"Compliance with ADRs","content":"# Compliance with ADRs","sortOrder":14},{"sectionNumber":"sch.1-sec.1","sectionType":"section","heading":"Second edition ADRs","content":"### sch.1-sec.1 Second edition ADRs\n\nIf a second edition ADR recommends that the ADR should apply to a heavy vehicle, the vehicle must comply with the ADR.\nIf a second edition ADR has a requirement for a type of equipment fitted to a heavy vehicle built on or after a stated time, any equipment of the same type fitted to the vehicle after it is built must comply with—\nthe requirement as in force when the vehicle was built; or\nif the requirement is amended after the vehicle is built and before the equipment is fitted, the requirement as in force at any time between—\nwhen the vehicle was built; and\nwhen the equipment was fitted.\nHowever, a vehicle, or equipment fitted to a vehicle, need not comply with a recommendation or requirement of a second edition ADR if—\nthe recommendation or requirement is replaced by, or is inconsistent with, a requirement of a third edition ADR applying to the vehicle or equipment; and\nthe vehicle or equipment complies with the requirement of the third edition ADR.\nIf a second edition ADR allows a vehicle built on or after a stated time to be fitted with equipment, a vehicle built before the time may also be fitted with the equipment.\nThis section is subject to any provision of Schedule 2 or 3 expressly providing for the application of stated requirements of a second edition ADR.\n(sch.1-sec.1-ssec.1) If a second edition ADR recommends that the ADR should apply to a heavy vehicle, the vehicle must comply with the ADR.\n(sch.1-sec.1-ssec.2) If a second edition ADR has a requirement for a type of equipment fitted to a heavy vehicle built on or after a stated time, any equipment of the same type fitted to the vehicle after it is built must comply with— the requirement as in force when the vehicle was built; or if the requirement is amended after the vehicle is built and before the equipment is fitted, the requirement as in force at any time between— when the vehicle was built; and when the equipment was fitted.\n(sch.1-sec.1-ssec.3) However, a vehicle, or equipment fitted to a vehicle, need not comply with a recommendation or requirement of a second edition ADR if— the recommendation or requirement is replaced by, or is inconsistent with, a requirement of a third edition ADR applying to the vehicle or equipment; and the vehicle or equipment complies with the requirement of the third edition ADR.\n(sch.1-sec.1-ssec.4) If a second edition ADR allows a vehicle built on or after a stated time to be fitted with equipment, a vehicle built before the time may also be fitted with the equipment.\n(sch.1-sec.1-ssec.5) This section is subject to any provision of Schedule 2 or 3 expressly providing for the application of stated requirements of a second edition ADR.\n- (a) the requirement as in force when the vehicle was built; or\n- (b) if the requirement is amended after the vehicle is built and before the equipment is fitted, the requirement as in force at any time between— (i) when the vehicle was built; and (ii) when the equipment was fitted.\n- (i) when the vehicle was built; and\n- (ii) when the equipment was fitted.\n- (i) when the vehicle was built; and\n- (ii) when the equipment was fitted.\n- (a) the recommendation or requirement is replaced by, or is inconsistent with, a requirement of a third edition ADR applying to the vehicle or equipment; and\n- (b) the vehicle or equipment complies with the requirement of the third edition ADR.","sortOrder":15},{"sectionNumber":"sch.1-sec.2","sectionType":"section","heading":"Third edition ADRs","content":"### sch.1-sec.2 Third edition ADRs\n\nIf a third edition ADR applies to the design and construction of a heavy vehicle, the vehicle must comply with the ADR.\nIf a third edition ADR contains a requirement for a type of equipment fitted to a heavy vehicle built on or after a stated time, any equipment of the same type fitted to the vehicle after it is built must comply with—\nthe requirement as in force when the vehicle was built; or\nif the requirement is amended after the vehicle is built and before the equipment is fitted, the requirement as in force at any time between—\nwhen the vehicle was built; and\nwhen the equipment was fitted.\nHowever, a vehicle, or equipment fitted to a vehicle, need not comply with a requirement of a third edition ADR if—\nthe requirement is replaced by, or is inconsistent with, a requirement of a later version of the ADR applying to the vehicle or equipment; and\nthe vehicle or equipment complies with the requirement of the later version.\nIf a third edition ADR allows a vehicle built on or after a stated time to be fitted with equipment, a vehicle built before the time may also be fitted with the equipment.\nThis section is subject to any provision of Schedule 2 or 3 expressly providing for the application of stated requirements of a third edition ADR.\n(sch.1-sec.2-ssec.1) If a third edition ADR applies to the design and construction of a heavy vehicle, the vehicle must comply with the ADR.\n(sch.1-sec.2-ssec.2) If a third edition ADR contains a requirement for a type of equipment fitted to a heavy vehicle built on or after a stated time, any equipment of the same type fitted to the vehicle after it is built must comply with— the requirement as in force when the vehicle was built; or if the requirement is amended after the vehicle is built and before the equipment is fitted, the requirement as in force at any time between— when the vehicle was built; and when the equipment was fitted.\n(sch.1-sec.2-ssec.3) However, a vehicle, or equipment fitted to a vehicle, need not comply with a requirement of a third edition ADR if— the requirement is replaced by, or is inconsistent with, a requirement of a later version of the ADR applying to the vehicle or equipment; and the vehicle or equipment complies with the requirement of the later version.\n(sch.1-sec.2-ssec.4) If a third edition ADR allows a vehicle built on or after a stated time to be fitted with equipment, a vehicle built before the time may also be fitted with the equipment.\n(sch.1-sec.2-ssec.5) This section is subject to any provision of Schedule 2 or 3 expressly providing for the application of stated requirements of a third edition ADR.\n- (a) the requirement as in force when the vehicle was built; or\n- (b) if the requirement is amended after the vehicle is built and before the equipment is fitted, the requirement as in force at any time between— (i) when the vehicle was built; and (ii) when the equipment was fitted.\n- (i) when the vehicle was built; and\n- (ii) when the equipment was fitted.\n- (i) when the vehicle was built; and\n- (ii) when the equipment was fitted.\n- (a) the requirement is replaced by, or is inconsistent with, a requirement of a later version of the ADR applying to the vehicle or equipment; and\n- (b) the vehicle or equipment complies with the requirement of the later version.","sortOrder":16},{"sectionNumber":"sch.1-pt.2","sectionType":"part","heading":"Exemption from compliance with ADRs","content":"# Exemption from compliance with ADRs","sortOrder":17},{"sectionNumber":"sch.1-sec.3","sectionType":"section","heading":"Vehicles that are not road vehicles","content":"### sch.1-sec.3 Vehicles that are not road vehicles\n\nA vehicle need not comply with an ADR applied by section 1 (1) or 2 (1) if—\nbefore the repeal of the Motor Vehicle Standards Act 1989 a determination or declaration under section 5B of that Act provided that the vehicle is not a road vehicle for the purposes of that Act; or\na determination under section 6 (5) (b) or (6) (b) of the Road Vehicle Standards Act 2018 provides that the vehicle is not a road vehicle for the purposes of that Act.\nsch 1 s 3 sub 2021 SL No. 9 s 12 (1)\n- (a) before the repeal of the Motor Vehicle Standards Act 1989 a determination or declaration under section 5B of that Act provided that the vehicle is not a road vehicle for the purposes of that Act; or\n- (b) a determination under section 6 (5) (b) or (6) (b) of the Road Vehicle Standards Act 2018 provides that the vehicle is not a road vehicle for the purposes of that Act.","sortOrder":18},{"sectionNumber":"sch.1-sec.4","sectionType":"section","heading":"Vehicles subject to particular approvals","content":"### sch.1-sec.4 Vehicles subject to particular approvals\n\nA vehicle need not comply with an ADR applied by section 1 (1) or 2 (1) if—\ndespite noncompliance with the ADR—\nbefore the repeal of the Motor Vehicle Standards Act 1989 an approval was given under section 10A (2) or (3) to place an identification plate on the vehicle; or\nan approval is given under item 4(2) or 6(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; and\nthe vehicle complies with the approval conditions, if any.\nA vehicle need not comply with an ADR applied by section 1 (1) or 2 (1) if—\neither—\nbefore the repeal of the Motor Vehicle Standards Act 1989 the vehicle was permitted to be supplied to the market under section 14A (1) of that Act; or\nan approval is given under item 11(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; and\nthe vehicle complies with the approval conditions, if any.\nA vehicle need not comply with an ADR applied by section 1 (1) or 2 (1) if—\nbefore the repeal of the Motor Vehicle Standards Act 1989 the vehicle was permitted to be used in transport in Australia under section 15 (2) of that Act; and\nthe vehicle complies with the approval conditions, if any.\nsch 1 s 4 sub 2021 SL No. 9 s 12 (2)\n(sch.1-sec.4-ssec.1) A vehicle need not comply with an ADR applied by section 1 (1) or 2 (1) if— despite noncompliance with the ADR— before the repeal of the Motor Vehicle Standards Act 1989 an approval was given under section 10A (2) or (3) to place an identification plate on the vehicle; or an approval is given under item 4(2) or 6(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; and the vehicle complies with the approval conditions, if any.\n(sch.1-sec.4-ssec.2) A vehicle need not comply with an ADR applied by section 1 (1) or 2 (1) if— either— before the repeal of the Motor Vehicle Standards Act 1989 the vehicle was permitted to be supplied to the market under section 14A (1) of that Act; or an approval is given under item 11(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; and the vehicle complies with the approval conditions, if any.\n(sch.1-sec.4-ssec.3) A vehicle need not comply with an ADR applied by section 1 (1) or 2 (1) if— before the repeal of the Motor Vehicle Standards Act 1989 the vehicle was permitted to be used in transport in Australia under section 15 (2) of that Act; and the vehicle complies with the approval conditions, if any.\n- (a) despite noncompliance with the ADR— (i) before the repeal of the Motor Vehicle Standards Act 1989 an approval was given under section 10A (2) or (3) to place an identification plate on the vehicle; or (ii) an approval is given under item 4(2) or 6(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; and\n- (i) before the repeal of the Motor Vehicle Standards Act 1989 an approval was given under section 10A (2) or (3) to place an identification plate on the vehicle; or\n- (ii) an approval is given under item 4(2) or 6(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; and\n- (b) the vehicle complies with the approval conditions, if any.\n- (i) before the repeal of the Motor Vehicle Standards Act 1989 an approval was given under section 10A (2) or (3) to place an identification plate on the vehicle; or\n- (ii) an approval is given under item 4(2) or 6(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; and\n- (a) either— (i) before the repeal of the Motor Vehicle Standards Act 1989 the vehicle was permitted to be supplied to the market under section 14A (1) of that Act; or (ii) an approval is given under item 11(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; and\n- (i) before the repeal of the Motor Vehicle Standards Act 1989 the vehicle was permitted to be supplied to the market under section 14A (1) of that Act; or\n- (ii) an approval is given under item 11(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; and\n- (b) the vehicle complies with the approval conditions, if any.\n- (i) before the repeal of the Motor Vehicle Standards Act 1989 the vehicle was permitted to be supplied to the market under section 14A (1) of that Act; or\n- (ii) an approval is given under item 11(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; and\n- (a) before the repeal of the Motor Vehicle Standards Act 1989 the vehicle was permitted to be used in transport in Australia under section 15 (2) of that Act; and\n- (b) the vehicle complies with the approval conditions, if any.","sortOrder":19},{"sectionNumber":"sch.1-sec.4A","sectionType":"section","heading":"Vehicles subject to particular approvals etc under Road Vehicle Standards Act 2018","content":"### sch.1-sec.4A Vehicles subject to particular approvals etc under Road Vehicle Standards Act 2018\n\nA vehicle need not comply with an ADR applied by section 1 (1) or 2 (1) if—\nthe vehicle satisfied the requirements of the type approval pathway under section 15 (1) of the Road Vehicle Standards Rules 2019 (Cwlth) as a vehicle to which section 15 (2) of those Rules applied; and\ndespite noncompliance with the ADR, the vehicle is entered on the RAV.\nsch 1 s 4A ins 2021 SL No. 9 s 12 (3)\namd 2023 SL No. 15 s 4 (1)\n- (a) the vehicle satisfied the requirements of the type approval pathway under section 15 (1) of the Road Vehicle Standards Rules 2019 (Cwlth) as a vehicle to which section 15 (2) of those Rules applied; and\n- (b) despite noncompliance with the ADR, the vehicle is entered on the RAV.","sortOrder":20},{"sectionNumber":"sch.1-sec.5","sectionType":"section","heading":"Partial exemption for personally imported vehicles","content":"### sch.1-sec.5 Partial exemption for personally imported vehicles\n\nA personally imported vehicle must be fitted with—\nseatbelts as effective as seatbelts meeting an Australian Standard or British Standard for seatbelts as in force when the vehicle is imported; and\nseatbelt anchorages meeting the number and location requirements of third edition ADR 5; and\nchild restraint anchorages meeting the number, location, accessibility, thread size and form requirements of second edition ADR 34 or third edition ADR 5 or 34.\nHowever, a personally imported vehicle need only meet the requirements of an ADR mentioned in subsection (1) if the ADR recommends that it should apply, or applies, to a vehicle of the same type.\nA personally imported vehicle need not otherwise comply with an ADR applied by section 1 (1) or 2 (1) .\nIn this section—\npersonally imported vehicle means a vehicle built after 1968 imported into Australia by a person who—\nbefore the vehicle was imported into Australia, owned and used it for a continuous period of at least—\nfor a vehicle owned by the person before 9 May 2000—3 months; or\nin any other case—1 year; and\nwhen the vehicle was imported into Australia, was—\nan Australian citizen, permanent resident or a person who had applied to become an Australian citizen or permanent resident; and\nold enough to hold a driver’s licence or learner’s permit to drive the vehicle; and\nhas—\nif the vehicle was imported before the repeal of the Motor Vehicle Standards Act 1989 —undertaken to comply with any requirements relating to road safety imposed for the vehicle under the Motor Vehicle Standards Regulations 1989 of the Commonwealth; or\notherwise—complied with the rules made under the Road Vehicle Standards Act 2018 ; and\nThe Road Vehicle Standards Act 2018 provides for concessional RAV entry approvals for vehicles imported into Australia as part of a person’s personal effects. See Division 3 of Part 3 of the Road Vehicle Standards Rules 2019 (Cwlth) for provisions relating to the concessional RAV entry approval pathway generally, and section 39 of those Rules for the eligibility criterion for importing a vehicle as part of a person’s personal effects.\nwithin the previous year, has not imported into Australia another vehicle owned by the person.\nsch 1 s 5 amd 2021 SL No. 9 s 12 (4) ; 2023 SL No. 15 s 4 (2)\n(sch.1-sec.5-ssec.1) A personally imported vehicle must be fitted with— seatbelts as effective as seatbelts meeting an Australian Standard or British Standard for seatbelts as in force when the vehicle is imported; and seatbelt anchorages meeting the number and location requirements of third edition ADR 5; and child restraint anchorages meeting the number, location, accessibility, thread size and form requirements of second edition ADR 34 or third edition ADR 5 or 34.\n(sch.1-sec.5-ssec.2) However, a personally imported vehicle need only meet the requirements of an ADR mentioned in subsection (1) if the ADR recommends that it should apply, or applies, to a vehicle of the same type.\n(sch.1-sec.5-ssec.3) A personally imported vehicle need not otherwise comply with an ADR applied by section 1 (1) or 2 (1) .\n(sch.1-sec.5-ssec.4) In this section— personally imported vehicle means a vehicle built after 1968 imported into Australia by a person who— before the vehicle was imported into Australia, owned and used it for a continuous period of at least— for a vehicle owned by the person before 9 May 2000—3 months; or in any other case—1 year; and when the vehicle was imported into Australia, was— an Australian citizen, permanent resident or a person who had applied to become an Australian citizen or permanent resident; and old enough to hold a driver’s licence or learner’s permit to drive the vehicle; and has— if the vehicle was imported before the repeal of the Motor Vehicle Standards Act 1989 —undertaken to comply with any requirements relating to road safety imposed for the vehicle under the Motor Vehicle Standards Regulations 1989 of the Commonwealth; or otherwise—complied with the rules made under the Road Vehicle Standards Act 2018 ; and The Road Vehicle Standards Act 2018 provides for concessional RAV entry approvals for vehicles imported into Australia as part of a person’s personal effects. See Division 3 of Part 3 of the Road Vehicle Standards Rules 2019 (Cwlth) for provisions relating to the concessional RAV entry approval pathway generally, and section 39 of those Rules for the eligibility criterion for importing a vehicle as part of a person’s personal effects. within the previous year, has not imported into Australia another vehicle owned by the person.\n- (a) seatbelts as effective as seatbelts meeting an Australian Standard or British Standard for seatbelts as in force when the vehicle is imported; and\n- (b) seatbelt anchorages meeting the number and location requirements of third edition ADR 5; and\n- (c) child restraint anchorages meeting the number, location, accessibility, thread size and form requirements of second edition ADR 34 or third edition ADR 5 or 34.\n- (a) before the vehicle was imported into Australia, owned and used it for a continuous period of at least— (i) for a vehicle owned by the person before 9 May 2000—3 months; or (ii) in any other case—1 year; and\n- (i) for a vehicle owned by the person before 9 May 2000—3 months; or\n- (ii) in any other case—1 year; and\n- (b) when the vehicle was imported into Australia, was— (i) an Australian citizen, permanent resident or a person who had applied to become an Australian citizen or permanent resident; and (ii) old enough to hold a driver’s licence or learner’s permit to drive the vehicle; and\n- (i) an Australian citizen, permanent resident or a person who had applied to become an Australian citizen or permanent resident; and\n- (ii) old enough to hold a driver’s licence or learner’s permit to drive the vehicle; and\n- (c) has— (i) if the vehicle was imported before the repeal of the Motor Vehicle Standards Act 1989 —undertaken to comply with any requirements relating to road safety imposed for the vehicle under the Motor Vehicle Standards Regulations 1989 of the Commonwealth; or (ii) otherwise—complied with the rules made under the Road Vehicle Standards Act 2018 ; and Note— The Road Vehicle Standards Act 2018 provides for concessional RAV entry approvals for vehicles imported into Australia as part of a person’s personal effects. See Division 3 of Part 3 of the Road Vehicle Standards Rules 2019 (Cwlth) for provisions relating to the concessional RAV entry approval pathway generally, and section 39 of those Rules for the eligibility criterion for importing a vehicle as part of a person’s personal effects.\n- (i) if the vehicle was imported before the repeal of the Motor Vehicle Standards Act 1989 —undertaken to comply with any requirements relating to road safety imposed for the vehicle under the Motor Vehicle Standards Regulations 1989 of the Commonwealth; or\n- (ii) otherwise—complied with the rules made under the Road Vehicle Standards Act 2018 ; and Note— The Road Vehicle Standards Act 2018 provides for concessional RAV entry approvals for vehicles imported into Australia as part of a person’s personal effects. See Division 3 of Part 3 of the Road Vehicle Standards Rules 2019 (Cwlth) for provisions relating to the concessional RAV entry approval pathway generally, and section 39 of those Rules for the eligibility criterion for importing a vehicle as part of a person’s personal effects.\n- (d) within the previous year, has not imported into Australia another vehicle owned by the person.\n- (i) for a vehicle owned by the person before 9 May 2000—3 months; or\n- (ii) in any other case—1 year; and\n- (i) an Australian citizen, permanent resident or a person who had applied to become an Australian citizen or permanent resident; and\n- (ii) old enough to hold a driver’s licence or learner’s permit to drive the vehicle; and\n- (i) if the vehicle was imported before the repeal of the Motor Vehicle Standards Act 1989 —undertaken to comply with any requirements relating to road safety imposed for the vehicle under the Motor Vehicle Standards Regulations 1989 of the Commonwealth; or\n- (ii) otherwise—complied with the rules made under the Road Vehicle Standards Act 2018 ; and Note— The Road Vehicle Standards Act 2018 provides for concessional RAV entry approvals for vehicles imported into Australia as part of a person’s personal effects. See Division 3 of Part 3 of the Road Vehicle Standards Rules 2019 (Cwlth) for provisions relating to the concessional RAV entry approval pathway generally, and section 39 of those Rules for the eligibility criterion for importing a vehicle as part of a person’s personal effects.","sortOrder":21},{"sectionNumber":"sch.2-pt.1","sectionType":"part","heading":"Preliminary","content":"# Preliminary","sortOrder":22},{"sectionNumber":"sch.2-sec.1","sectionType":"section","heading":"References to particular trailers are to heavy trailers of that type","content":"### sch.2-sec.1 References to particular trailers are to heavy trailers of that type\n\nIn this Schedule—\na reference to a pole-type trailer is taken to be a reference to a pole-type trailer that is a heavy vehicle; and\na reference to a semitrailer is taken to be a reference to a semitrailer that is a heavy vehicle.\n- (a) a reference to a pole-type trailer is taken to be a reference to a pole-type trailer that is a heavy vehicle; and\n- (b) a reference to a semitrailer is taken to be a reference to a semitrailer that is a heavy vehicle.","sortOrder":23},{"sectionNumber":"sch.2-sec.2","sectionType":"section","heading":"Application to heavy vehicle complying with inconsistent ADR requirement","content":"### sch.2-sec.2 Application to heavy vehicle complying with inconsistent ADR requirement\n\nA provision of this Schedule does not apply to a heavy vehicle if the provision is inconsistent with a requirement of a second or third edition ADR that the vehicle complies with, regardless of whether or not the vehicle is required to comply with the requirement.\nHowever, subsection (1) does not apply if the heavy vehicle is not of the same class or type as a vehicle to which the requirement of the second or third edition ADR applies.\nAlso, to avoid doubt, this section does not apply to a requirement of a second or third edition ADR if, and to the extent, a provision of this Schedule expressly provides that the requirement does not apply to a stated heavy vehicle, a heavy vehicle of a stated type or in stated circumstances.\n(sch.2-sec.2-ssec.1) A provision of this Schedule does not apply to a heavy vehicle if the provision is inconsistent with a requirement of a second or third edition ADR that the vehicle complies with, regardless of whether or not the vehicle is required to comply with the requirement.\n(sch.2-sec.2-ssec.2) However, subsection (1) does not apply if the heavy vehicle is not of the same class or type as a vehicle to which the requirement of the second or third edition ADR applies.\n(sch.2-sec.2-ssec.3) Also, to avoid doubt, this section does not apply to a requirement of a second or third edition ADR if, and to the extent, a provision of this Schedule expressly provides that the requirement does not apply to a stated heavy vehicle, a heavy vehicle of a stated type or in stated circumstances.","sortOrder":24},{"sectionNumber":"sch.2-sec.3","sectionType":"section","heading":"Application to heavy vehicle subject of particular approval","content":"### sch.2-sec.3 Application to heavy vehicle subject of particular approval\n\nA provision of this Schedule does not apply to a heavy vehicle if—\nthe vehicle does not comply with a requirement of an ADR applying to the vehicle; and\nthe provision corresponds to the requirement of the ADR; and\ndespite the noncompliance—\nbefore the repeal of the Motor Vehicle Standards Act 1989 an approval was given under section 10A (2) or (3) of that Act to place an identification plate on the vehicle; or\nan approval is given under item 4(2) or 6(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; or\nthe vehicle satisfied the requirements of the type approval pathway under section 15 (1) of the Road Vehicle Standards Rules 2019 (Cwlth) as a vehicle to which section 15 (2) of those Rules applied and the vehicle is entered on the RAV; and\nthe vehicle complies with the approval conditions, if any.\nsch 2 s 3 amd 2021 SL No. 9 s 13 (1) – (2) ; 2023 SL No. 15 s 5 (1)\n- (a) the vehicle does not comply with a requirement of an ADR applying to the vehicle; and\n- (b) the provision corresponds to the requirement of the ADR; and\n- (c) despite the noncompliance— (i) before the repeal of the Motor Vehicle Standards Act 1989 an approval was given under section 10A (2) or (3) of that Act to place an identification plate on the vehicle; or (ii) an approval is given under item 4(2) or 6(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; or (iii) the vehicle satisfied the requirements of the type approval pathway under section 15 (1) of the Road Vehicle Standards Rules 2019 (Cwlth) as a vehicle to which section 15 (2) of those Rules applied and the vehicle is entered on the RAV; and\n- (i) before the repeal of the Motor Vehicle Standards Act 1989 an approval was given under section 10A (2) or (3) of that Act to place an identification plate on the vehicle; or\n- (ii) an approval is given under item 4(2) or 6(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; or\n- (iii) the vehicle satisfied the requirements of the type approval pathway under section 15 (1) of the Road Vehicle Standards Rules 2019 (Cwlth) as a vehicle to which section 15 (2) of those Rules applied and the vehicle is entered on the RAV; and\n- (d) the vehicle complies with the approval conditions, if any.\n- (i) before the repeal of the Motor Vehicle Standards Act 1989 an approval was given under section 10A (2) or (3) of that Act to place an identification plate on the vehicle; or\n- (ii) an approval is given under item 4(2) or 6(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; or\n- (iii) the vehicle satisfied the requirements of the type approval pathway under section 15 (1) of the Road Vehicle Standards Rules 2019 (Cwlth) as a vehicle to which section 15 (2) of those Rules applied and the vehicle is entered on the RAV; and","sortOrder":25},{"sectionNumber":"sch.2-pt.2","sectionType":"part","heading":"General safety requirements","content":"# General safety requirements","sortOrder":26},{"sectionNumber":"sch.2-sec.4","sectionType":"section","heading":"Steering","content":"### sch.2-sec.4 Steering\n\nA heavy motor vehicle must have a right-hand drive.\nA heavy motor vehicle has a right-hand drive if the centre of at least 1 steering control of the vehicle is to the right of the vehicle or in line with the centre of the vehicle.\nIn relation to a heavy motor vehicle built before 1 January 2005, a component of the steering system of the vehicle that is essential for effective steering of the vehicle must be built to transmit energy by mechanical means only.\nFailure of a non-mechanical component of a heavy motor vehicle’s steering system must not prevent effective steering of the vehicle.\nThis section does not apply to a heavy motor vehicle if the vehicle is built mainly for a purpose other than the transport of goods or passengers by road.\nsch 2 s 4 amd 2020 SL No. 19 s 7\n(sch.2-sec.4-ssec.1) A heavy motor vehicle must have a right-hand drive.\n(sch.2-sec.4-ssec.2) A heavy motor vehicle has a right-hand drive if the centre of at least 1 steering control of the vehicle is to the right of the vehicle or in line with the centre of the vehicle.\n(sch.2-sec.4-ssec.3) In relation to a heavy motor vehicle built before 1 January 2005, a component of the steering system of the vehicle that is essential for effective steering of the vehicle must be built to transmit energy by mechanical means only.\n(sch.2-sec.4-ssec.4) Failure of a non-mechanical component of a heavy motor vehicle’s steering system must not prevent effective steering of the vehicle.\n(sch.2-sec.4-ssec.5) This section does not apply to a heavy motor vehicle if the vehicle is built mainly for a purpose other than the transport of goods or passengers by road.","sortOrder":27},{"sectionNumber":"sch.2-sec.5","sectionType":"section","heading":"Turning ability","content":"### sch.2-sec.5 Turning ability\n\nA heavy motor vehicle must be able to turn in a circle not more than 25m in diameter, measured by the outer edge of the tyre track at ground level.\nA heavy motor vehicle must be able to comply with subsection (1) whether it turns to the left or to the right.\n(sch.2-sec.5-ssec.1) A heavy motor vehicle must be able to turn in a circle not more than 25m in diameter, measured by the outer edge of the tyre track at ground level.\n(sch.2-sec.5-ssec.2) A heavy motor vehicle must be able to comply with subsection (1) whether it turns to the left or to the right.","sortOrder":28},{"sectionNumber":"sch.2-sec.6","sectionType":"section","heading":"Ability to travel backwards and forwards","content":"### sch.2-sec.6 Ability to travel backwards and forwards\n\nA heavy motor vehicle must be able to be driven both backwards and forwards when the vehicle’s driver is in the normal driving position.","sortOrder":29},{"sectionNumber":"sch.2-sec.7","sectionType":"section","heading":"Protrusions","content":"### sch.2-sec.7 Protrusions\n\nA thing fitted to a heavy vehicle must be designed, built and fitted to the vehicle in a way that minimises the likelihood of injury to a person making contact with the vehicle.\nHowever, subsection (1) does not apply to a thing fitted to a heavy vehicle if—\nthe vehicle was designed before 1965 and the thing was part of the vehicle’s design; or\nthe thing was fitted to the vehicle before 1965 in accordance with the law of the place where the thing was fitted.\n(sch.2-sec.7-ssec.1) A thing fitted to a heavy vehicle must be designed, built and fitted to the vehicle in a way that minimises the likelihood of injury to a person making contact with the vehicle.\n(sch.2-sec.7-ssec.2) However, subsection (1) does not apply to a thing fitted to a heavy vehicle if— the vehicle was designed before 1965 and the thing was part of the vehicle’s design; or the thing was fitted to the vehicle before 1965 in accordance with the law of the place where the thing was fitted.\n- (a) the vehicle was designed before 1965 and the thing was part of the vehicle’s design; or\n- (b) the thing was fitted to the vehicle before 1965 in accordance with the law of the place where the thing was fitted.","sortOrder":30},{"sectionNumber":"sch.2-sec.8","sectionType":"section","heading":"Driver’s view and vehicle controls","content":"### sch.2-sec.8 Driver’s view and vehicle controls\n\nA heavy motor vehicle must be built—\nto allow the driver in the normal driving position a view of the road and of traffic to the front and sides of the vehicle so the driver can drive the vehicle safely; and\nwith its controls located so the driver can drive the vehicle safely.\n- (a) to allow the driver in the normal driving position a view of the road and of traffic to the front and sides of the vehicle so the driver can drive the vehicle safely; and\n- (b) with its controls located so the driver can drive the vehicle safely.","sortOrder":31},{"sectionNumber":"sch.2-sec.9","sectionType":"section","heading":"Seating","content":"### sch.2-sec.9 Seating\n\nA seat for a driver or passenger in a heavy vehicle must be securely attached to the vehicle.","sortOrder":32},{"sectionNumber":"sch.2-sec.10","sectionType":"section","heading":"Mudguards","content":"### sch.2-sec.10 Mudguards\n\nA heavy vehicle must have a mudguard firmly fitted for each wheel or for adjacent wheels.\nHowever, subsection (1) does not apply to a heavy vehicle if—\nthe construction or use of the vehicle makes the fitting of mudguards unnecessary or impracticable; or\nthe body or part of the body of the vehicle acts as a mudguard.\npole-type trailers used to carry timber\nmost road-making plant\nsome agricultural equipment\nA mudguard fitted to a heavy vehicle must, when the vehicle’s wheels are in position to move straight ahead—\nreduce the danger of a person contacting the moving wheels; and\nfor the rear wheels—\ncover the overall width of the wheel or wheels to which it is fitted; and\nbe fitted so the height above ground level of the lowest edge of the rear of the mudguard is not more than one-third of the horizontal distance between the edge and the centre of the rearmost axle.\nHowever, a mudguard fitted to a heavy vehicle may be up to—\n230mm above ground level; or\nif the vehicle is built to be used off-road—300mm above ground level.\nThe outside of a rear mudguard, other than a mudflap, of a heavy vehicle that can be seen from the rear of the vehicle must be coloured white or silver if the vehicle—\nis at least 2.2m wide; and\nhas a body the vertical measurement of which is less than 300mm at the rear, measured from the lowest point of the body above ground level to the highest point; and\nis not fitted with rear marking plates or conspicuity markings in accordance with section 80 .\nIn this section—\nmudguard means a fitting or device, with or without a mudflap, built and fitted to a heavy vehicle in a way that will, as far as practicable, catch or deflect downwards any stone, mud, water, or other substance, thrown up by the rotation of the wheel of the vehicle to which the fitting or device is fitted.\nsch 2 s 10 amd 2018 SL No. 89 s 33\n(sch.2-sec.10-ssec.1) A heavy vehicle must have a mudguard firmly fitted for each wheel or for adjacent wheels.\n(sch.2-sec.10-ssec.2) However, subsection (1) does not apply to a heavy vehicle if— the construction or use of the vehicle makes the fitting of mudguards unnecessary or impracticable; or the body or part of the body of the vehicle acts as a mudguard. pole-type trailers used to carry timber most road-making plant some agricultural equipment\n(sch.2-sec.10-ssec.3) A mudguard fitted to a heavy vehicle must, when the vehicle’s wheels are in position to move straight ahead— reduce the danger of a person contacting the moving wheels; and for the rear wheels— cover the overall width of the wheel or wheels to which it is fitted; and be fitted so the height above ground level of the lowest edge of the rear of the mudguard is not more than one-third of the horizontal distance between the edge and the centre of the rearmost axle.\n(sch.2-sec.10-ssec.4) However, a mudguard fitted to a heavy vehicle may be up to— 230mm above ground level; or if the vehicle is built to be used off-road—300mm above ground level.\n(sch.2-sec.10-ssec.5) The outside of a rear mudguard, other than a mudflap, of a heavy vehicle that can be seen from the rear of the vehicle must be coloured white or silver if the vehicle— is at least 2.2m wide; and has a body the vertical measurement of which is less than 300mm at the rear, measured from the lowest point of the body above ground level to the highest point; and is not fitted with rear marking plates or conspicuity markings in accordance with section 80 .\n(sch.2-sec.10-ssec.6) In this section— mudguard means a fitting or device, with or without a mudflap, built and fitted to a heavy vehicle in a way that will, as far as practicable, catch or deflect downwards any stone, mud, water, or other substance, thrown up by the rotation of the wheel of the vehicle to which the fitting or device is fitted.\n- (a) the construction or use of the vehicle makes the fitting of mudguards unnecessary or impracticable; or\n- (b) the body or part of the body of the vehicle acts as a mudguard.\n- • pole-type trailers used to carry timber\n- • most road-making plant\n- • some agricultural equipment\n- (a) reduce the danger of a person contacting the moving wheels; and\n- (b) for the rear wheels— (i) cover the overall width of the wheel or wheels to which it is fitted; and (ii) be fitted so the height above ground level of the lowest edge of the rear of the mudguard is not more than one-third of the horizontal distance between the edge and the centre of the rearmost axle.\n- (i) cover the overall width of the wheel or wheels to which it is fitted; and\n- (ii) be fitted so the height above ground level of the lowest edge of the rear of the mudguard is not more than one-third of the horizontal distance between the edge and the centre of the rearmost axle.\n- (i) cover the overall width of the wheel or wheels to which it is fitted; and\n- (ii) be fitted so the height above ground level of the lowest edge of the rear of the mudguard is not more than one-third of the horizontal distance between the edge and the centre of the rearmost axle.\n- (a) 230mm above ground level; or\n- (b) if the vehicle is built to be used off-road—300mm above ground level.\n- (a) is at least 2.2m wide; and\n- (b) has a body the vertical measurement of which is less than 300mm at the rear, measured from the lowest point of the body above ground level to the highest point; and\n- (c) is not fitted with rear marking plates or conspicuity markings in accordance with section 80 .","sortOrder":33},{"sectionNumber":"sch.2-sec.11","sectionType":"section","heading":"Horns, alarms etc.","content":"### sch.2-sec.11 Horns, alarms etc.\n\nA heavy motor vehicle must be fitted with at least 1 horn or other device that can give sufficient audible warning to other road users of the approach or position of the vehicle.\nA heavy motor vehicle must not be fitted with a device that can make a sound like the sound of a siren, exhaust whistle, compression whistle or repeater horn.\nHowever, subsection (2) does not apply to the following—\nan exempt vehicle;\na heavy vehicle at least 25 years old and fitted as an emergency vehicle or police vehicle if the vehicle—\nis used only for exhibition purposes; or\nis part of a collection of former emergency vehicles or police vehicles;\nan anti-theft alarm fitted to a heavy vehicle that can not be operated while the vehicle’s ignition is on.\nAlso, a heavy motor vehicle may be fitted with a device that—\nemits a regular, intermittent sound while the vehicle is reversing or in reverse gear; and\nis not louder than is necessary so the driver, and a person near the vehicle, can hear the device when it is operating.\nThe provision of the relevant ADR that corresponds to subsection (2) applies to a vehicle as if that provision did not contain a reference to a bell.\nFor the relevant ADR, see the Vehicle Standard (Australian Design Rule 42/04—General Safety Requirements) 2005 , subrule 20.1.1 .\n(sch.2-sec.11-ssec.1) A heavy motor vehicle must be fitted with at least 1 horn or other device that can give sufficient audible warning to other road users of the approach or position of the vehicle.\n(sch.2-sec.11-ssec.2) A heavy motor vehicle must not be fitted with a device that can make a sound like the sound of a siren, exhaust whistle, compression whistle or repeater horn.\n(sch.2-sec.11-ssec.3) However, subsection (2) does not apply to the following— an exempt vehicle; a heavy vehicle at least 25 years old and fitted as an emergency vehicle or police vehicle if the vehicle— is used only for exhibition purposes; or is part of a collection of former emergency vehicles or police vehicles; an anti-theft alarm fitted to a heavy vehicle that can not be operated while the vehicle’s ignition is on.\n(sch.2-sec.11-ssec.4) Also, a heavy motor vehicle may be fitted with a device that— emits a regular, intermittent sound while the vehicle is reversing or in reverse gear; and is not louder than is necessary so the driver, and a person near the vehicle, can hear the device when it is operating.\n(sch.2-sec.11-ssec.5) The provision of the relevant ADR that corresponds to subsection (2) applies to a vehicle as if that provision did not contain a reference to a bell. For the relevant ADR, see the Vehicle Standard (Australian Design Rule 42/04—General Safety Requirements) 2005 , subrule 20.1.1 .\n- (a) an exempt vehicle;\n- (b) a heavy vehicle at least 25 years old and fitted as an emergency vehicle or police vehicle if the vehicle— (i) is used only for exhibition purposes; or (ii) is part of a collection of former emergency vehicles or police vehicles;\n- (i) is used only for exhibition purposes; or\n- (ii) is part of a collection of former emergency vehicles or police vehicles;\n- (c) an anti-theft alarm fitted to a heavy vehicle that can not be operated while the vehicle’s ignition is on.\n- (i) is used only for exhibition purposes; or\n- (ii) is part of a collection of former emergency vehicles or police vehicles;\n- (a) emits a regular, intermittent sound while the vehicle is reversing or in reverse gear; and\n- (b) is not louder than is necessary so the driver, and a person near the vehicle, can hear the device when it is operating.","sortOrder":34},{"sectionNumber":"sch.2-sec.12","sectionType":"section","heading":"Rear vision mirrors","content":"### sch.2-sec.12 Rear vision mirrors\n\nAt least 1 rear vision mirror must be fitted to each side of a heavy motor vehicle.\nA rear vision mirror fitted to a heavy motor vehicle as required by subsection (1) must be fitted so that the vehicle’s driver in the normal driving position can clearly see by reflection the road behind the vehicle and any following or overtaking vehicle.\nA rear vision mirror fitted to a heavy motor vehicle as required by subsection (1) must not project over 150mm beyond the overall width of the vehicle.\nHowever, a rear vision mirror fitted to a heavy motor vehicle as required by subsection (1) may project not over 230mm beyond the widest part of the vehicle or combination if it can fold to project not over 150mm beyond the overall width of the vehicle.\nIf the lower edge of an exterior rear vision mirror fitted to a heavy motor vehicle as required by subsection (1) is less than 2m above the ground when the vehicle is loaded to maximum mass permitted for the vehicle, the mirror must not project more than 250mm beyond the overall width of the vehicle.\nA rear vision mirror fitted to a heavy motor vehicle as required by subsection (1) must have a reflecting surface of at least 150cm 2 .\nsch 2 s 12 amd 2015 SL No. 188 s 32 ; 2017 SL No. 113 s 22\n(sch.2-sec.12-ssec.1) At least 1 rear vision mirror must be fitted to each side of a heavy motor vehicle.\n(sch.2-sec.12-ssec.2) A rear vision mirror fitted to a heavy motor vehicle as required by subsection (1) must be fitted so that the vehicle’s driver in the normal driving position can clearly see by reflection the road behind the vehicle and any following or overtaking vehicle.\n(sch.2-sec.12-ssec.3) A rear vision mirror fitted to a heavy motor vehicle as required by subsection (1) must not project over 150mm beyond the overall width of the vehicle.\n(sch.2-sec.12-ssec.4) However, a rear vision mirror fitted to a heavy motor vehicle as required by subsection (1) may project not over 230mm beyond the widest part of the vehicle or combination if it can fold to project not over 150mm beyond the overall width of the vehicle.\n(sch.2-sec.12-ssec.5) If the lower edge of an exterior rear vision mirror fitted to a heavy motor vehicle as required by subsection (1) is less than 2m above the ground when the vehicle is loaded to maximum mass permitted for the vehicle, the mirror must not project more than 250mm beyond the overall width of the vehicle.\n(sch.2-sec.12-ssec.6) A rear vision mirror fitted to a heavy motor vehicle as required by subsection (1) must have a reflecting surface of at least 150cm 2 .","sortOrder":35},{"sectionNumber":"sch.2-sec.13","sectionType":"section","heading":"Additional rear vision mirrors and mirror surfaces","content":"### sch.2-sec.13 Additional rear vision mirrors and mirror surfaces\n\nA heavy motor vehicle may be fitted with additional rear vision mirrors or with mirror surfaces.\nAdditional rear vision mirrors fitted to a heavy motor vehicle must have a flat or convex surface, or a combination of flat and convex surfaces.\nMirror surfaces fitted to a heavy motor vehicle must be flat or convex, or both flat and convex.\nIn this section—\nmirror surface means a thing with a mirror that may be fitted to a vehicle to perform a similar function to a rear vision mirror.\n(sch.2-sec.13-ssec.1) A heavy motor vehicle may be fitted with additional rear vision mirrors or with mirror surfaces.\n(sch.2-sec.13-ssec.2) Additional rear vision mirrors fitted to a heavy motor vehicle must have a flat or convex surface, or a combination of flat and convex surfaces.\n(sch.2-sec.13-ssec.3) Mirror surfaces fitted to a heavy motor vehicle must be flat or convex, or both flat and convex.\n(sch.2-sec.13-ssec.4) In this section— mirror surface means a thing with a mirror that may be fitted to a vehicle to perform a similar function to a rear vision mirror.","sortOrder":36},{"sectionNumber":"sch.2-sec.13A","sectionType":"section","heading":"Front blind spot mirrors","content":"### sch.2-sec.13A Front blind spot mirrors\n\nA heavy motor vehicle may be fitted with a front blind spot mirror that complies with the requirements of ADR 14/03 or a later version of ADR 14.\nA front blind spot mirror, fitted to a heavy motor vehicle in accordance with subsection (1) , is to be disregarded for the purpose of requirements about the length of a motor vehicle in third edition ADR 43/04 unless the mirror projects more than 150mm beyond the overall length of the heavy vehicle.\nThe Heavy Vehicle (Mass, Dimension and Loading) National Regulation , Schedule 6 , section 3 prescribes the maximum length of a heavy vehicle.\nsch 2 s 13A ins 2020 SL No. 19 s 8\namd 2021 SL No. 9 s 9 (1) ; 2024 SL No. 36 s 9\n(sch.2-sec.13A-ssec.1) A heavy motor vehicle may be fitted with a front blind spot mirror that complies with the requirements of ADR 14/03 or a later version of ADR 14.\n(sch.2-sec.13A-ssec.2) A front blind spot mirror, fitted to a heavy motor vehicle in accordance with subsection (1) , is to be disregarded for the purpose of requirements about the length of a motor vehicle in third edition ADR 43/04 unless the mirror projects more than 150mm beyond the overall length of the heavy vehicle. The Heavy Vehicle (Mass, Dimension and Loading) National Regulation , Schedule 6 , section 3 prescribes the maximum length of a heavy vehicle.","sortOrder":37},{"sectionNumber":"sch.2-sec.13B","sectionType":"section","heading":"Blind spot information systems","content":"### sch.2-sec.13B Blind spot information systems\n\nA heavy vehicle may be fitted with a blind spot information system that—\ndemonstrates compliance with UN ECE Regulation No. 151 Uniform provisions concerning the approval of motor vehicles with regard to the Blind Spot Information System for the Detection of Bicycles ; or\ndemonstrates compliance with another standard that—\nthe Regulator is satisfied is equivalent, or substantially similar, to the UN standard specified in paragraph (a) ; and\nis prescribed by the Regulator by notice on the Regulator’s website; and\nis available free of charge.\nsch 2 s 13B ins 2021 SL No. 9 s 9 (2)\n- (a) demonstrates compliance with UN ECE Regulation No. 151 Uniform provisions concerning the approval of motor vehicles with regard to the Blind Spot Information System for the Detection of Bicycles ; or\n- (b) demonstrates compliance with another standard that— (i) the Regulator is satisfied is equivalent, or substantially similar, to the UN standard specified in paragraph (a) ; and (ii) is prescribed by the Regulator by notice on the Regulator’s website; and (iii) is available free of charge.\n- (i) the Regulator is satisfied is equivalent, or substantially similar, to the UN standard specified in paragraph (a) ; and\n- (ii) is prescribed by the Regulator by notice on the Regulator’s website; and\n- (iii) is available free of charge.\n- (i) the Regulator is satisfied is equivalent, or substantially similar, to the UN standard specified in paragraph (a) ; and\n- (ii) is prescribed by the Regulator by notice on the Regulator’s website; and\n- (iii) is available free of charge.","sortOrder":38},{"sectionNumber":"sch.2-sec.13C","sectionType":"section","heading":"Indirect vision devices","content":"### sch.2-sec.13C Indirect vision devices\n\nA heavy vehicle may be fitted with an indirect vision device—\nthat complies with the requirements of ADR 14/02 or a later version of ADR 14; or\nif the device is fitted at least 2m above the ground—\nthat is used for the sole purpose of observing the traffic area adjacent to the vehicle which cannot be observed by direct vision; and\nmay be a conventional mirror, camera-monitor, or other device that is able to present information about the indirect field of vision to the driver.\nsch 2 s 13C ins 2021 SL No. 9 s 9 (2)\n- (a) that complies with the requirements of ADR 14/02 or a later version of ADR 14; or\n- (b) if the device is fitted at least 2m above the ground— (i) that is used for the sole purpose of observing the traffic area adjacent to the vehicle which cannot be observed by direct vision; and (ii) may be a conventional mirror, camera-monitor, or other device that is able to present information about the indirect field of vision to the driver.\n- (i) that is used for the sole purpose of observing the traffic area adjacent to the vehicle which cannot be observed by direct vision; and\n- (ii) may be a conventional mirror, camera-monitor, or other device that is able to present information about the indirect field of vision to the driver.\n- (i) that is used for the sole purpose of observing the traffic area adjacent to the vehicle which cannot be observed by direct vision; and\n- (ii) may be a conventional mirror, camera-monitor, or other device that is able to present information about the indirect field of vision to the driver.","sortOrder":39},{"sectionNumber":"sch.2-sec.14","sectionType":"section","heading":"Automatic transmission","content":"### sch.2-sec.14 Automatic transmission\n\nA heavy motor vehicle fitted with an automatic transmission must have an engine starter mechanism that can not operate when the transmission control is in a position to drive the vehicle.\nA heavy motor vehicle built after 1975 that is fitted with an automatic transmission must have an indicator in the driver’s compartment showing the transmission control position.\nSubsections (1) and (2) do not apply to a heavy motor vehicle with fewer than 4 wheels.\n(sch.2-sec.14-ssec.1) A heavy motor vehicle fitted with an automatic transmission must have an engine starter mechanism that can not operate when the transmission control is in a position to drive the vehicle.\n(sch.2-sec.14-ssec.2) A heavy motor vehicle built after 1975 that is fitted with an automatic transmission must have an indicator in the driver’s compartment showing the transmission control position.\n(sch.2-sec.14-ssec.3) Subsections (1) and (2) do not apply to a heavy motor vehicle with fewer than 4 wheels.","sortOrder":40},{"sectionNumber":"sch.2-sec.15","sectionType":"section","heading":"Diesel engines","content":"### sch.2-sec.15 Diesel engines\n\nA heavy motor vehicle propelled by a diesel engine must be fitted with a device preventing the engine from being started accidentally or inadvertently.","sortOrder":41},{"sectionNumber":"sch.2-sec.16","sectionType":"section","heading":"Bonnet-securing devices","content":"### sch.2-sec.16 Bonnet-securing devices\n\nA heavy motor vehicle with a moveable body panel forward of the windscreen covering an engine or luggage storage or battery compartment must have a device to secure the panel.\nHowever, if the panel opens from the front in a way partly or completely obstructing the driver’s forward view through the windscreen, the panel must have primary and secondary devices to secure the panel.\n(sch.2-sec.16-ssec.1) A heavy motor vehicle with a moveable body panel forward of the windscreen covering an engine or luggage storage or battery compartment must have a device to secure the panel.\n(sch.2-sec.16-ssec.2) However, if the panel opens from the front in a way partly or completely obstructing the driver’s forward view through the windscreen, the panel must have primary and secondary devices to secure the panel.","sortOrder":42},{"sectionNumber":"sch.2-sec.17","sectionType":"section","heading":"Electrical wiring, connectors and conductors","content":"### sch.2-sec.17 Electrical wiring, connectors and conductors\n\nThe wiring of electrical equipment of a heavy vehicle, other than the high tension ignition wiring, must—\nbe supported at intervals of not more than 600mm, unless the vehicle is a pole-type trailer with a pole with an adjustable length or is an extendible trailer; and\nbe insulated at each of its joints; and\nbe located where it can not—\nbecome overheated; or\ncontact moving parts; or\ncome near enough to the fuel system to be a fire hazard; and\nbe protected from chafing.\nThe electrical components of a vehicle must be securely mounted.\nThe electrical connectors between a heavy motor vehicle and trailer, for operation of the vehicle lights required by this Regulation, must comply with at least 1 of the following—\nAS 2513-1982 Electrical Connectors for Trailer Vehicles\nAS 2513-1982 ‘Electrical Connectors for Trailer Vehicles’ may be purchased from Standards Australia.\nInternational Standards Organisation ISO 1185—1997\nSociety of Automotive Engineers SAE J 560—1998\nAS 4735-2003 Heavy road vehicles—Electrical connectors for articulated vehicles.\nA heavy trailer must be equipped with an electrical conductor, independent of the trailer coupling fitted to the trailer, that makes a return path between the electrical circuits of the trailer and towing vehicle.\nIn this section—\nelectrical connector means a device intended for making a detachable electrical connection between a motor vehicle and a trailer.\nhigh tension ignition wiring , for a vehicle, means wiring designed to transmit electrical currents for the purpose of igniting fuel in the vehicle’s engine.\nsch 2 s 17 amd 2017 SL No. 113 s 23\n(sch.2-sec.17-ssec.1) The wiring of electrical equipment of a heavy vehicle, other than the high tension ignition wiring, must— be supported at intervals of not more than 600mm, unless the vehicle is a pole-type trailer with a pole with an adjustable length or is an extendible trailer; and be insulated at each of its joints; and be located where it can not— become overheated; or contact moving parts; or come near enough to the fuel system to be a fire hazard; and be protected from chafing.\n(sch.2-sec.17-ssec.2) The electrical components of a vehicle must be securely mounted.\n(sch.2-sec.17-ssec.3) The electrical connectors between a heavy motor vehicle and trailer, for operation of the vehicle lights required by this Regulation, must comply with at least 1 of the following— AS 2513-1982 Electrical Connectors for Trailer Vehicles AS 2513-1982 ‘Electrical Connectors for Trailer Vehicles’ may be purchased from Standards Australia. International Standards Organisation ISO 1185—1997 Society of Automotive Engineers SAE J 560—1998 AS 4735-2003 Heavy road vehicles—Electrical connectors for articulated vehicles.\n(sch.2-sec.17-ssec.4) A heavy trailer must be equipped with an electrical conductor, independent of the trailer coupling fitted to the trailer, that makes a return path between the electrical circuits of the trailer and towing vehicle.\n(sch.2-sec.17-ssec.5) In this section— electrical connector means a device intended for making a detachable electrical connection between a motor vehicle and a trailer. high tension ignition wiring , for a vehicle, means wiring designed to transmit electrical currents for the purpose of igniting fuel in the vehicle’s engine.\n- (a) be supported at intervals of not more than 600mm, unless the vehicle is a pole-type trailer with a pole with an adjustable length or is an extendible trailer; and\n- (b) be insulated at each of its joints; and\n- (c) be located where it can not— (i) become overheated; or (ii) contact moving parts; or (iii) come near enough to the fuel system to be a fire hazard; and\n- (i) become overheated; or\n- (ii) contact moving parts; or\n- (iii) come near enough to the fuel system to be a fire hazard; and\n- (d) be protected from chafing.\n- (i) become overheated; or\n- (ii) contact moving parts; or\n- (iii) come near enough to the fuel system to be a fire hazard; and\n- • AS 2513-1982 Electrical Connectors for Trailer Vehicles Note— AS 2513-1982 ‘Electrical Connectors for Trailer Vehicles’ may be purchased from Standards Australia.\n- • International Standards Organisation ISO 1185—1997\n- • Society of Automotive Engineers SAE J 560—1998\n- • AS 4735-2003 Heavy road vehicles—Electrical connectors for articulated vehicles.","sortOrder":43},{"sectionNumber":"sch.2-sec.18","sectionType":"section","heading":"Television receivers and visual display units","content":"### sch.2-sec.18 Television receivers and visual display units\n\nA television receiver or visual display unit must not be installed in a heavy vehicle so any part of the image on the screen is visible to the vehicle’s driver from the normal driving position.\nHowever, subsection (1) does not apply to—\na television receiver or visual display unit that can not be operated when the heavy vehicle is moving; or\na driver’s aid in the heavy vehicle or, if the heavy vehicle is a bus, a destination sign in the bus.\nclosed-circuit television security cameras\ndispatch systems\nnavigational or intelligent highway and vehicle system equipment\nrear view screens\nticket-issuing machines\nvehicle-monitoring devices\nA television receiver, or visual display unit, and its associated equipment in a heavy vehicle must be securely mounted in a position that does not—\nobscure the driver’s view of the road from the normal driving position; or\nimpede the movement of a person in the vehicle.\n(sch.2-sec.18-ssec.1) A television receiver or visual display unit must not be installed in a heavy vehicle so any part of the image on the screen is visible to the vehicle’s driver from the normal driving position.\n(sch.2-sec.18-ssec.2) However, subsection (1) does not apply to— a television receiver or visual display unit that can not be operated when the heavy vehicle is moving; or a driver’s aid in the heavy vehicle or, if the heavy vehicle is a bus, a destination sign in the bus. closed-circuit television security cameras dispatch systems navigational or intelligent highway and vehicle system equipment rear view screens ticket-issuing machines vehicle-monitoring devices\n(sch.2-sec.18-ssec.3) A television receiver, or visual display unit, and its associated equipment in a heavy vehicle must be securely mounted in a position that does not— obscure the driver’s view of the road from the normal driving position; or impede the movement of a person in the vehicle.\n- (a) a television receiver or visual display unit that can not be operated when the heavy vehicle is moving; or\n- (b) a driver’s aid in the heavy vehicle or, if the heavy vehicle is a bus, a destination sign in the bus. Examples for paragraph (b) — • closed-circuit television security cameras • dispatch systems • navigational or intelligent highway and vehicle system equipment • rear view screens • ticket-issuing machines • vehicle-monitoring devices\n- • closed-circuit television security cameras\n- • dispatch systems\n- • navigational or intelligent highway and vehicle system equipment\n- • rear view screens\n- • ticket-issuing machines\n- • vehicle-monitoring devices\n- • closed-circuit television security cameras\n- • dispatch systems\n- • navigational or intelligent highway and vehicle system equipment\n- • rear view screens\n- • ticket-issuing machines\n- • vehicle-monitoring devices\n- (a) obscure the driver’s view of the road from the normal driving position; or\n- (b) impede the movement of a person in the vehicle.","sortOrder":44},{"sectionNumber":"sch.2-sec.19","sectionType":"section","heading":"Requirement for windscreen to be fitted","content":"### sch.2-sec.19 Requirement for windscreen to be fitted\n\nA heavy motor vehicle must be fitted with a windscreen if it is manufactured or designed to have a windscreen.","sortOrder":45},{"sectionNumber":"sch.2-sec.20","sectionType":"section","heading":"Windscreens and windows","content":"### sch.2-sec.20 Windscreens and windows\n\nTransparent material used in a windscreen, window or an interior partition of a heavy motor vehicle must be of approved material if—\nthe vehicle was built after June 1953; or\nthe material was first fitted to the vehicle after June 1953.\nSubsection (1) does not apply to any coating added to the windscreen, window or partition after its manufacture.\nIn this section—\napproved material means material with the same characteristics as material mentioned in any of the following standards—\nAS R1-1965 ‘Safety Glass for Land Transport’\nAS R1-1968 ‘Safety Glass for Land Transport’\nAS 2080-1977 ‘Safety Glass for Vehicles’\nBritish Standard BS 857:1967 ‘Specification for Safety Glass for Land Transport’\nBritish Standard BS 5282:1975 ‘Specification for Road Vehicle Safety Glass’\nBritish Standard BS AU 178:1980 ‘Specification for Road Vehicle Safety Glass’\nJapanese Industrial Standard JIS R 3211-1979 ‘Safety Glasses for Road Vehicles’\nAmerican National Standard ANSI Z26.1-1980 ‘Safety Code for Safety Glazing Materials for Glazing Motor Vehicles Operating on Land Highway’.\n(sch.2-sec.20-ssec.1) Transparent material used in a windscreen, window or an interior partition of a heavy motor vehicle must be of approved material if— the vehicle was built after June 1953; or the material was first fitted to the vehicle after June 1953.\n(sch.2-sec.20-ssec.2) Subsection (1) does not apply to any coating added to the windscreen, window or partition after its manufacture.\n(sch.2-sec.20-ssec.3) In this section— approved material means material with the same characteristics as material mentioned in any of the following standards— AS R1-1965 ‘Safety Glass for Land Transport’ AS R1-1968 ‘Safety Glass for Land Transport’ AS 2080-1977 ‘Safety Glass for Vehicles’ British Standard BS 857:1967 ‘Specification for Safety Glass for Land Transport’ British Standard BS 5282:1975 ‘Specification for Road Vehicle Safety Glass’ British Standard BS AU 178:1980 ‘Specification for Road Vehicle Safety Glass’ Japanese Industrial Standard JIS R 3211-1979 ‘Safety Glasses for Road Vehicles’ American National Standard ANSI Z26.1-1980 ‘Safety Code for Safety Glazing Materials for Glazing Motor Vehicles Operating on Land Highway’.\n- (a) the vehicle was built after June 1953; or\n- (b) the material was first fitted to the vehicle after June 1953.\n- • AS R1-1965 ‘Safety Glass for Land Transport’\n- • AS R1-1968 ‘Safety Glass for Land Transport’\n- • AS 2080-1977 ‘Safety Glass for Vehicles’\n- • British Standard BS 857:1967 ‘Specification for Safety Glass for Land Transport’\n- • British Standard BS 5282:1975 ‘Specification for Road Vehicle Safety Glass’\n- • British Standard BS AU 178:1980 ‘Specification for Road Vehicle Safety Glass’\n- • Japanese Industrial Standard JIS R 3211-1979 ‘Safety Glasses for Road Vehicles’\n- • American National Standard ANSI Z26.1-1980 ‘Safety Code for Safety Glazing Materials for Glazing Motor Vehicles Operating on Land Highway’.","sortOrder":46},{"sectionNumber":"sch.2-sec.21","sectionType":"section","heading":"Window tinting","content":"### sch.2-sec.21 Window tinting\n\nGlazing used in a windscreen of a heavy motor vehicle must have a luminous transmittance of at least 70%.\nGlazing used in a windscreen of a heavy motor vehicle must not be coated in a way that reduces its luminous transmittance.\nHowever, subsections (1) and (2) do not apply to the greater of the following areas of a windscreen—\nthe area above the highest point of the windscreen that is swept by a windscreen wiper;\nthe upper 10% of the windscreen.\nGlazing used in a window or interior partition of a heavy motor vehicle must have a luminous transmittance of at least 70%.\nGlazing used in a window or interior partition of a heavy motor vehicle, other than rear glazing, may be coated to achieve a luminous transmittance of not less than 35%.\nA heavy motor vehicle’s rear glazing may be coated to achieve a luminous transmittance of 0% or more.\nThe requirements about luminous transmittance applying to glazing used in a window of a heavy motor vehicle stated in a second edition ADR or third edition ADR do not apply to a window that has been coated as provided in subsection (5) or (5A) .\nGlazing used in a windscreen, window or interior partition of a heavy motor vehicle that has been coated to reduce its luminous transmittance must not have a reflectance of more than 10%.\nIn this section—\nglazing —\nmeans material that may be used in a windscreen, window or interior partition of a heavy motor vehicle, through which the vehicle’s driver can see the road; but\ndoes not include a coating added after manufacture of the material.\nluminous transmittance , for glazing or a coating on glazing, means the amount of light that can pass through the glazing as a percentage of the amount of light that would be transmitted if the glazing or coating were absent.\nrear glazing , for a heavy motor vehicle, means glazing used in a window or interior partition of the heavy motor vehicle located behind the driver in the normal driving position.\nsch 2 s 21 amd 2015 SL No. 188 s 33 ; 2017 SL No. 113 s 24\n(sch.2-sec.21-ssec.1) Glazing used in a windscreen of a heavy motor vehicle must have a luminous transmittance of at least 70%.\n(sch.2-sec.21-ssec.2) Glazing used in a windscreen of a heavy motor vehicle must not be coated in a way that reduces its luminous transmittance.\n(sch.2-sec.21-ssec.3) However, subsections (1) and (2) do not apply to the greater of the following areas of a windscreen— the area above the highest point of the windscreen that is swept by a windscreen wiper; the upper 10% of the windscreen.\n(sch.2-sec.21-ssec.4) Glazing used in a window or interior partition of a heavy motor vehicle must have a luminous transmittance of at least 70%.\n(sch.2-sec.21-ssec.5) Glazing used in a window or interior partition of a heavy motor vehicle, other than rear glazing, may be coated to achieve a luminous transmittance of not less than 35%.\n(sch.2-sec.21-ssec.5A) A heavy motor vehicle’s rear glazing may be coated to achieve a luminous transmittance of 0% or more.\n(sch.2-sec.21-ssec.6) The requirements about luminous transmittance applying to glazing used in a window of a heavy motor vehicle stated in a second edition ADR or third edition ADR do not apply to a window that has been coated as provided in subsection (5) or (5A) .\n(sch.2-sec.21-ssec.7) Glazing used in a windscreen, window or interior partition of a heavy motor vehicle that has been coated to reduce its luminous transmittance must not have a reflectance of more than 10%.\n(sch.2-sec.21-ssec.8) In this section— glazing — means material that may be used in a windscreen, window or interior partition of a heavy motor vehicle, through which the vehicle’s driver can see the road; but does not include a coating added after manufacture of the material. luminous transmittance , for glazing or a coating on glazing, means the amount of light that can pass through the glazing as a percentage of the amount of light that would be transmitted if the glazing or coating were absent. rear glazing , for a heavy motor vehicle, means glazing used in a window or interior partition of the heavy motor vehicle located behind the driver in the normal driving position.\n- (a) the area above the highest point of the windscreen that is swept by a windscreen wiper;\n- (b) the upper 10% of the windscreen.\n- (a) means material that may be used in a windscreen, window or interior partition of a heavy motor vehicle, through which the vehicle’s driver can see the road; but\n- (b) does not include a coating added after manufacture of the material.","sortOrder":47},{"sectionNumber":"sch.2-sec.22","sectionType":"section","heading":"Windscreen wipers and washers","content":"### sch.2-sec.22 Windscreen wipers and washers\n\nA heavy motor vehicle with 3 or more wheels fitted with a windscreen must be fitted with at least 1 windscreen wiper unless the vehicle’s driver in the normal driving position can obtain an adequate view of the road ahead of the vehicle without looking through the windscreen.\nAt least 1 windscreen wiper fitted to a heavy motor vehicle mentioned in subsection (1) must—\nbe able to remove moisture from the part of the windscreen in front of the driver in the normal driving position to allow the driver an adequate view of the road ahead of the vehicle when the windscreen is wet; and\nbe able to be operated from the normal driving position; and\nfor a vehicle built after 1934—continue to operate until the wiper is switched off; and\nfor a vehicle built after 1959, the normal driving position of which is nearer 1 side of the vehicle than the other—\nbe able to remove moisture from the part of the windscreen in front of the driver in the normal driving position, and a corresponding part of the windscreen on the other side of the centre of the vehicle, to allow the driver an adequate view of the road ahead of the vehicle when the windscreen is wet; and\nif the windscreen wiper is operated by engine manifold vacuum—be connected to a vacuum reservoir or vacuum pump to maintain the efficient operation of the wiper while the vehicle is in motion.\nIf a heavy motor vehicle mentioned in subsection (1) was built after 1982, it must also be fitted with a windscreen washer that—\ncan direct water onto the windscreen within the area swept by a windscreen wiper so the wiper can spread the water to all of the area swept by the wiper; and\nis able to be operated from the normal driving position.\nIn this section—\nengine manifold vacuum , in relation to a vehicle, means low air pressure in the vehicle’s engine produced by inducting air, or a mix of air and fuel, into the vehicle’s engine.\nvacuum pump means a pump fitted to a vehicle that generates low air pressure to help the mechanical functioning of other equipment fitted to the vehicle.\nvacuum reservoir , in relation to a vehicle, means a device designed to store air at a low pressure to help the mechanical functioning of other equipment fitted to the vehicle.\n(sch.2-sec.22-ssec.1) A heavy motor vehicle with 3 or more wheels fitted with a windscreen must be fitted with at least 1 windscreen wiper unless the vehicle’s driver in the normal driving position can obtain an adequate view of the road ahead of the vehicle without looking through the windscreen.\n(sch.2-sec.22-ssec.2) At least 1 windscreen wiper fitted to a heavy motor vehicle mentioned in subsection (1) must— be able to remove moisture from the part of the windscreen in front of the driver in the normal driving position to allow the driver an adequate view of the road ahead of the vehicle when the windscreen is wet; and be able to be operated from the normal driving position; and for a vehicle built after 1934—continue to operate until the wiper is switched off; and for a vehicle built after 1959, the normal driving position of which is nearer 1 side of the vehicle than the other— be able to remove moisture from the part of the windscreen in front of the driver in the normal driving position, and a corresponding part of the windscreen on the other side of the centre of the vehicle, to allow the driver an adequate view of the road ahead of the vehicle when the windscreen is wet; and if the windscreen wiper is operated by engine manifold vacuum—be connected to a vacuum reservoir or vacuum pump to maintain the efficient operation of the wiper while the vehicle is in motion.\n(sch.2-sec.22-ssec.3) If a heavy motor vehicle mentioned in subsection (1) was built after 1982, it must also be fitted with a windscreen washer that— can direct water onto the windscreen within the area swept by a windscreen wiper so the wiper can spread the water to all of the area swept by the wiper; and is able to be operated from the normal driving position.\n(sch.2-sec.22-ssec.4) In this section— engine manifold vacuum , in relation to a vehicle, means low air pressure in the vehicle’s engine produced by inducting air, or a mix of air and fuel, into the vehicle’s engine. vacuum pump means a pump fitted to a vehicle that generates low air pressure to help the mechanical functioning of other equipment fitted to the vehicle. vacuum reservoir , in relation to a vehicle, means a device designed to store air at a low pressure to help the mechanical functioning of other equipment fitted to the vehicle.\n- (a) be able to remove moisture from the part of the windscreen in front of the driver in the normal driving position to allow the driver an adequate view of the road ahead of the vehicle when the windscreen is wet; and\n- (b) be able to be operated from the normal driving position; and\n- (c) for a vehicle built after 1934—continue to operate until the wiper is switched off; and\n- (d) for a vehicle built after 1959, the normal driving position of which is nearer 1 side of the vehicle than the other— (i) be able to remove moisture from the part of the windscreen in front of the driver in the normal driving position, and a corresponding part of the windscreen on the other side of the centre of the vehicle, to allow the driver an adequate view of the road ahead of the vehicle when the windscreen is wet; and (ii) if the windscreen wiper is operated by engine manifold vacuum—be connected to a vacuum reservoir or vacuum pump to maintain the efficient operation of the wiper while the vehicle is in motion.\n- (i) be able to remove moisture from the part of the windscreen in front of the driver in the normal driving position, and a corresponding part of the windscreen on the other side of the centre of the vehicle, to allow the driver an adequate view of the road ahead of the vehicle when the windscreen is wet; and\n- (ii) if the windscreen wiper is operated by engine manifold vacuum—be connected to a vacuum reservoir or vacuum pump to maintain the efficient operation of the wiper while the vehicle is in motion.\n- (i) be able to remove moisture from the part of the windscreen in front of the driver in the normal driving position, and a corresponding part of the windscreen on the other side of the centre of the vehicle, to allow the driver an adequate view of the road ahead of the vehicle when the windscreen is wet; and\n- (ii) if the windscreen wiper is operated by engine manifold vacuum—be connected to a vacuum reservoir or vacuum pump to maintain the efficient operation of the wiper while the vehicle is in motion.\n- (a) can direct water onto the windscreen within the area swept by a windscreen wiper so the wiper can spread the water to all of the area swept by the wiper; and\n- (b) is able to be operated from the normal driving position.","sortOrder":48},{"sectionNumber":"sch.2-sec.23","sectionType":"section","heading":"Wheels and tyres—size and capacity","content":"### sch.2-sec.23 Wheels and tyres—size and capacity\n\nThe wheels and tyres fitted to an axle of a heavy vehicle must be of sufficient size and capacity to carry the part of the vehicle’s gross mass transmitted to the ground through the axle.\nFor the purposes of subsection (1) , the size and capacity of a pneumatic tyre fitted to an axle of a heavy vehicle must be determined at a cold inflation pressure of not more than the lesser of the following—\nthe pressure recommended by the tyre manufacturer;\na pressure of—\nfor a radial ply tyre—825kPa; or\nfor another tyre—700kPa.\nIn this section—\nradial ply tyre means a radial ply tyre within the meaning of ADR (Definitions and Vehicle Categories).\nsch 2 s 23 amd 2018 SL No. 89 s 34\n(sch.2-sec.23-ssec.1) The wheels and tyres fitted to an axle of a heavy vehicle must be of sufficient size and capacity to carry the part of the vehicle’s gross mass transmitted to the ground through the axle.\n(sch.2-sec.23-ssec.2) For the purposes of subsection (1) , the size and capacity of a pneumatic tyre fitted to an axle of a heavy vehicle must be determined at a cold inflation pressure of not more than the lesser of the following— the pressure recommended by the tyre manufacturer; a pressure of— for a radial ply tyre—825kPa; or for another tyre—700kPa.\n(sch.2-sec.23-ssec.3) In this section— radial ply tyre means a radial ply tyre within the meaning of ADR (Definitions and Vehicle Categories).\n- (a) the pressure recommended by the tyre manufacturer;\n- (b) a pressure of— (i) for a radial ply tyre—825kPa; or (ii) for another tyre—700kPa.\n- (i) for a radial ply tyre—825kPa; or\n- (ii) for another tyre—700kPa.\n- (i) for a radial ply tyre—825kPa; or\n- (ii) for another tyre—700kPa.","sortOrder":49},{"sectionNumber":"sch.2-sec.24","sectionType":"section","heading":"Pneumatic tyres for particular heavy vehicles","content":"### sch.2-sec.24 Pneumatic tyres for particular heavy vehicles\n\nA heavy vehicle built after 1932 must be fitted with pneumatic tyres.","sortOrder":50},{"sectionNumber":"sch.2-sec.25","sectionType":"section","heading":"Tyres—defects","content":"### sch.2-sec.25 Tyres—defects\n\nA tyre fitted to a heavy vehicle must be free of any apparent defect that could make the vehicle unsafe.","sortOrder":51},{"sectionNumber":"sch.2-sec.26","sectionType":"section","heading":"Tyres—suitability","content":"### sch.2-sec.26 Tyres—suitability\n\nThe requirements about the suitability of a tyre fitted to a vehicle by reference to the vehicle’s speed stated in a second edition ADR or third edition ADR do not apply to a tyre fitted to a heavy vehicle.\nA tyre fitted to a heavy vehicle must be suitable for road use at the lesser of—\n100 km/h; and\nthe vehicle’s top speed.\n(sch.2-sec.26-ssec.1) The requirements about the suitability of a tyre fitted to a vehicle by reference to the vehicle’s speed stated in a second edition ADR or third edition ADR do not apply to a tyre fitted to a heavy vehicle.\n(sch.2-sec.26-ssec.2) A tyre fitted to a heavy vehicle must be suitable for road use at the lesser of— 100 km/h; and the vehicle’s top speed.\n- (a) 100 km/h; and\n- (b) the vehicle’s top speed.","sortOrder":52},{"sectionNumber":"sch.2-sec.27","sectionType":"section","heading":"Retreads","content":"### sch.2-sec.27 Retreads\n\nA tyre that is retreaded must not be fitted on a heavy vehicle if—\nAS 1973-1993 ‘Pneumatic Tyres—Passenger Car, Light Truck and Truck/Bus—Retreading and Repair Processes’ applies to the tyre; and\nthe tyre was not retreaded in accordance with the standard.\n- (a) AS 1973-1993 ‘Pneumatic Tyres—Passenger Car, Light Truck and Truck/Bus—Retreading and Repair Processes’ applies to the tyre; and\n- (b) the tyre was not retreaded in accordance with the standard.","sortOrder":53},{"sectionNumber":"sch.2-sec.28","sectionType":"section","heading":"Tyre tread","content":"### sch.2-sec.28 Tyre tread\n\nA tyre fitted to a heavy vehicle must not have cleats or other gripping devices that could damage road surfaces.\nA tyre fitted to the vehicle must have a tread pattern at least 1.5mm deep in all principal grooves on the tyre, other than at tread wear indicators, in a band running continuously—\nacross at least 75% of the tyre width that normally comes into contact with the road; and\naround the whole circumference of the tyre.\nA heavy vehicle must not be fitted with a tyre that has been treated by recutting or regrooving the tread rubber, unless the tyre was—\nconstructed with an extra thickness of rubber designed for recutting or regrooving; and\nlabelled to indicate the construction.\nIn this section—\nprincipal grooves , in relation to a tyre, means wide grooves, other than secondary grooves—\nusually positioned in the central zone of the tyre tread but that may run across the tyre tread; and\nin which tread wear indicators are usually located.\nsecondary grooves , in relation to a tyre, means shallow grooves in the tyre tread that may disappear during the life of the tyre through wear.\ntread wear indicators , in relation to a tyre, means projections within a groove of the tyre that indicate the degree of wear on the tyre’s tread.\nsch 2 s 28 amd 2019 SL No. 238 s 11 ; 2021 SL No. 9 s 9 (3)\n(sch.2-sec.28-ssec.1) A tyre fitted to a heavy vehicle must not have cleats or other gripping devices that could damage road surfaces.\n(sch.2-sec.28-ssec.2) A tyre fitted to the vehicle must have a tread pattern at least 1.5mm deep in all principal grooves on the tyre, other than at tread wear indicators, in a band running continuously— across at least 75% of the tyre width that normally comes into contact with the road; and around the whole circumference of the tyre.\n(sch.2-sec.28-ssec.3) A heavy vehicle must not be fitted with a tyre that has been treated by recutting or regrooving the tread rubber, unless the tyre was— constructed with an extra thickness of rubber designed for recutting or regrooving; and labelled to indicate the construction.\n(sch.2-sec.28-ssec.4) In this section— principal grooves , in relation to a tyre, means wide grooves, other than secondary grooves— usually positioned in the central zone of the tyre tread but that may run across the tyre tread; and in which tread wear indicators are usually located. secondary grooves , in relation to a tyre, means shallow grooves in the tyre tread that may disappear during the life of the tyre through wear. tread wear indicators , in relation to a tyre, means projections within a groove of the tyre that indicate the degree of wear on the tyre’s tread.\n- (a) across at least 75% of the tyre width that normally comes into contact with the road; and\n- (b) around the whole circumference of the tyre.\n- (a) constructed with an extra thickness of rubber designed for recutting or regrooving; and\n- (b) labelled to indicate the construction.\n- (a) usually positioned in the central zone of the tyre tread but that may run across the tyre tread; and\n- (b) in which tread wear indicators are usually located.","sortOrder":54},{"sectionNumber":"sch.2-pt.3","sectionType":"part","heading":"Vehicle marking","content":"# Vehicle marking","sortOrder":55},{"sectionNumber":"sch.2-sec.29","sectionType":"section","heading":"Vehicle and engine identification numbers","content":"### sch.2-sec.29 Vehicle and engine identification numbers\n\nThe engine of a heavy motor vehicle must have an individual engine identification number clearly stamped, embossed or otherwise permanently marked—\nif the engine was built after 1930—on the vehicle’s engine block or main component; or\notherwise—anywhere on the engine.\nA heavy vehicle must have an individual vehicle identification number clearly stamped, embossed or otherwise permanently marked on a substantial part of its frame or chassis.\nA heavy vehicle’s engine or vehicle identification number must be located where a person can read it easily without having to use tools to remove a part of the vehicle that would otherwise obstruct the person’s view.\nA heavy vehicle’s engine or vehicle identification number may consist of numbers or a combination of numbers and letters.\n(sch.2-sec.29-ssec.1) The engine of a heavy motor vehicle must have an individual engine identification number clearly stamped, embossed or otherwise permanently marked— if the engine was built after 1930—on the vehicle’s engine block or main component; or otherwise—anywhere on the engine.\n(sch.2-sec.29-ssec.2) A heavy vehicle must have an individual vehicle identification number clearly stamped, embossed or otherwise permanently marked on a substantial part of its frame or chassis.\n(sch.2-sec.29-ssec.3) A heavy vehicle’s engine or vehicle identification number must be located where a person can read it easily without having to use tools to remove a part of the vehicle that would otherwise obstruct the person’s view.\n(sch.2-sec.29-ssec.4) A heavy vehicle’s engine or vehicle identification number may consist of numbers or a combination of numbers and letters.\n- (a) if the engine was built after 1930—on the vehicle’s engine block or main component; or\n- (b) otherwise—anywhere on the engine.","sortOrder":56},{"sectionNumber":"sch.2-sec.30","sectionType":"section","heading":"White or silver band on particular vehicles","content":"### sch.2-sec.30 White or silver band on particular vehicles\n\nThis section applies to a heavy vehicle, other than a vehicle built after 20 February 2016 that complies with ADR 42/04 or a later version of ADR 42, that—\nis at least 2.2m wide; and\nhas a body with a vertical measurement less than 300mm at the rear, measured from the lowest point of the body above ground level to the highest point; and\nis not fitted with rear marking plates or conspicuity markings in accordance with section 80 .\nThe heavy vehicle must have a white or silver band at least 75mm high across the full width of the rearmost part of the vehicle’s body.\nsch 2 s 30 amd 2018 SL No. 89 s 35 ; 2019 SL No. 238 s 12\n(sch.2-sec.30-ssec.1) This section applies to a heavy vehicle, other than a vehicle built after 20 February 2016 that complies with ADR 42/04 or a later version of ADR 42, that— is at least 2.2m wide; and has a body with a vertical measurement less than 300mm at the rear, measured from the lowest point of the body above ground level to the highest point; and is not fitted with rear marking plates or conspicuity markings in accordance with section 80 .\n(sch.2-sec.30-ssec.2) The heavy vehicle must have a white or silver band at least 75mm high across the full width of the rearmost part of the vehicle’s body.\n- (a) is at least 2.2m wide; and\n- (b) has a body with a vertical measurement less than 300mm at the rear, measured from the lowest point of the body above ground level to the highest point; and\n- (c) is not fitted with rear marking plates or conspicuity markings in accordance with section 80 .","sortOrder":57},{"sectionNumber":"sch.2-sec.31","sectionType":"section","heading":"Left-hand drive signs","content":"### sch.2-sec.31 Left-hand drive signs\n\nThis section applies to a heavy motor vehicle that has the centre of a steering control to the left of the vehicle.\nThe heavy motor vehicle must display the words ‘left hand drive’ on the rear of the vehicle.\nThe words must be in letters at least 75mm high, and in a colour contrasting with the background to the words.\n(sch.2-sec.31-ssec.1) This section applies to a heavy motor vehicle that has the centre of a steering control to the left of the vehicle.\n(sch.2-sec.31-ssec.2) The heavy motor vehicle must display the words ‘left hand drive’ on the rear of the vehicle.\n(sch.2-sec.31-ssec.3) The words must be in letters at least 75mm high, and in a colour contrasting with the background to the words.","sortOrder":58},{"sectionNumber":"sch.2-pt.4","sectionType":"part","heading":"Vehicle configuration","content":"# Vehicle configuration","sortOrder":59},{"sectionNumber":"sch.2-sec.32","sectionType":"section","heading":"Axle configuration","content":"### sch.2-sec.32 Axle configuration\n\nA heavy motor vehicle, other than an articulated bus, must have only—\n1 axle group, or a single axle, towards the front of the vehicle; and\n1 axle group, or a single axle, towards the rear of the vehicle.\nA heavy motor vehicle that is an articulated bus must have only—\non its front section—\n1 axle group, or a single axle, towards the front of the section; and\n1 axle group, or a single axle, towards the rear of the section; and\non another section—1 axle group or single axle.\nA heavy trailer must have only—\n1 axle group or a single axle; or\n2 axle groups, 2 single axles, or 1 axle group and a single axle, in the following configuration—\n1 axle group, or a single axle, towards the front of the vehicle, with all the wheels on the axle group or single axle connected to the steering mechanism for that part of the trailer;\n1 axle group, or a single axle, towards the rear of the vehicle.\nA semitrailer that is extendible, or fitted with sliding axles, must—\nhave a securing device that—\ncan securely fix the extendible part or sliding axles to the rest of the vehicle in any position of adjustment provided; and\nis located in a position that can prevent accidental or inadvertent release, if the device is mounted on the vehicle’s chassis; and\nis fitted with an audible or visible warning system to indicate to a person standing beside the vehicle that the device is not engaged; and\nis fitted with a way of preventing loss of air from the air brake supply, if the device uses air from the semitrailer’s braking system and fails in a way allowing air to escape; and\nis held in the applied position by direct mechanical action without the intervention of an electric, hydraulic or pneumatic device; and\nbe built so the adjustable parts of the vehicle remain connected if the securing device fails.\n(sch.2-sec.32-ssec.1) A heavy motor vehicle, other than an articulated bus, must have only— 1 axle group, or a single axle, towards the front of the vehicle; and 1 axle group, or a single axle, towards the rear of the vehicle.\n(sch.2-sec.32-ssec.2) A heavy motor vehicle that is an articulated bus must have only— on its front section— 1 axle group, or a single axle, towards the front of the section; and 1 axle group, or a single axle, towards the rear of the section; and on another section—1 axle group or single axle.\n(sch.2-sec.32-ssec.3) A heavy trailer must have only— 1 axle group or a single axle; or 2 axle groups, 2 single axles, or 1 axle group and a single axle, in the following configuration— 1 axle group, or a single axle, towards the front of the vehicle, with all the wheels on the axle group or single axle connected to the steering mechanism for that part of the trailer; 1 axle group, or a single axle, towards the rear of the vehicle.\n(sch.2-sec.32-ssec.4) A semitrailer that is extendible, or fitted with sliding axles, must— have a securing device that— can securely fix the extendible part or sliding axles to the rest of the vehicle in any position of adjustment provided; and is located in a position that can prevent accidental or inadvertent release, if the device is mounted on the vehicle’s chassis; and is fitted with an audible or visible warning system to indicate to a person standing beside the vehicle that the device is not engaged; and is fitted with a way of preventing loss of air from the air brake supply, if the device uses air from the semitrailer’s braking system and fails in a way allowing air to escape; and is held in the applied position by direct mechanical action without the intervention of an electric, hydraulic or pneumatic device; and be built so the adjustable parts of the vehicle remain connected if the securing device fails.\n- (a) 1 axle group, or a single axle, towards the front of the vehicle; and\n- (b) 1 axle group, or a single axle, towards the rear of the vehicle.\n- (a) on its front section— (i) 1 axle group, or a single axle, towards the front of the section; and (ii) 1 axle group, or a single axle, towards the rear of the section; and\n- (i) 1 axle group, or a single axle, towards the front of the section; and\n- (ii) 1 axle group, or a single axle, towards the rear of the section; and\n- (b) on another section—1 axle group or single axle.\n- (i) 1 axle group, or a single axle, towards the front of the section; and\n- (ii) 1 axle group, or a single axle, towards the rear of the section; and\n- (a) 1 axle group or a single axle; or\n- (b) 2 axle groups, 2 single axles, or 1 axle group and a single axle, in the following configuration— (i) 1 axle group, or a single axle, towards the front of the vehicle, with all the wheels on the axle group or single axle connected to the steering mechanism for that part of the trailer; (ii) 1 axle group, or a single axle, towards the rear of the vehicle.\n- (i) 1 axle group, or a single axle, towards the front of the vehicle, with all the wheels on the axle group or single axle connected to the steering mechanism for that part of the trailer;\n- (ii) 1 axle group, or a single axle, towards the rear of the vehicle.\n- (i) 1 axle group, or a single axle, towards the front of the vehicle, with all the wheels on the axle group or single axle connected to the steering mechanism for that part of the trailer;\n- (ii) 1 axle group, or a single axle, towards the rear of the vehicle.\n- (a) have a securing device that— (i) can securely fix the extendible part or sliding axles to the rest of the vehicle in any position of adjustment provided; and (ii) is located in a position that can prevent accidental or inadvertent release, if the device is mounted on the vehicle’s chassis; and (iii) is fitted with an audible or visible warning system to indicate to a person standing beside the vehicle that the device is not engaged; and (iv) is fitted with a way of preventing loss of air from the air brake supply, if the device uses air from the semitrailer’s braking system and fails in a way allowing air to escape; and (v) is held in the applied position by direct mechanical action without the intervention of an electric, hydraulic or pneumatic device; and\n- (i) can securely fix the extendible part or sliding axles to the rest of the vehicle in any position of adjustment provided; and\n- (ii) is located in a position that can prevent accidental or inadvertent release, if the device is mounted on the vehicle’s chassis; and\n- (iii) is fitted with an audible or visible warning system to indicate to a person standing beside the vehicle that the device is not engaged; and\n- (iv) is fitted with a way of preventing loss of air from the air brake supply, if the device uses air from the semitrailer’s braking system and fails in a way allowing air to escape; and\n- (v) is held in the applied position by direct mechanical action without the intervention of an electric, hydraulic or pneumatic device; and\n- (b) be built so the adjustable parts of the vehicle remain connected if the securing device fails.\n- (i) can securely fix the extendible part or sliding axles to the rest of the vehicle in any position of adjustment provided; and\n- (ii) is located in a position that can prevent accidental or inadvertent release, if the device is mounted on the vehicle’s chassis; and\n- (iii) is fitted with an audible or visible warning system to indicate to a person standing beside the vehicle that the device is not engaged; and\n- (iv) is fitted with a way of preventing loss of air from the air brake supply, if the device uses air from the semitrailer’s braking system and fails in a way allowing air to escape; and\n- (v) is held in the applied position by direct mechanical action without the intervention of an electric, hydraulic or pneumatic device; and","sortOrder":60},{"sectionNumber":"sch.2-sec.33","sectionType":"section","heading":"Relation between axles in axle group","content":"### sch.2-sec.33 Relation between axles in axle group\n\nThe axles in an axle group, other than a twinsteer axle group, fitted to a heavy vehicle must relate to each other through a load-sharing suspension system.\nIn this section—\nload-sharing suspension system , of an axle group, has the same meaning as it has under the Heavy Vehicle (Mass, Dimension and Loading) National Regulation .\n(sch.2-sec.33-ssec.1) The axles in an axle group, other than a twinsteer axle group, fitted to a heavy vehicle must relate to each other through a load-sharing suspension system.\n(sch.2-sec.33-ssec.2) In this section— load-sharing suspension system , of an axle group, has the same meaning as it has under the Heavy Vehicle (Mass, Dimension and Loading) National Regulation .","sortOrder":61},{"sectionNumber":"sch.2-pt.5","sectionType":"part","heading":"Dimension requirements","content":"# Dimension requirements","sortOrder":62},{"sectionNumber":"sch.2-sec.34","sectionType":"section","heading":"Application of prescribed dimension requirements as a vehicle standard","content":"### sch.2-sec.34 Application of prescribed dimension requirements as a vehicle standard\n\nThe dimensions of a heavy vehicle must comply with the prescribed dimension requirements (the requirements ) applying to the vehicle.\nThe dimensions of a vehicle do not contravene subsection (1) in relation to a contravention of the requirements caused only by the load the vehicle is carrying.\nIf a vehicle has a retractable axle, the vehicle must comply with subsection (1) at any time with both the axle retracted and not retracted.\nIn this section—\nretracted , in relation to an axle, has the same meaning as it has in section 5 of the Heavy Vehicle (Mass, Dimension and Loading) National Regulation .\n(sch.2-sec.34-ssec.1) The dimensions of a heavy vehicle must comply with the prescribed dimension requirements (the requirements ) applying to the vehicle.\n(sch.2-sec.34-ssec.2) The dimensions of a vehicle do not contravene subsection (1) in relation to a contravention of the requirements caused only by the load the vehicle is carrying.\n(sch.2-sec.34-ssec.3) If a vehicle has a retractable axle, the vehicle must comply with subsection (1) at any time with both the axle retracted and not retracted.\n(sch.2-sec.34-ssec.4) In this section— retracted , in relation to an axle, has the same meaning as it has in section 5 of the Heavy Vehicle (Mass, Dimension and Loading) National Regulation .","sortOrder":63},{"sectionNumber":"sch.2-pt.6","sectionType":"part","heading":"Lights and reflectors","content":"# Lights and reflectors","sortOrder":64},{"sectionNumber":"sch.2-pt.6-div.1","sectionType":"division","heading":"Application of particular requirements","content":"## Application of particular requirements","sortOrder":65},{"sectionNumber":"sch.2-sec.35","sectionType":"section","heading":"Part does not apply to particular vehicles","content":"### sch.2-sec.35 Part does not apply to particular vehicles\n\nThis Part does not apply to a heavy vehicle built before 1931 used only in the daytime.\nThis Part does not apply to a heavy vehicle built before 1946 used mainly for exhibition purposes.\n(sch.2-sec.35-ssec.1) This Part does not apply to a heavy vehicle built before 1931 used only in the daytime.\n(sch.2-sec.35-ssec.2) This Part does not apply to a heavy vehicle built before 1946 used mainly for exhibition purposes.","sortOrder":66},{"sectionNumber":"sch.2-sec.36","sectionType":"section","heading":"Particular requirements apply only at night","content":"### sch.2-sec.36 Particular requirements apply only at night\n\nThe requirements of this Part for a light, other than a brake or direction indicator light, to be visible over a stated distance apply only at night.","sortOrder":67},{"sectionNumber":"sch.2-pt.6-div.2","sectionType":"division","heading":"General requirements for lights","content":"## General requirements for lights","sortOrder":68},{"sectionNumber":"sch.2-sec.37","sectionType":"section","heading":"Prevention of glare","content":"### sch.2-sec.37 Prevention of glare\n\nA light, other than a high-beam headlight, fitted to a heavy vehicle must be built and adjusted to provide the necessary amount of light, without dazzling the driver of another vehicle approaching, or being approached by, the vehicle.","sortOrder":69},{"sectionNumber":"sch.2-sec.38","sectionType":"section","heading":"Pairs of lights","content":"### sch.2-sec.38 Pairs of lights\n\nIf lights are required under this Regulation to be fitted to a heavy vehicle in pairs—\na light must be fitted on each side of the longitudinal axis of the vehicle; and\nthe centre of each light in a pair must be the same distance from the longitudinal axis of the vehicle; and\nthe centre of each light in a pair must be at the same height above ground level; and\neach light in a pair must project approximately the same amount of light of the same colour.\n- (a) a light must be fitted on each side of the longitudinal axis of the vehicle; and\n- (b) the centre of each light in a pair must be the same distance from the longitudinal axis of the vehicle; and\n- (c) the centre of each light in a pair must be at the same height above ground level; and\n- (d) each light in a pair must project approximately the same amount of light of the same colour.","sortOrder":70},{"sectionNumber":"sch.2-pt.6-div.3","sectionType":"division","heading":"Headlights","content":"## Headlights","sortOrder":71},{"sectionNumber":"sch.2-sec.39","sectionType":"section","heading":"Headlights to be fitted to vehicles","content":"### sch.2-sec.39 Headlights to be fitted to vehicles\n\nA heavy motor vehicle with 4 or more wheels must be fitted with a pair of low-beam headlights.\nA heavy motor vehicle with fewer than 4 wheels must be fitted with at least 1 low-beam headlight.\nIf a heavy motor vehicle built after 1934 can travel at more than 60km/h—\neach low-beam headlight fitted as required by subsection (1) or (2) must be able to work in the high-beam position; or\nthe vehicle must be fitted with—\nif the vehicle has 4 or more wheels—a pair of headlights that can work in the high-beam position; or\nif the vehicle has fewer than 4 wheels—at least 1 headlight that can work in the high-beam position.\nUp to 4 additional headlights may be fitted to a heavy motor vehicle with 4 or more wheels.\nAn additional headlight fitted to a heavy motor vehicle must be fitted so that it faces forward and is symmetrical in relation to the centre-line of the vehicle.\nsch 2 s 39 amd 2017 SL No. 113 s 25\n(sch.2-sec.39-ssec.1) A heavy motor vehicle with 4 or more wheels must be fitted with a pair of low-beam headlights.\n(sch.2-sec.39-ssec.2) A heavy motor vehicle with fewer than 4 wheels must be fitted with at least 1 low-beam headlight.\n(sch.2-sec.39-ssec.3) If a heavy motor vehicle built after 1934 can travel at more than 60km/h— each low-beam headlight fitted as required by subsection (1) or (2) must be able to work in the high-beam position; or the vehicle must be fitted with— if the vehicle has 4 or more wheels—a pair of headlights that can work in the high-beam position; or if the vehicle has fewer than 4 wheels—at least 1 headlight that can work in the high-beam position.\n(sch.2-sec.39-ssec.4) Up to 4 additional headlights may be fitted to a heavy motor vehicle with 4 or more wheels.\n(sch.2-sec.39-ssec.5) An additional headlight fitted to a heavy motor vehicle must be fitted so that it faces forward and is symmetrical in relation to the centre-line of the vehicle.\n- (a) each low-beam headlight fitted as required by subsection (1) or (2) must be able to work in the high-beam position; or\n- (b) the vehicle must be fitted with— (i) if the vehicle has 4 or more wheels—a pair of headlights that can work in the high-beam position; or (ii) if the vehicle has fewer than 4 wheels—at least 1 headlight that can work in the high-beam position.\n- (i) if the vehicle has 4 or more wheels—a pair of headlights that can work in the high-beam position; or\n- (ii) if the vehicle has fewer than 4 wheels—at least 1 headlight that can work in the high-beam position.\n- (i) if the vehicle has 4 or more wheels—a pair of headlights that can work in the high-beam position; or\n- (ii) if the vehicle has fewer than 4 wheels—at least 1 headlight that can work in the high-beam position.","sortOrder":72},{"sectionNumber":"sch.2-sec.40","sectionType":"section","heading":"How headlights are to be fitted","content":"### sch.2-sec.40 How headlights are to be fitted\n\nThe centres of low-beam headlights fitted as a pair on a heavy motor vehicle with 4 or more wheels must be at least 600mm apart.\nHowever, subsection (1) does not apply to a heavy motor vehicle built before 1970 if the centres of its low-beam headlights—\nwere less than 600mm apart when the vehicle was built; and\nare not nearer than they were when the vehicle was built.\nThe centre of a low-beam headlight fitted to a heavy motor vehicle built after June 1953 must be—\nat least 500mm above ground level; and\nnot more than 1.4m above ground level.\n(sch.2-sec.40-ssec.1) The centres of low-beam headlights fitted as a pair on a heavy motor vehicle with 4 or more wheels must be at least 600mm apart.\n(sch.2-sec.40-ssec.2) However, subsection (1) does not apply to a heavy motor vehicle built before 1970 if the centres of its low-beam headlights— were less than 600mm apart when the vehicle was built; and are not nearer than they were when the vehicle was built.\n(sch.2-sec.40-ssec.3) The centre of a low-beam headlight fitted to a heavy motor vehicle built after June 1953 must be— at least 500mm above ground level; and not more than 1.4m above ground level.\n- (a) were less than 600mm apart when the vehicle was built; and\n- (b) are not nearer than they were when the vehicle was built.\n- (a) at least 500mm above ground level; and\n- (b) not more than 1.4m above ground level.","sortOrder":73},{"sectionNumber":"sch.2-sec.41","sectionType":"section","heading":null,"content":"### Section sch.2-sec.41\n\nsch 2 s 41 om 2017 SL No. 113 s 26","sortOrder":74},{"sectionNumber":"sch.2-sec.42","sectionType":"section","heading":"Performance of headlights","content":"### sch.2-sec.42 Performance of headlights\n\nWhen on, a headlight, or additional headlight, fitted to a heavy vehicle must—\nshow only white light; and\nproject its main beam of light ahead of the vehicle.\nA headlight must be fitted to a heavy vehicle so the light from it does not reflect off the vehicle into the driver’s eyes while in the normal driving position.\n(sch.2-sec.42-ssec.1) When on, a headlight, or additional headlight, fitted to a heavy vehicle must— show only white light; and project its main beam of light ahead of the vehicle.\n(sch.2-sec.42-ssec.2) A headlight must be fitted to a heavy vehicle so the light from it does not reflect off the vehicle into the driver’s eyes while in the normal driving position.\n- (a) show only white light; and\n- (b) project its main beam of light ahead of the vehicle.","sortOrder":75},{"sectionNumber":"sch.2-sec.43","sectionType":"section","heading":"Effective range of headlights","content":"### sch.2-sec.43 Effective range of headlights\n\nWhen on at night—\na low-beam headlight fitted to a heavy vehicle must illuminate the road ahead of the vehicle for at least 25m; and\na high-beam headlight fitted to a heavy vehicle must illuminate the road ahead of the vehicle for at least 50m.\nHowever, a low-beam headlight fitted to a heavy vehicle built before 1931 need only illuminate the road ahead of the vehicle for 12m.\n(sch.2-sec.43-ssec.1) When on at night— a low-beam headlight fitted to a heavy vehicle must illuminate the road ahead of the vehicle for at least 25m; and a high-beam headlight fitted to a heavy vehicle must illuminate the road ahead of the vehicle for at least 50m.\n(sch.2-sec.43-ssec.2) However, a low-beam headlight fitted to a heavy vehicle built before 1931 need only illuminate the road ahead of the vehicle for 12m.\n- (a) a low-beam headlight fitted to a heavy vehicle must illuminate the road ahead of the vehicle for at least 25m; and\n- (b) a high-beam headlight fitted to a heavy vehicle must illuminate the road ahead of the vehicle for at least 50m.","sortOrder":76},{"sectionNumber":"sch.2-sec.44","sectionType":"section","heading":"Changing headlights from high-beam to low-beam position","content":"### sch.2-sec.44 Changing headlights from high-beam to low-beam position\n\nA heavy motor vehicle built after 1934 that can travel at more than 60km/h must be fitted with a dipping device enabling the vehicle’s driver in the normal driving position—\nto change the headlights from the high-beam position to the low-beam position; or\nsimultaneously to switch off a high-beam headlight and switch on a low-beam headlight.\nA heavy vehicle built after June 1953 that can travel at more than 60km/h must also be fitted with a device to indicate to the driver in the normal driving position that the headlights are in the high-beam position.\nA headlight fitted to a heavy vehicle that is not fitted with a dipping device mentioned in subsection (1) must operate in the low-beam position.\nWhen a headlight fitted to a heavy vehicle is switched to the low-beam position, any other headlight on the vehicle must operate only in the low-beam position or be off.\n(sch.2-sec.44-ssec.1) A heavy motor vehicle built after 1934 that can travel at more than 60km/h must be fitted with a dipping device enabling the vehicle’s driver in the normal driving position— to change the headlights from the high-beam position to the low-beam position; or simultaneously to switch off a high-beam headlight and switch on a low-beam headlight.\n(sch.2-sec.44-ssec.2) A heavy vehicle built after June 1953 that can travel at more than 60km/h must also be fitted with a device to indicate to the driver in the normal driving position that the headlights are in the high-beam position.\n(sch.2-sec.44-ssec.3) A headlight fitted to a heavy vehicle that is not fitted with a dipping device mentioned in subsection (1) must operate in the low-beam position.\n(sch.2-sec.44-ssec.4) When a headlight fitted to a heavy vehicle is switched to the low-beam position, any other headlight on the vehicle must operate only in the low-beam position or be off.\n- (a) to change the headlights from the high-beam position to the low-beam position; or\n- (b) simultaneously to switch off a high-beam headlight and switch on a low-beam headlight.","sortOrder":77},{"sectionNumber":"sch.2-pt.6-div.4","sectionType":"division","heading":"Parking lights","content":"## Parking lights","sortOrder":78},{"sectionNumber":"sch.2-sec.45","sectionType":"section","heading":"Parking lights","content":"### sch.2-sec.45 Parking lights\n\nA heavy motor vehicle with 4 or more wheels built after June 1953 must be fitted with a pair of parking lights.\nA pair of parking lights fitted to a heavy motor vehicle must be fitted with the centre of each light—\nat least 600mm from the centre of the other light; and\nnot more than 510mm from the nearer side of the vehicle.\nHowever, a pair of parking lights fitted to a heavy motor vehicle less than 1300mm wide may be fitted with the centre of each light not less than 400mm from the centre of the other light.\nWhen on, a parking light fitted to a heavy motor vehicle must—\nshow a white or yellow light visible 200m from the front of the vehicle; and\nnot use more than 7W.\nA parking light fitted to a heavy motor vehicle built after 1969 must be wired so the parking light is on when a headlight on the vehicle is on.\n(sch.2-sec.45-ssec.1) A heavy motor vehicle with 4 or more wheels built after June 1953 must be fitted with a pair of parking lights.\n(sch.2-sec.45-ssec.2) A pair of parking lights fitted to a heavy motor vehicle must be fitted with the centre of each light— at least 600mm from the centre of the other light; and not more than 510mm from the nearer side of the vehicle.\n(sch.2-sec.45-ssec.3) However, a pair of parking lights fitted to a heavy motor vehicle less than 1300mm wide may be fitted with the centre of each light not less than 400mm from the centre of the other light.\n(sch.2-sec.45-ssec.4) When on, a parking light fitted to a heavy motor vehicle must— show a white or yellow light visible 200m from the front of the vehicle; and not use more than 7W.\n(sch.2-sec.45-ssec.5) A parking light fitted to a heavy motor vehicle built after 1969 must be wired so the parking light is on when a headlight on the vehicle is on.\n- (a) at least 600mm from the centre of the other light; and\n- (b) not more than 510mm from the nearer side of the vehicle.\n- (a) show a white or yellow light visible 200m from the front of the vehicle; and\n- (b) not use more than 7W.","sortOrder":79},{"sectionNumber":"sch.2-pt.6-div.5","sectionType":"division","heading":"Daytime running lights","content":"## Daytime running lights","sortOrder":80},{"sectionNumber":"sch.2-sec.46","sectionType":"section","heading":"Daytime running lights","content":"### sch.2-sec.46 Daytime running lights\n\nA pair of daytime running lights may be fitted to a heavy motor vehicle.\nA pair of daytime running lights fitted to a heavy motor vehicle with 4 or more wheels must be fitted with the centre of each light—\nat least 600mm from the centre of the other light; and\nnot more than 510mm from the nearer side of the vehicle.\nHowever, a pair of daytime running lights fitted to a heavy motor vehicle less than 1300mm wide may be fitted with the centre of each light not less than 400mm from the centre of the other light.\nWhen on, a daytime running light fitted to a heavy motor vehicle must—\nshow a white or yellow light visible from the front of the vehicle; and\nnot use more than 25W.\nThe third edition ADRs only allow white daytime running lights.\nDaytime running lights fitted to a heavy motor vehicle must be wired so they are off when a headlight, other than a headlight being used as a flashing signal, is on.\nIn this section—\ndaytime running lights means lights fitted to the front of a vehicle for improving visibility in the daytime.\n(sch.2-sec.46-ssec.1) A pair of daytime running lights may be fitted to a heavy motor vehicle.\n(sch.2-sec.46-ssec.2) A pair of daytime running lights fitted to a heavy motor vehicle with 4 or more wheels must be fitted with the centre of each light— at least 600mm from the centre of the other light; and not more than 510mm from the nearer side of the vehicle.\n(sch.2-sec.46-ssec.3) However, a pair of daytime running lights fitted to a heavy motor vehicle less than 1300mm wide may be fitted with the centre of each light not less than 400mm from the centre of the other light.\n(sch.2-sec.46-ssec.4) When on, a daytime running light fitted to a heavy motor vehicle must— show a white or yellow light visible from the front of the vehicle; and not use more than 25W. The third edition ADRs only allow white daytime running lights.\n(sch.2-sec.46-ssec.5) Daytime running lights fitted to a heavy motor vehicle must be wired so they are off when a headlight, other than a headlight being used as a flashing signal, is on.\n(sch.2-sec.46-ssec.6) In this section— daytime running lights means lights fitted to the front of a vehicle for improving visibility in the daytime.\n- (a) at least 600mm from the centre of the other light; and\n- (b) not more than 510mm from the nearer side of the vehicle.\n- (a) show a white or yellow light visible from the front of the vehicle; and\n- (b) not use more than 25W.","sortOrder":81},{"sectionNumber":"sch.2-pt.6-div.6","sectionType":"division","heading":"Tail-lights","content":"## Tail-lights","sortOrder":82},{"sectionNumber":"sch.2-sec.47","sectionType":"section","heading":"Tail-lights generally","content":"### sch.2-sec.47 Tail-lights generally\n\nSubject to subsections (2) and (3) , a heavy vehicle must have at least 1 tail-light fitted on or towards the rear of the vehicle.\nA heavy motor vehicle with 4 or more wheels built after 1959 must have at least 1 tail-light fitted on or towards each side of the rear of the vehicle.\nA heavy trailer built after June 1973 must have at least 1 tail-light fitted on or towards each side of the rear of the vehicle.\nThe centre of a tail-light mentioned in subsection (1) , (2) or (3) must not be more than—\n1.5m above ground level; or\nif it is not practicable to fit the light lower, 2.1m above ground level.\nA heavy vehicle may have 1 or more additional tail-lights at any height above ground level.\n(sch.2-sec.47-ssec.1) Subject to subsections (2) and (3) , a heavy vehicle must have at least 1 tail-light fitted on or towards the rear of the vehicle.\n(sch.2-sec.47-ssec.2) A heavy motor vehicle with 4 or more wheels built after 1959 must have at least 1 tail-light fitted on or towards each side of the rear of the vehicle.\n(sch.2-sec.47-ssec.3) A heavy trailer built after June 1973 must have at least 1 tail-light fitted on or towards each side of the rear of the vehicle.\n(sch.2-sec.47-ssec.4) The centre of a tail-light mentioned in subsection (1) , (2) or (3) must not be more than— 1.5m above ground level; or if it is not practicable to fit the light lower, 2.1m above ground level.\n(sch.2-sec.47-ssec.5) A heavy vehicle may have 1 or more additional tail-lights at any height above ground level.\n- (a) 1.5m above ground level; or\n- (b) if it is not practicable to fit the light lower, 2.1m above ground level.","sortOrder":83},{"sectionNumber":"sch.2-sec.48","sectionType":"section","heading":"Pattern of fitting tail-lights","content":"### sch.2-sec.48 Pattern of fitting tail-lights\n\nIf only 1 tail-light is fitted to a heavy vehicle, it must be fitted in the centre or to the right of the centre of the rear of the vehicle.\nIf 2 or more tail-lights are fitted to a heavy vehicle, at least 2 must be fitted as a pair.\nTail-lights fitted in accordance with this Division may also serve as rear clearance lights if they are fitted to a heavy vehicle in accordance with section 54 (3) .\n(sch.2-sec.48-ssec.1) If only 1 tail-light is fitted to a heavy vehicle, it must be fitted in the centre or to the right of the centre of the rear of the vehicle.\n(sch.2-sec.48-ssec.2) If 2 or more tail-lights are fitted to a heavy vehicle, at least 2 must be fitted as a pair.\n(sch.2-sec.48-ssec.3) Tail-lights fitted in accordance with this Division may also serve as rear clearance lights if they are fitted to a heavy vehicle in accordance with section 54 (3) .","sortOrder":84},{"sectionNumber":"sch.2-sec.49","sectionType":"section","heading":"Performance of tail-lights","content":"### sch.2-sec.49 Performance of tail-lights\n\nWhen on, a tail-light of a heavy vehicle must—\nshow a red light visible 200m from the rear of the vehicle; and\nnot use more than 7W.\n- (a) show a red light visible 200m from the rear of the vehicle; and\n- (b) not use more than 7W.","sortOrder":85},{"sectionNumber":"sch.2-sec.50","sectionType":"section","heading":"Wiring of tail-lights","content":"### sch.2-sec.50 Wiring of tail-lights\n\nA tail-light of a heavy motor vehicle must be wired to come on, and stay on, when a parking light or headlight on the vehicle is on, unless an external switch is fitted to operate the tail-light.","sortOrder":86},{"sectionNumber":"sch.2-pt.6-div.7","sectionType":"division","heading":"Number plate lights","content":"## Number plate lights","sortOrder":87},{"sectionNumber":"sch.2-sec.51","sectionType":"section","heading":"Number plate lights","content":"### sch.2-sec.51 Number plate lights\n\nAt least 1 number plate light must be fitted to the rear of a heavy vehicle.\nWhen on at night, the number plate light fitted to the rear of a heavy vehicle must illuminate a number plate on the rear of the vehicle with white light, so the characters on the number plate can be read at least 20m from the rear of the vehicle.\nA number plate light fitted to a heavy vehicle—\nmay be combined with another light; and\nmust not project white light to the rear of the vehicle other than by reflection; and\nmust not obscure the characters on the number plate; and\nmust be wired to come on, and stay on, when a parking light, headlight or tail-light on the vehicle is on.\n(sch.2-sec.51-ssec.1) At least 1 number plate light must be fitted to the rear of a heavy vehicle.\n(sch.2-sec.51-ssec.2) When on at night, the number plate light fitted to the rear of a heavy vehicle must illuminate a number plate on the rear of the vehicle with white light, so the characters on the number plate can be read at least 20m from the rear of the vehicle.\n(sch.2-sec.51-ssec.3) A number plate light fitted to a heavy vehicle— may be combined with another light; and must not project white light to the rear of the vehicle other than by reflection; and must not obscure the characters on the number plate; and must be wired to come on, and stay on, when a parking light, headlight or tail-light on the vehicle is on.\n- (a) may be combined with another light; and\n- (b) must not project white light to the rear of the vehicle other than by reflection; and\n- (c) must not obscure the characters on the number plate; and\n- (d) must be wired to come on, and stay on, when a parking light, headlight or tail-light on the vehicle is on.","sortOrder":88},{"sectionNumber":"sch.2-pt.6-div.8","sectionType":"division","heading":"Clearance lights","content":"## Clearance lights","sortOrder":89},{"sectionNumber":"sch.2-sec.52","sectionType":"section","heading":"Front clearance lights","content":"### sch.2-sec.52 Front clearance lights\n\nFront clearance lights may only be fitted to a heavy vehicle that is at least 1.8m wide.\nA pair of front clearance lights must be fitted to a heavy motor vehicle that is at least 2.2m wide, or a prime mover.\nThe centre of a front clearance light fitted to a heavy vehicle must be—\nnot more than 400mm from the nearer side of the vehicle; and\nif the vehicle was built after June 1953—\nat least 750mm higher than the centre of any low-beam headlight fitted to the vehicle; or\nnot lower than the top of the windscreen.\nHowever, a front clearance light fitted to a heavy vehicle may be mounted on an external rear vision mirror or a mirror support if, when the mirror is correctly adjusted, no part of the lens of the clearance light is visible to the vehicle’s driver in the normal driving position.\nWhen on, a front clearance light fitted to a heavy vehicle must—\nshow a white or yellow light visible 200m from the front of the vehicle; and\nnot use more than 7W.\nIn this section—\nfront clearance light means a light fitted to the front of a vehicle that indicates the dimension limits of the vehicle when viewed from the front.\n(sch.2-sec.52-ssec.1) Front clearance lights may only be fitted to a heavy vehicle that is at least 1.8m wide.\n(sch.2-sec.52-ssec.2) A pair of front clearance lights must be fitted to a heavy motor vehicle that is at least 2.2m wide, or a prime mover.\n(sch.2-sec.52-ssec.3) The centre of a front clearance light fitted to a heavy vehicle must be— not more than 400mm from the nearer side of the vehicle; and if the vehicle was built after June 1953— at least 750mm higher than the centre of any low-beam headlight fitted to the vehicle; or not lower than the top of the windscreen.\n(sch.2-sec.52-ssec.4) However, a front clearance light fitted to a heavy vehicle may be mounted on an external rear vision mirror or a mirror support if, when the mirror is correctly adjusted, no part of the lens of the clearance light is visible to the vehicle’s driver in the normal driving position.\n(sch.2-sec.52-ssec.5) When on, a front clearance light fitted to a heavy vehicle must— show a white or yellow light visible 200m from the front of the vehicle; and not use more than 7W.\n(sch.2-sec.52-ssec.6) In this section— front clearance light means a light fitted to the front of a vehicle that indicates the dimension limits of the vehicle when viewed from the front.\n- (a) not more than 400mm from the nearer side of the vehicle; and\n- (b) if the vehicle was built after June 1953— (i) at least 750mm higher than the centre of any low-beam headlight fitted to the vehicle; or (ii) not lower than the top of the windscreen.\n- (i) at least 750mm higher than the centre of any low-beam headlight fitted to the vehicle; or\n- (ii) not lower than the top of the windscreen.\n- (i) at least 750mm higher than the centre of any low-beam headlight fitted to the vehicle; or\n- (ii) not lower than the top of the windscreen.\n- (a) show a white or yellow light visible 200m from the front of the vehicle; and\n- (b) not use more than 7W.","sortOrder":90},{"sectionNumber":"sch.2-sec.53","sectionType":"section","heading":"External cabin lights","content":"### sch.2-sec.53 External cabin lights\n\nA heavy motor vehicle fitted with front clearance lights may also have additional forward-facing lights on or above the roof of its cabin.\nThe additional forward-facing lights must be spaced evenly between the front clearance lights, with their centres at least 120mm apart.\nWhen on, an additional forward-facing light fitted to a heavy motor vehicle must—\nshow a white or yellow light; and\nnot use more than 7W.\nIn this section—\ncabin , of a heavy motor vehicle, includes a sleeper berth located immediately adjacent to the vehicle’s cabin.\nsleeper berth means a sleeper berth within the meaning of ADR (Definitions and Vehicle Categories).\nsch 2 s 53 amd 2018 SL No. 89 s 36\n(sch.2-sec.53-ssec.1) A heavy motor vehicle fitted with front clearance lights may also have additional forward-facing lights on or above the roof of its cabin.\n(sch.2-sec.53-ssec.2) The additional forward-facing lights must be spaced evenly between the front clearance lights, with their centres at least 120mm apart.\n(sch.2-sec.53-ssec.3) When on, an additional forward-facing light fitted to a heavy motor vehicle must— show a white or yellow light; and not use more than 7W.\n(sch.2-sec.53-ssec.4) In this section— cabin , of a heavy motor vehicle, includes a sleeper berth located immediately adjacent to the vehicle’s cabin. sleeper berth means a sleeper berth within the meaning of ADR (Definitions and Vehicle Categories).\n- (a) show a white or yellow light; and\n- (b) not use more than 7W.","sortOrder":91},{"sectionNumber":"sch.2-sec.54","sectionType":"section","heading":"Rear clearance lights","content":"### sch.2-sec.54 Rear clearance lights\n\nRear clearance lights may only be fitted to a heavy vehicle that is at least 1.8m wide.\nA pair of rear clearance lights must be fitted to the rear of a heavy vehicle that is at least 2.2m wide.\nThe centre of a rear clearance light fitted to a heavy vehicle must be—\nnot more than 400mm from the nearer side of the vehicle; and\nif practicable, at least 600mm above ground level.\nWhen on, a rear clearance light fitted to a heavy vehicle must—\nshow a red light visible 200m from the rear of the vehicle; and\nnot use more than 7W.\nIn this section—\nrear clearance light means a light fitted to the rear of a vehicle that indicates the dimension limits of the vehicle when viewed from the rear.\n(sch.2-sec.54-ssec.1) Rear clearance lights may only be fitted to a heavy vehicle that is at least 1.8m wide.\n(sch.2-sec.54-ssec.2) A pair of rear clearance lights must be fitted to the rear of a heavy vehicle that is at least 2.2m wide.\n(sch.2-sec.54-ssec.3) The centre of a rear clearance light fitted to a heavy vehicle must be— not more than 400mm from the nearer side of the vehicle; and if practicable, at least 600mm above ground level.\n(sch.2-sec.54-ssec.4) When on, a rear clearance light fitted to a heavy vehicle must— show a red light visible 200m from the rear of the vehicle; and not use more than 7W.\n(sch.2-sec.54-ssec.5) In this section— rear clearance light means a light fitted to the rear of a vehicle that indicates the dimension limits of the vehicle when viewed from the rear.\n- (a) not more than 400mm from the nearer side of the vehicle; and\n- (b) if practicable, at least 600mm above ground level.\n- (a) show a red light visible 200m from the rear of the vehicle; and\n- (b) not use more than 7W.","sortOrder":92},{"sectionNumber":"sch.2-pt.6-div.9","sectionType":"division","heading":"Side marker lights","content":"## Side marker lights","sortOrder":93},{"sectionNumber":"sch.2-sec.55","sectionType":"section","heading":"Vehicles needing side marker lights","content":"### sch.2-sec.55 Vehicles needing side marker lights\n\nA pair of side marker lights must be fitted towards the rear of the sides of a heavy motor vehicle that is longer than 7.5m and at least 2.2m wide.\nA pole-type trailer or a heavy motor vehicle built to tow a pole-type trailer, each with at least 1 cross-bar or bolster, must have a side marker light fitted to each side of the back or only cross-bar or bolster.\nA pole-type trailer with 2 or more cross-bars or bolsters may also have a side marker light fitted to each side of the front cross-bar or bolster.\nAt least 2 side marker lights must be fitted to each side of—\na heavy trailer, other than a pole-type trailer, that is at least 2.2m wide and not longer than 7.5m; and\na semitrailer that is not longer than 7.5m.\nAt least 3 side marker lights must be fitted to each side of—\na heavy trailer, other than a pole-type trailer, that is at least 2.2m wide and longer than 7.5m; and\na semitrailer that is longer than 7.5m.\n(sch.2-sec.55-ssec.1) A pair of side marker lights must be fitted towards the rear of the sides of a heavy motor vehicle that is longer than 7.5m and at least 2.2m wide.\n(sch.2-sec.55-ssec.2) A pole-type trailer or a heavy motor vehicle built to tow a pole-type trailer, each with at least 1 cross-bar or bolster, must have a side marker light fitted to each side of the back or only cross-bar or bolster.\n(sch.2-sec.55-ssec.3) A pole-type trailer with 2 or more cross-bars or bolsters may also have a side marker light fitted to each side of the front cross-bar or bolster.\n(sch.2-sec.55-ssec.4) At least 2 side marker lights must be fitted to each side of— a heavy trailer, other than a pole-type trailer, that is at least 2.2m wide and not longer than 7.5m; and a semitrailer that is not longer than 7.5m.\n(sch.2-sec.55-ssec.5) At least 3 side marker lights must be fitted to each side of— a heavy trailer, other than a pole-type trailer, that is at least 2.2m wide and longer than 7.5m; and a semitrailer that is longer than 7.5m.\n- (a) a heavy trailer, other than a pole-type trailer, that is at least 2.2m wide and not longer than 7.5m; and\n- (b) a semitrailer that is not longer than 7.5m.\n- (a) a heavy trailer, other than a pole-type trailer, that is at least 2.2m wide and longer than 7.5m; and\n- (b) a semitrailer that is longer than 7.5m.","sortOrder":94},{"sectionNumber":"sch.2-sec.56","sectionType":"section","heading":"Location of side marker lights","content":"### sch.2-sec.56 Location of side marker lights\n\nThe centre of a side marker light fitted to a heavy vehicle must not be more than 150mm from the nearer side of the vehicle.\nA front side marker light fitted to a heavy motor vehicle must be towards the front of the side of the vehicle with no part of the lens visible to the driver in the normal driving position.\nThe centre of a front side marker light fitted to a heavy trailer must be—\nwithin 300mm of the front of the side of the trailer; or\nif the construction of the trailer makes it impracticable to comply with paragraph (a) —as near as practicable to the front of the trailer.\nThe centre of a rear side marker light fitted to a heavy vehicle must be—\nwithin 300mm of the rear of the side of the vehicle; or\nif the construction of the vehicle makes it impracticable to comply with paragraph (a) —as near as practicable to the rear of the vehicle.\nSide marker lights fitted to a heavy vehicle must, as far as practicable, be evenly spaced along the side of the vehicle.\nSubsections (2) to (5) do not apply to side marker lights fitted to a cross-bar or bolster of a pole-type trailer.\nOnly the side marker lights nearest to the rear need be fitted to a heavy vehicle if complying with subsections (3) and (4) would result in the front and rear side marker lights being less than 2.5m apart.\nA side marker light fitted to a heavy vehicle must be fitted so—\nits centre is at least 600mm above ground level; and\nits centre is not more than—\n1.5m above ground level; or\nif it is not practicable to fit it lower, 2.1m above ground level; and\nit is, as far as practicable, in a row of side marker lights along the side of the vehicle.\nSubsection (8) (a) does not apply to a side marker light that is not required to be fitted to the heavy vehicle under section 55 .\n(sch.2-sec.56-ssec.1) The centre of a side marker light fitted to a heavy vehicle must not be more than 150mm from the nearer side of the vehicle.\n(sch.2-sec.56-ssec.2) A front side marker light fitted to a heavy motor vehicle must be towards the front of the side of the vehicle with no part of the lens visible to the driver in the normal driving position.\n(sch.2-sec.56-ssec.3) The centre of a front side marker light fitted to a heavy trailer must be— within 300mm of the front of the side of the trailer; or if the construction of the trailer makes it impracticable to comply with paragraph (a) —as near as practicable to the front of the trailer.\n(sch.2-sec.56-ssec.4) The centre of a rear side marker light fitted to a heavy vehicle must be— within 300mm of the rear of the side of the vehicle; or if the construction of the vehicle makes it impracticable to comply with paragraph (a) —as near as practicable to the rear of the vehicle.\n(sch.2-sec.56-ssec.5) Side marker lights fitted to a heavy vehicle must, as far as practicable, be evenly spaced along the side of the vehicle.\n(sch.2-sec.56-ssec.6) Subsections (2) to (5) do not apply to side marker lights fitted to a cross-bar or bolster of a pole-type trailer.\n(sch.2-sec.56-ssec.7) Only the side marker lights nearest to the rear need be fitted to a heavy vehicle if complying with subsections (3) and (4) would result in the front and rear side marker lights being less than 2.5m apart.\n(sch.2-sec.56-ssec.8) A side marker light fitted to a heavy vehicle must be fitted so— its centre is at least 600mm above ground level; and its centre is not more than— 1.5m above ground level; or if it is not practicable to fit it lower, 2.1m above ground level; and it is, as far as practicable, in a row of side marker lights along the side of the vehicle.\n(sch.2-sec.56-ssec.9) Subsection (8) (a) does not apply to a side marker light that is not required to be fitted to the heavy vehicle under section 55 .\n- (a) within 300mm of the front of the side of the trailer; or\n- (b) if the construction of the trailer makes it impracticable to comply with paragraph (a) —as near as practicable to the front of the trailer.\n- (a) within 300mm of the rear of the side of the vehicle; or\n- (b) if the construction of the vehicle makes it impracticable to comply with paragraph (a) —as near as practicable to the rear of the vehicle.\n- (a) its centre is at least 600mm above ground level; and\n- (b) its centre is not more than— (i) 1.5m above ground level; or (ii) if it is not practicable to fit it lower, 2.1m above ground level; and\n- (i) 1.5m above ground level; or\n- (ii) if it is not practicable to fit it lower, 2.1m above ground level; and\n- (c) it is, as far as practicable, in a row of side marker lights along the side of the vehicle.\n- (i) 1.5m above ground level; or\n- (ii) if it is not practicable to fit it lower, 2.1m above ground level; and","sortOrder":95},{"sectionNumber":"sch.2-sec.57","sectionType":"section","heading":"Performance of side marker lights","content":"### sch.2-sec.57 Performance of side marker lights\n\nWhen on, a side marker light fitted to a heavy vehicle must—\nshow a light visible 200m from the vehicle; and\nnot use more than 7W.\nWhen on, a side marker light fitted to a heavy vehicle must show—\nto the front of the vehicle—a yellow light; and\nto the rear of the vehicle—\nif the light also operates as a rear light or reflector—a red light; and\nin any other case—a red or yellow light.\nIf a pole-type trailer with 2 or more cross-bars or bolsters has side marker lights permitted by section 55 (3) —\nthe side marker lights fitted to the front cross-bar or bolster must, when on, show a yellow light; and\nthe side marker lights fitted to the back cross-bar or bolster must, when on, show—\nif the light also operates as a rear light or reflector—a red light; and\nin any other case—a red or yellow light.\n(sch.2-sec.57-ssec.1) When on, a side marker light fitted to a heavy vehicle must— show a light visible 200m from the vehicle; and not use more than 7W.\n(sch.2-sec.57-ssec.2) When on, a side marker light fitted to a heavy vehicle must show— to the front of the vehicle—a yellow light; and to the rear of the vehicle— if the light also operates as a rear light or reflector—a red light; and in any other case—a red or yellow light.\n(sch.2-sec.57-ssec.3) If a pole-type trailer with 2 or more cross-bars or bolsters has side marker lights permitted by section 55 (3) — the side marker lights fitted to the front cross-bar or bolster must, when on, show a yellow light; and the side marker lights fitted to the back cross-bar or bolster must, when on, show— if the light also operates as a rear light or reflector—a red light; and in any other case—a red or yellow light.\n- (a) show a light visible 200m from the vehicle; and\n- (b) not use more than 7W.\n- (a) to the front of the vehicle—a yellow light; and\n- (b) to the rear of the vehicle— (i) if the light also operates as a rear light or reflector—a red light; and (ii) in any other case—a red or yellow light.\n- (i) if the light also operates as a rear light or reflector—a red light; and\n- (ii) in any other case—a red or yellow light.\n- (i) if the light also operates as a rear light or reflector—a red light; and\n- (ii) in any other case—a red or yellow light.\n- (a) the side marker lights fitted to the front cross-bar or bolster must, when on, show a yellow light; and\n- (b) the side marker lights fitted to the back cross-bar or bolster must, when on, show— (i) if the light also operates as a rear light or reflector—a red light; and (ii) in any other case—a red or yellow light.\n- (i) if the light also operates as a rear light or reflector—a red light; and\n- (ii) in any other case—a red or yellow light.\n- (i) if the light also operates as a rear light or reflector—a red light; and\n- (ii) in any other case—a red or yellow light.","sortOrder":96},{"sectionNumber":"sch.2-sec.58","sectionType":"section","heading":"Side marker lights and rear clearance lights","content":"### sch.2-sec.58 Side marker lights and rear clearance lights\n\nThe side marker light nearest to the rear of a vehicle may also be a rear clearance light for section 54 .","sortOrder":97},{"sectionNumber":"sch.2-pt.6-div.10","sectionType":"division","heading":"Brake lights","content":"## Brake lights","sortOrder":98},{"sectionNumber":"sch.2-sec.59","sectionType":"section","heading":"Fitting brake lights","content":"### sch.2-sec.59 Fitting brake lights\n\nA brake light must be fitted to the rear of a heavy vehicle built after 1934.\nA pair of brake lights must be fitted to the rear of—\na heavy motor vehicle built after 1959 that has 4 or more wheels; and\na heavy trailer built after June 1973.\nThe centre of a brake light fitted to a heavy vehicle must be—\nat least 350mm above ground level; and\nnot more than—\n1.5m above ground level; or\nif it is not practicable to fit the light lower, 2.1m above ground level.\nA heavy vehicle may be fitted with 1 or more additional brake lights.\nThe centre of an additional brake light fitted to a heavy vehicle must be at least 350mm above ground level.\nIf only 1 brake light is fitted to a heavy vehicle, it must be fitted in the centre or to the right of the centre of the rear of the vehicle.\nFor this section, a light fitted to a heavy vehicle that functions as a brake light and a direction indicator light is taken to be a brake light if the heavy vehicle was built before 1 January 1973.\nsch 2 s 59 amd 2017 SL No. 113 s 27\n(sch.2-sec.59-ssec.1) A brake light must be fitted to the rear of a heavy vehicle built after 1934.\n(sch.2-sec.59-ssec.2) A pair of brake lights must be fitted to the rear of— a heavy motor vehicle built after 1959 that has 4 or more wheels; and a heavy trailer built after June 1973.\n(sch.2-sec.59-ssec.3) The centre of a brake light fitted to a heavy vehicle must be— at least 350mm above ground level; and not more than— 1.5m above ground level; or if it is not practicable to fit the light lower, 2.1m above ground level.\n(sch.2-sec.59-ssec.4) A heavy vehicle may be fitted with 1 or more additional brake lights.\n(sch.2-sec.59-ssec.5) The centre of an additional brake light fitted to a heavy vehicle must be at least 350mm above ground level.\n(sch.2-sec.59-ssec.6) If only 1 brake light is fitted to a heavy vehicle, it must be fitted in the centre or to the right of the centre of the rear of the vehicle.\n(sch.2-sec.59-ssec.7) For this section, a light fitted to a heavy vehicle that functions as a brake light and a direction indicator light is taken to be a brake light if the heavy vehicle was built before 1 January 1973.\n- (a) a heavy motor vehicle built after 1959 that has 4 or more wheels; and\n- (b) a heavy trailer built after June 1973.\n- (a) at least 350mm above ground level; and\n- (b) not more than— (i) 1.5m above ground level; or (ii) if it is not practicable to fit the light lower, 2.1m above ground level.\n- (i) 1.5m above ground level; or\n- (ii) if it is not practicable to fit the light lower, 2.1m above ground level.\n- (i) 1.5m above ground level; or\n- (ii) if it is not practicable to fit the light lower, 2.1m above ground level.","sortOrder":99},{"sectionNumber":"sch.2-sec.60","sectionType":"section","heading":"Performance and operation of brake lights","content":"### sch.2-sec.60 Performance and operation of brake lights\n\nWhen on, a heavy vehicle’s brake light must show a red light visible 30m from the rear of the vehicle.\nA brake light fitted to a heavy motor vehicle must come on, if it is not already on, when a service brake is applied.\nSubsection (2) does not apply if the controls in the heavy motor vehicle that start the engine are in a position that makes it impossible for the engine to operate.\nA brake light fitted to a heavy trailer must come on when—\nthe brake light of the towing vehicle comes on; or\na brake control on the towing vehicle, that independently activates the service brake on the trailer, is operated.\nA brake light fitted to a heavy vehicle may be operated by an engine brake or similar device if the device does not interfere with the proper operation of the brake light.\nIn this section—\nengine brake means a device that uses force within a vehicle’s engine or transmission system for the purpose of deceleration of the vehicle.\n(sch.2-sec.60-ssec.1) When on, a heavy vehicle’s brake light must show a red light visible 30m from the rear of the vehicle.\n(sch.2-sec.60-ssec.2) A brake light fitted to a heavy motor vehicle must come on, if it is not already on, when a service brake is applied.\n(sch.2-sec.60-ssec.3) Subsection (2) does not apply if the controls in the heavy motor vehicle that start the engine are in a position that makes it impossible for the engine to operate.\n(sch.2-sec.60-ssec.4) A brake light fitted to a heavy trailer must come on when— the brake light of the towing vehicle comes on; or a brake control on the towing vehicle, that independently activates the service brake on the trailer, is operated.\n(sch.2-sec.60-ssec.5) A brake light fitted to a heavy vehicle may be operated by an engine brake or similar device if the device does not interfere with the proper operation of the brake light.\n(sch.2-sec.60-ssec.6) In this section— engine brake means a device that uses force within a vehicle’s engine or transmission system for the purpose of deceleration of the vehicle.\n- (a) the brake light of the towing vehicle comes on; or\n- (b) a brake control on the towing vehicle, that independently activates the service brake on the trailer, is operated.","sortOrder":100},{"sectionNumber":"sch.2-pt.6-div.11","sectionType":"division","heading":"Reversing lights","content":"## Reversing lights","sortOrder":101},{"sectionNumber":"sch.2-sec.61","sectionType":"section","heading":"Reversing lights","content":"### sch.2-sec.61 Reversing lights\n\nOne or more reversing lights may be fitted to the rear of a heavy vehicle and on each side towards the rear of the vehicle.\nA reversing light fitted to a heavy vehicle must have its centre not more than 1.2m above ground level.\nWhen on, a reversing light fitted to a heavy vehicle must show a white or yellow light to the rear or to the side and rear of the vehicle.\nThe third edition ADRs only allow white reversing lights.\nA reversing light fitted to a heavy motor vehicle must be wired so it operates only when the vehicle is reversing or in reverse gear.\nA reversing light fitted to a heavy trailer must be wired so it operates only when the towing vehicle is reversing or in reverse gear.\nA yellow reversing light fitted to a heavy vehicle may also operate as a direction indicator light.\n(sch.2-sec.61-ssec.1) One or more reversing lights may be fitted to the rear of a heavy vehicle and on each side towards the rear of the vehicle.\n(sch.2-sec.61-ssec.2) A reversing light fitted to a heavy vehicle must have its centre not more than 1.2m above ground level.\n(sch.2-sec.61-ssec.3) When on, a reversing light fitted to a heavy vehicle must show a white or yellow light to the rear or to the side and rear of the vehicle. The third edition ADRs only allow white reversing lights.\n(sch.2-sec.61-ssec.4) A reversing light fitted to a heavy motor vehicle must be wired so it operates only when the vehicle is reversing or in reverse gear.\n(sch.2-sec.61-ssec.5) A reversing light fitted to a heavy trailer must be wired so it operates only when the towing vehicle is reversing or in reverse gear.\n(sch.2-sec.61-ssec.6) A yellow reversing light fitted to a heavy vehicle may also operate as a direction indicator light.","sortOrder":102},{"sectionNumber":"sch.2-pt.6-div.12","sectionType":"division","heading":"Direction indicator lights","content":"## Direction indicator lights","sortOrder":103},{"sectionNumber":"sch.2-sec.62","sectionType":"section","heading":"Direction indicator lights on heavy motor vehicles","content":"### sch.2-sec.62 Direction indicator lights on heavy motor vehicles\n\nA heavy motor vehicle with 4 or more wheels that was built after August 1966 must have—\na pair of direction indicator lights fitted on, or towards, its front that face forwards; and\na pair of direction indicator lights fitted on, or towards, its rear that face backwards.\nA heavy motor vehicle with fewer than 4 wheels that was built after June 1975 must have—\na pair of direction indicator lights fitted on, or towards, its front that face forwards; and\na pair of direction indicator lights fitted on, or towards, its rear that face backwards.\nA heavy motor vehicle that is not required to have direction indicator lights may have—\n1 or more pairs of direction indicator lights that are visible from both the front and rear of the vehicle; or\nboth—\na pair of direction indicator lights fitted on, or towards, its front that face forwards; and\na pair of direction indicator lights fitted on, or towards, its rear that face backwards.\n(sch.2-sec.62-ssec.1) A heavy motor vehicle with 4 or more wheels that was built after August 1966 must have— a pair of direction indicator lights fitted on, or towards, its front that face forwards; and a pair of direction indicator lights fitted on, or towards, its rear that face backwards.\n(sch.2-sec.62-ssec.2) A heavy motor vehicle with fewer than 4 wheels that was built after June 1975 must have— a pair of direction indicator lights fitted on, or towards, its front that face forwards; and a pair of direction indicator lights fitted on, or towards, its rear that face backwards.\n(sch.2-sec.62-ssec.3) A heavy motor vehicle that is not required to have direction indicator lights may have— 1 or more pairs of direction indicator lights that are visible from both the front and rear of the vehicle; or both— a pair of direction indicator lights fitted on, or towards, its front that face forwards; and a pair of direction indicator lights fitted on, or towards, its rear that face backwards.\n- (a) a pair of direction indicator lights fitted on, or towards, its front that face forwards; and\n- (b) a pair of direction indicator lights fitted on, or towards, its rear that face backwards.\n- (a) a pair of direction indicator lights fitted on, or towards, its front that face forwards; and\n- (b) a pair of direction indicator lights fitted on, or towards, its rear that face backwards.\n- (a) 1 or more pairs of direction indicator lights that are visible from both the front and rear of the vehicle; or\n- (b) both— (i) a pair of direction indicator lights fitted on, or towards, its front that face forwards; and (ii) a pair of direction indicator lights fitted on, or towards, its rear that face backwards.\n- (i) a pair of direction indicator lights fitted on, or towards, its front that face forwards; and\n- (ii) a pair of direction indicator lights fitted on, or towards, its rear that face backwards.\n- (i) a pair of direction indicator lights fitted on, or towards, its front that face forwards; and\n- (ii) a pair of direction indicator lights fitted on, or towards, its rear that face backwards.","sortOrder":104},{"sectionNumber":"sch.2-sec.63","sectionType":"section","heading":"Direction indicator lights on trailers","content":"### sch.2-sec.63 Direction indicator lights on trailers\n\nA heavy trailer built after June 1973 must have a pair of direction indicator lights fitted on, or towards, its rear that face backwards.\nA heavy trailer that is not required to have direction indicator lights may have 1 or more pairs of direction indicator lights fitted on, or towards, its rear that face backwards.\n(sch.2-sec.63-ssec.1) A heavy trailer built after June 1973 must have a pair of direction indicator lights fitted on, or towards, its rear that face backwards.\n(sch.2-sec.63-ssec.2) A heavy trailer that is not required to have direction indicator lights may have 1 or more pairs of direction indicator lights fitted on, or towards, its rear that face backwards.","sortOrder":105},{"sectionNumber":"sch.2-sec.64","sectionType":"section","heading":"Location of direction indicator lights","content":"### sch.2-sec.64 Location of direction indicator lights\n\nA pair of direction indicator lights fitted to a heavy vehicle must have the centre of each light at least—\nfor a vehicle with a width of not more than 1.3m—400mm from the centre of the other light; or\nfor a vehicle with a width of more than 1.3m—600mm from the centre of the other light.\nThe centre of each direction indicator light fitted to a heavy vehicle must be at least 350mm above ground level.\nThe centre of each light in a pair of direction indicator lights required to be fitted to a heavy vehicle must not be more than—\n1.5m above ground level; or\nif it is not practicable for the light to be fitted lower—2.1m above ground level.\n(sch.2-sec.64-ssec.1) A pair of direction indicator lights fitted to a heavy vehicle must have the centre of each light at least— for a vehicle with a width of not more than 1.3m—400mm from the centre of the other light; or for a vehicle with a width of more than 1.3m—600mm from the centre of the other light.\n(sch.2-sec.64-ssec.2) The centre of each direction indicator light fitted to a heavy vehicle must be at least 350mm above ground level.\n(sch.2-sec.64-ssec.3) The centre of each light in a pair of direction indicator lights required to be fitted to a heavy vehicle must not be more than— 1.5m above ground level; or if it is not practicable for the light to be fitted lower—2.1m above ground level.\n- (a) for a vehicle with a width of not more than 1.3m—400mm from the centre of the other light; or\n- (b) for a vehicle with a width of more than 1.3m—600mm from the centre of the other light.\n- (a) 1.5m above ground level; or\n- (b) if it is not practicable for the light to be fitted lower—2.1m above ground level.","sortOrder":106},{"sectionNumber":"sch.2-sec.65","sectionType":"section","heading":"Operation and visibility of direction indicator lights","content":"### sch.2-sec.65 Operation and visibility of direction indicator lights\n\nA direction indicator light fitted to a heavy motor vehicle must—\nwhen operating, display regular flashes of light at a rate of—\nfor a heavy motor vehicle with 4 or more wheels—at least 60 but not more than 120 flashes per minute; or\nfor another heavy motor vehicle—at least 45 but not more than 120 flashes per minute; and\nbe able to be operated from the normal driving position by the vehicle’s driver; and\nbe wired to an audible or visible device in the vehicle that tells the driver in the normal driving position that the direction indicator light is operating; and\nflash at the same time and rate as any other direction indicator lights fitted on the same side of the vehicle.\nA direction indicator light fitted to a side of a heavy trailer must, when operating, flash at the same time and rate as the direction indicator light or lights fitted to the same side of the towing vehicle.\nThe flashes of light displayed by a direction indicator light fitted to a heavy vehicle must be—\nfor a light facing forwards—white or yellow; or\nfor a light facing backwards—\nyellow; or\nif the vehicle was built before July 1973—red or yellow; and\nfor a light facing out from the side of the vehicle—\nwhite or yellow towards the front and side; and\nif the vehicle was built before July 1973—red or yellow towards the rear and side; and\nif the vehicle was built after June 1973—yellow towards the rear and side.\nThe third edition ADRs only allow yellow direction indicator lights.\nIf a heavy motor vehicle’s direction indicator lights display only yellow light, the vehicle may be equipped to allow the lights to operate simultaneously on both sides of the vehicle, if an audible or visible signal tells the driver in the normal driving position when the lights are operating simultaneously.\nWhen on, a direction indicator light fitted to a heavy vehicle must be visible 30m from—\nfor a light facing forwards—the front of the vehicle; or\nfor a light facing backwards—the rear of the vehicle; or\nfor a light facing out from the side of the vehicle—that side of the vehicle.\nWhen on, each direction indicator light in at least 1 pair of lights fitted on or towards the front of a heavy vehicle that is a prime mover or a heavy motor vehicle longer than 7.5m, must be visible at a point—\n1.5m at right angles from the side of the vehicle where the light is fitted; and\nin line with the rear of the vehicle.\n(sch.2-sec.65-ssec.1) A direction indicator light fitted to a heavy motor vehicle must— when operating, display regular flashes of light at a rate of— for a heavy motor vehicle with 4 or more wheels—at least 60 but not more than 120 flashes per minute; or for another heavy motor vehicle—at least 45 but not more than 120 flashes per minute; and be able to be operated from the normal driving position by the vehicle’s driver; and be wired to an audible or visible device in the vehicle that tells the driver in the normal driving position that the direction indicator light is operating; and flash at the same time and rate as any other direction indicator lights fitted on the same side of the vehicle.\n(sch.2-sec.65-ssec.2) A direction indicator light fitted to a side of a heavy trailer must, when operating, flash at the same time and rate as the direction indicator light or lights fitted to the same side of the towing vehicle.\n(sch.2-sec.65-ssec.3) The flashes of light displayed by a direction indicator light fitted to a heavy vehicle must be— for a light facing forwards—white or yellow; or for a light facing backwards— yellow; or if the vehicle was built before July 1973—red or yellow; and for a light facing out from the side of the vehicle— white or yellow towards the front and side; and if the vehicle was built before July 1973—red or yellow towards the rear and side; and if the vehicle was built after June 1973—yellow towards the rear and side. The third edition ADRs only allow yellow direction indicator lights.\n(sch.2-sec.65-ssec.4) If a heavy motor vehicle’s direction indicator lights display only yellow light, the vehicle may be equipped to allow the lights to operate simultaneously on both sides of the vehicle, if an audible or visible signal tells the driver in the normal driving position when the lights are operating simultaneously.\n(sch.2-sec.65-ssec.5) When on, a direction indicator light fitted to a heavy vehicle must be visible 30m from— for a light facing forwards—the front of the vehicle; or for a light facing backwards—the rear of the vehicle; or for a light facing out from the side of the vehicle—that side of the vehicle.\n(sch.2-sec.65-ssec.6) When on, each direction indicator light in at least 1 pair of lights fitted on or towards the front of a heavy vehicle that is a prime mover or a heavy motor vehicle longer than 7.5m, must be visible at a point— 1.5m at right angles from the side of the vehicle where the light is fitted; and in line with the rear of the vehicle.\n- (a) when operating, display regular flashes of light at a rate of— (i) for a heavy motor vehicle with 4 or more wheels—at least 60 but not more than 120 flashes per minute; or (ii) for another heavy motor vehicle—at least 45 but not more than 120 flashes per minute; and\n- (i) for a heavy motor vehicle with 4 or more wheels—at least 60 but not more than 120 flashes per minute; or\n- (ii) for another heavy motor vehicle—at least 45 but not more than 120 flashes per minute; and\n- (b) be able to be operated from the normal driving position by the vehicle’s driver; and\n- (c) be wired to an audible or visible device in the vehicle that tells the driver in the normal driving position that the direction indicator light is operating; and\n- (d) flash at the same time and rate as any other direction indicator lights fitted on the same side of the vehicle.\n- (i) for a heavy motor vehicle with 4 or more wheels—at least 60 but not more than 120 flashes per minute; or\n- (ii) for another heavy motor vehicle—at least 45 but not more than 120 flashes per minute; and\n- (a) for a light facing forwards—white or yellow; or\n- (b) for a light facing backwards— (i) yellow; or (ii) if the vehicle was built before July 1973—red or yellow; and\n- (i) yellow; or\n- (ii) if the vehicle was built before July 1973—red or yellow; and\n- (c) for a light facing out from the side of the vehicle— (i) white or yellow towards the front and side; and (ii) if the vehicle was built before July 1973—red or yellow towards the rear and side; and (iii) if the vehicle was built after June 1973—yellow towards the rear and side. Note— The third edition ADRs only allow yellow direction indicator lights.\n- (i) white or yellow towards the front and side; and\n- (ii) if the vehicle was built before July 1973—red or yellow towards the rear and side; and\n- (iii) if the vehicle was built after June 1973—yellow towards the rear and side.\n- (i) yellow; or\n- (ii) if the vehicle was built before July 1973—red or yellow; and\n- (i) white or yellow towards the front and side; and\n- (ii) if the vehicle was built before July 1973—red or yellow towards the rear and side; and\n- (iii) if the vehicle was built after June 1973—yellow towards the rear and side.\n- (a) for a light facing forwards—the front of the vehicle; or\n- (b) for a light facing backwards—the rear of the vehicle; or\n- (c) for a light facing out from the side of the vehicle—that side of the vehicle.\n- (a) 1.5m at right angles from the side of the vehicle where the light is fitted; and\n- (b) in line with the rear of the vehicle.","sortOrder":107},{"sectionNumber":"sch.2-pt.6-div.13","sectionType":"division","heading":"Fog lights","content":"## Fog lights","sortOrder":108},{"sectionNumber":"sch.2-sec.66","sectionType":"section","heading":"Front fog lights","content":"### sch.2-sec.66 Front fog lights\n\nA pair of front fog lights may be fitted to a heavy motor vehicle.\nA pair of front fog lights fitted to a heavy motor vehicle with 4 or more wheels must have the centre of each light not more than 400mm from the nearer side of the vehicle unless the centres of the lights are at least 600mm apart.\nIf the top of a front fog light fitted to a heavy motor vehicle is higher than the top of any low-beam headlight on the vehicle, the centre of the fog light must not be higher than the centre of the low-beam headlight.\nA front fog light fitted to a heavy motor vehicle must—\nwhen on—\nproject white or yellow light in front of the vehicle; and\nbe a low-beam light; and\nbe able to be operated independently of any headlight; and\nbe fitted so the light from it does not reflect off the vehicle into the driver’s eyes while in the normal driving position.\n(sch.2-sec.66-ssec.1) A pair of front fog lights may be fitted to a heavy motor vehicle.\n(sch.2-sec.66-ssec.2) A pair of front fog lights fitted to a heavy motor vehicle with 4 or more wheels must have the centre of each light not more than 400mm from the nearer side of the vehicle unless the centres of the lights are at least 600mm apart.\n(sch.2-sec.66-ssec.3) If the top of a front fog light fitted to a heavy motor vehicle is higher than the top of any low-beam headlight on the vehicle, the centre of the fog light must not be higher than the centre of the low-beam headlight.\n(sch.2-sec.66-ssec.4) A front fog light fitted to a heavy motor vehicle must— when on— project white or yellow light in front of the vehicle; and be a low-beam light; and be able to be operated independently of any headlight; and be fitted so the light from it does not reflect off the vehicle into the driver’s eyes while in the normal driving position.\n- (a) when on— (i) project white or yellow light in front of the vehicle; and (ii) be a low-beam light; and\n- (i) project white or yellow light in front of the vehicle; and\n- (ii) be a low-beam light; and\n- (b) be able to be operated independently of any headlight; and\n- (c) be fitted so the light from it does not reflect off the vehicle into the driver’s eyes while in the normal driving position.\n- (i) project white or yellow light in front of the vehicle; and\n- (ii) be a low-beam light; and","sortOrder":109},{"sectionNumber":"sch.2-sec.67","sectionType":"section","heading":"Rear fog lights","content":"### sch.2-sec.67 Rear fog lights\n\nA heavy vehicle may have fitted to its rear—\na pair of rear fog lights; or\n1 rear fog light fitted on, or to the right of, the centre of the rear of the vehicle.\nA rear fog light fitted to a heavy vehicle must—\nhave its centre—\nnot more than 1.5m above ground level; and\nat least 100mm from the centre of a brake light; and\nwhen on, project red light behind the vehicle; and\nnot use more than 27W; and\nbe wired to a visible device in the vehicle that tells the driver in the normal driving position that the rear fog light is on.\nIn this section—\nrear fog light means a light used on a heavy vehicle to make it more easily visible from the rear in dense fog.\n(sch.2-sec.67-ssec.1) A heavy vehicle may have fitted to its rear— a pair of rear fog lights; or 1 rear fog light fitted on, or to the right of, the centre of the rear of the vehicle.\n(sch.2-sec.67-ssec.2) A rear fog light fitted to a heavy vehicle must— have its centre— not more than 1.5m above ground level; and at least 100mm from the centre of a brake light; and when on, project red light behind the vehicle; and not use more than 27W; and be wired to a visible device in the vehicle that tells the driver in the normal driving position that the rear fog light is on.\n(sch.2-sec.67-ssec.3) In this section— rear fog light means a light used on a heavy vehicle to make it more easily visible from the rear in dense fog.\n- (a) a pair of rear fog lights; or\n- (b) 1 rear fog light fitted on, or to the right of, the centre of the rear of the vehicle.\n- (a) have its centre— (i) not more than 1.5m above ground level; and (ii) at least 100mm from the centre of a brake light; and\n- (i) not more than 1.5m above ground level; and\n- (ii) at least 100mm from the centre of a brake light; and\n- (b) when on, project red light behind the vehicle; and\n- (c) not use more than 27W; and\n- (d) be wired to a visible device in the vehicle that tells the driver in the normal driving position that the rear fog light is on.\n- (i) not more than 1.5m above ground level; and\n- (ii) at least 100mm from the centre of a brake light; and","sortOrder":110},{"sectionNumber":"sch.2-pt.6-div.14","sectionType":"division","heading":"Interior lights","content":"## Interior lights","sortOrder":111},{"sectionNumber":"sch.2-sec.68","sectionType":"section","heading":"Interior lights","content":"### sch.2-sec.68 Interior lights\n\nA heavy vehicle may be fitted with interior lights that illuminate any interior part of the vehicle.","sortOrder":112},{"sectionNumber":"sch.2-pt.6-div.15","sectionType":"division","heading":"Reflectors","content":"## Reflectors","sortOrder":113},{"sectionNumber":"sch.2-sec.69","sectionType":"section","heading":"General requirements for reflectors","content":"### sch.2-sec.69 General requirements for reflectors\n\nA reflector fitted to a heavy vehicle must show a red, white or yellow reflection of light when light is projected directly onto the reflector at night by another vehicle’s low-beam headlight that—\nis 45m from the reflector; and\ncomplies with the relevant vehicle standards.\nThe reflection must be clearly visible from the normal driving position of the driver of the other vehicle.\nIn this section—\nrelevant vehicle standards means—\nin relation to a heavy vehicle—the vehicle standards prescribed by this Regulation; or\nin relation to a vehicle that is not a heavy vehicle—the vehicle standards with which a vehicle other than a heavy vehicle must comply before it may be registered under a law of a participating jurisdiction providing for the registration of vehicles other than heavy vehicles.\n(sch.2-sec.69-ssec.1) A reflector fitted to a heavy vehicle must show a red, white or yellow reflection of light when light is projected directly onto the reflector at night by another vehicle’s low-beam headlight that— is 45m from the reflector; and complies with the relevant vehicle standards.\n(sch.2-sec.69-ssec.2) The reflection must be clearly visible from the normal driving position of the driver of the other vehicle.\n(sch.2-sec.69-ssec.3) In this section— relevant vehicle standards means— in relation to a heavy vehicle—the vehicle standards prescribed by this Regulation; or in relation to a vehicle that is not a heavy vehicle—the vehicle standards with which a vehicle other than a heavy vehicle must comply before it may be registered under a law of a participating jurisdiction providing for the registration of vehicles other than heavy vehicles.\n- (a) is 45m from the reflector; and\n- (b) complies with the relevant vehicle standards.\n- (a) in relation to a heavy vehicle—the vehicle standards prescribed by this Regulation; or\n- (b) in relation to a vehicle that is not a heavy vehicle—the vehicle standards with which a vehicle other than a heavy vehicle must comply before it may be registered under a law of a participating jurisdiction providing for the registration of vehicles other than heavy vehicles.","sortOrder":114},{"sectionNumber":"sch.2-sec.70","sectionType":"section","heading":"Rear reflectors","content":"### sch.2-sec.70 Rear reflectors\n\nA heavy motor vehicle with 4 or more wheels, and a heavy trailer, must have towards each side of its rear a rear-facing reflector that shows a red reflection of light when light is projected directly onto the reflector.\nThe centre of each reflector fitted to a heavy vehicle mentioned in subsection (1) must be—\nat the same height above ground level; and\nnot more than 1.5m above ground level.\nA reflector fitted to a heavy vehicle mentioned in subsection (1) must not be more than 400mm from the nearer side of the vehicle.\nA heavy vehicle fitted with rear-facing reflectors under subsection (1) may be fitted with additional reflectors that show a red reflection of light when light is projected directly onto the reflectors—\nat any height above ground level; or\nat any distance from the side of the vehicle.\n(sch.2-sec.70-ssec.1) A heavy motor vehicle with 4 or more wheels, and a heavy trailer, must have towards each side of its rear a rear-facing reflector that shows a red reflection of light when light is projected directly onto the reflector.\n(sch.2-sec.70-ssec.2) The centre of each reflector fitted to a heavy vehicle mentioned in subsection (1) must be— at the same height above ground level; and not more than 1.5m above ground level.\n(sch.2-sec.70-ssec.3) A reflector fitted to a heavy vehicle mentioned in subsection (1) must not be more than 400mm from the nearer side of the vehicle.\n(sch.2-sec.70-ssec.4) A heavy vehicle fitted with rear-facing reflectors under subsection (1) may be fitted with additional reflectors that show a red reflection of light when light is projected directly onto the reflectors— at any height above ground level; or at any distance from the side of the vehicle.\n- (a) at the same height above ground level; and\n- (b) not more than 1.5m above ground level.\n- (a) at any height above ground level; or\n- (b) at any distance from the side of the vehicle.","sortOrder":115},{"sectionNumber":"sch.2-sec.71","sectionType":"section","heading":"Compulsory side reflectors on pole-type trailers","content":"### sch.2-sec.71 Compulsory side reflectors on pole-type trailers\n\nThe pole of a pole-type trailer must be fitted with side-facing reflectors that show a red or yellow reflection of light when light is projected directly onto the reflectors.\nThe reflectors mentioned in subsection (1) must be fitted as follows—\n1 reflector must be fitted to the middle third of the left and right faces of the pole of the pole-type trailer;\nthe front reflector must not be more than 3m from the front of the pole-type trailer;\nthe other reflectors must not be more than 3m apart.\nAdditional side-facing reflectors may be fitted to a pole-type trailer in accordance with section 72 .\nsch 2 s 71 amd 2017 SL No. 113 s 28\n(sch.2-sec.71-ssec.1) The pole of a pole-type trailer must be fitted with side-facing reflectors that show a red or yellow reflection of light when light is projected directly onto the reflectors.\n(sch.2-sec.71-ssec.2) The reflectors mentioned in subsection (1) must be fitted as follows— 1 reflector must be fitted to the middle third of the left and right faces of the pole of the pole-type trailer; the front reflector must not be more than 3m from the front of the pole-type trailer; the other reflectors must not be more than 3m apart.\n(sch.2-sec.71-ssec.3) Additional side-facing reflectors may be fitted to a pole-type trailer in accordance with section 72 .\n- (a) 1 reflector must be fitted to the middle third of the left and right faces of the pole of the pole-type trailer;\n- (b) the front reflector must not be more than 3m from the front of the pole-type trailer;\n- (c) the other reflectors must not be more than 3m apart.","sortOrder":116},{"sectionNumber":"sch.2-sec.72","sectionType":"section","heading":"Optional side reflectors","content":"### sch.2-sec.72 Optional side reflectors\n\nA heavy vehicle may be fitted with side-facing reflectors.\nA side-facing reflector fitted to a heavy vehicle must show the following coloured reflection of light when light is projected directly onto the reflector—\nfor a side-facing reflector fitted towards the front of the vehicle—white or yellow;\nfor a side-facing reflector fitted towards the rear of the vehicle—red or yellow;\nfor a side-facing reflector fitted on the central part of the vehicle—yellow.\n(sch.2-sec.72-ssec.1) A heavy vehicle may be fitted with side-facing reflectors.\n(sch.2-sec.72-ssec.2) A side-facing reflector fitted to a heavy vehicle must show the following coloured reflection of light when light is projected directly onto the reflector— for a side-facing reflector fitted towards the front of the vehicle—white or yellow; for a side-facing reflector fitted towards the rear of the vehicle—red or yellow; for a side-facing reflector fitted on the central part of the vehicle—yellow.\n- (a) for a side-facing reflector fitted towards the front of the vehicle—white or yellow;\n- (b) for a side-facing reflector fitted towards the rear of the vehicle—red or yellow;\n- (c) for a side-facing reflector fitted on the central part of the vehicle—yellow.","sortOrder":117},{"sectionNumber":"sch.2-sec.73","sectionType":"section","heading":"Compulsory front reflectors on particular trailers","content":"### sch.2-sec.73 Compulsory front reflectors on particular trailers\n\nEach side of the front of a semitrailer other than a pole-type trailer, or a heavy trailer that is at least 2.2m wide, must be fitted with a front-facing reflector that shows a white or yellow reflection of light when light is projected directly onto the reflector.\nThe front of the front or only cross-bar or bolster of a pole-type trailer must be fitted with a front-facing reflector that shows a white or yellow reflection of light when light is projected directly onto the reflector.\nEach reflector fitted to a heavy trailer must have its centre—\nat the same height above ground level; and\nnot more than 1.5m above ground level; and\nnot more than 400mm from the nearer side of the vehicle.\nAdditional front-facing reflectors may be fitted to a trailer mentioned in subsection (1) in accordance with section 74 .\n(sch.2-sec.73-ssec.1) Each side of the front of a semitrailer other than a pole-type trailer, or a heavy trailer that is at least 2.2m wide, must be fitted with a front-facing reflector that shows a white or yellow reflection of light when light is projected directly onto the reflector.\n(sch.2-sec.73-ssec.2) The front of the front or only cross-bar or bolster of a pole-type trailer must be fitted with a front-facing reflector that shows a white or yellow reflection of light when light is projected directly onto the reflector.\n(sch.2-sec.73-ssec.3) Each reflector fitted to a heavy trailer must have its centre— at the same height above ground level; and not more than 1.5m above ground level; and not more than 400mm from the nearer side of the vehicle.\n(sch.2-sec.73-ssec.4) Additional front-facing reflectors may be fitted to a trailer mentioned in subsection (1) in accordance with section 74 .\n- (a) at the same height above ground level; and\n- (b) not more than 1.5m above ground level; and\n- (c) not more than 400mm from the nearer side of the vehicle.","sortOrder":118},{"sectionNumber":"sch.2-sec.74","sectionType":"section","heading":"Optional front reflectors","content":"### sch.2-sec.74 Optional front reflectors\n\nA heavy motor vehicle with 4 or more wheels, or a heavy trailer, may have fitted towards each side of its front 1 or more front-facing reflectors that show a white or yellow reflection of light when light is projected directly onto the reflector.\nA heavy motor vehicle with fewer than 4 wheels may have 1 or more front-facing reflectors that show a white or yellow reflection of light when light is projected directly onto the reflector.\nThe centre of at least 1 reflector on each side of the front of a heavy vehicle must be—\nat the same height above ground level as the centre of the other reflector; and\nthe same distance from the longitudinal axis of the vehicle as the centre of the other reflector; and\nat least—\nif the vehicle has a width of less than 1.3m—400mm from the centre of the other reflector; or\nif the vehicle has a width of 1.3m or more—600mm from the centre of the other reflector.\n(sch.2-sec.74-ssec.1) A heavy motor vehicle with 4 or more wheels, or a heavy trailer, may have fitted towards each side of its front 1 or more front-facing reflectors that show a white or yellow reflection of light when light is projected directly onto the reflector.\n(sch.2-sec.74-ssec.2) A heavy motor vehicle with fewer than 4 wheels may have 1 or more front-facing reflectors that show a white or yellow reflection of light when light is projected directly onto the reflector.\n(sch.2-sec.74-ssec.3) The centre of at least 1 reflector on each side of the front of a heavy vehicle must be— at the same height above ground level as the centre of the other reflector; and the same distance from the longitudinal axis of the vehicle as the centre of the other reflector; and at least— if the vehicle has a width of less than 1.3m—400mm from the centre of the other reflector; or if the vehicle has a width of 1.3m or more—600mm from the centre of the other reflector.\n- (a) at the same height above ground level as the centre of the other reflector; and\n- (b) the same distance from the longitudinal axis of the vehicle as the centre of the other reflector; and\n- (c) at least— (i) if the vehicle has a width of less than 1.3m—400mm from the centre of the other reflector; or (ii) if the vehicle has a width of 1.3m or more—600mm from the centre of the other reflector.\n- (i) if the vehicle has a width of less than 1.3m—400mm from the centre of the other reflector; or\n- (ii) if the vehicle has a width of 1.3m or more—600mm from the centre of the other reflector.\n- (i) if the vehicle has a width of less than 1.3m—400mm from the centre of the other reflector; or\n- (ii) if the vehicle has a width of 1.3m or more—600mm from the centre of the other reflector.","sortOrder":119},{"sectionNumber":"sch.2-pt.6-div.16","sectionType":"division","heading":"Warning lights and signs on buses carrying children","content":"## Warning lights and signs on buses carrying children","sortOrder":120},{"sectionNumber":"sch.2-sec.75","sectionType":"section","heading":"Application of Div 16","content":"### sch.2-sec.75 Application of Div 16\n\nThis Division applies to a heavy vehicle that is a bus used mainly for carrying children other than a bus fitted with warning lights before July 1999.","sortOrder":121},{"sectionNumber":"sch.2-sec.76","sectionType":"section","heading":"Fitting of warning lights and signs","content":"### sch.2-sec.76 Fitting of warning lights and signs\n\nTwo warning lights and a warning sign must be fitted to the front and rear of the bus.\nThe warning lights must be fitted—\non each side of, and the same distance from, the centre of the warning sign; and\nwith the edge of the warning sign not more than 100mm from the nearest point on the lens of the warning lights; and\nwith the distance between the warning lights at least 300mm at the nearest point; and\nso no part of the bus obstructs the light displayed—\n30° to the left and right of the centre of each light; and\n10° above and below the centre of each light.\nThe warning lights may be on the warning sign if the words or image on the sign are not obscured.\nThe warning lights at the same end of the bus must be fitted—\nat the same height; and\nas high as practicable; and\nwith the lowest point on the lens of each light not lower than midway between the highest and lowest points on the bus body.\nIf the centres of the warning lights are less than 1.8m above ground level, no part of the warning lights or warning sign may be on the left side of the bus.\nAny requirement of a third edition ADR about warning lights or warning signs does not apply to a bus to which this Division applies.\n(sch.2-sec.76-ssec.1) Two warning lights and a warning sign must be fitted to the front and rear of the bus.\n(sch.2-sec.76-ssec.2) The warning lights must be fitted— on each side of, and the same distance from, the centre of the warning sign; and with the edge of the warning sign not more than 100mm from the nearest point on the lens of the warning lights; and with the distance between the warning lights at least 300mm at the nearest point; and so no part of the bus obstructs the light displayed— 30° to the left and right of the centre of each light; and 10° above and below the centre of each light.\n(sch.2-sec.76-ssec.3) The warning lights may be on the warning sign if the words or image on the sign are not obscured.\n(sch.2-sec.76-ssec.4) The warning lights at the same end of the bus must be fitted— at the same height; and as high as practicable; and with the lowest point on the lens of each light not lower than midway between the highest and lowest points on the bus body.\n(sch.2-sec.76-ssec.5) If the centres of the warning lights are less than 1.8m above ground level, no part of the warning lights or warning sign may be on the left side of the bus.\n(sch.2-sec.76-ssec.6) Any requirement of a third edition ADR about warning lights or warning signs does not apply to a bus to which this Division applies.\n- (a) on each side of, and the same distance from, the centre of the warning sign; and\n- (b) with the edge of the warning sign not more than 100mm from the nearest point on the lens of the warning lights; and\n- (c) with the distance between the warning lights at least 300mm at the nearest point; and\n- (d) so no part of the bus obstructs the light displayed— (i) 30° to the left and right of the centre of each light; and (ii) 10° above and below the centre of each light.\n- (i) 30° to the left and right of the centre of each light; and\n- (ii) 10° above and below the centre of each light.\n- (i) 30° to the left and right of the centre of each light; and\n- (ii) 10° above and below the centre of each light.\n- (a) at the same height; and\n- (b) as high as practicable; and\n- (c) with the lowest point on the lens of each light not lower than midway between the highest and lowest points on the bus body.","sortOrder":122},{"sectionNumber":"sch.2-sec.77","sectionType":"section","heading":"Operation and performance of warning lights","content":"### sch.2-sec.77 Operation and performance of warning lights\n\nA warning light attached to the bus, when switched on, must emit a flashing yellow light.\nThe warning lights at the same end of the bus must flash alternately between 90 and 180 times per minute.\nA bus manufactured before, or within 12 months after, the commencement of this subsection that complies with subsections (1) and (2) as in force before the commencement is taken to comply with subsections (1) and (2) as in force on the commencement.\nUnless the driver of the bus has turned the warning lights off, they must operate automatically when a door on the bus opens and for at least 10 seconds, and not more than 20 seconds, after all the doors on the bus have closed.\nThe bus must have an audible or visible signal that tells the driver of the bus in the normal driving position when the warning lights are flashing.\nThe bus must be fitted with a switch that allows the driver of the bus to turn the warning lights off from the normal driving position.\nA warning light fitted to the bus must have—\nan effective lit lens area of at least 60cm 2 ; and\na luminous intensity (in candela) of at least the values mentioned in the following table when measured at the angles mentioned in the table.\nVertical angle from centre of light\nHorizontal angle from centre of light\n-30°\n-20°\n-10°\n-5°\n0°\n5°\n10°\n20°\n30°\n10 °\n50\n80\n50\n5 °\n180\n320\n350\n450\n350\n320\n180\n0 °\n75\n450\n1000\n1250\n1500\n1250\n1000\n450\n75\n-5 °\n40\n270\n450\n570\n600\n570\n450\n270\n40\n-10 °\n75\n75\n75\nFor the purposes of subsection (6) (b) , the luminous intensity of a light is to be measured using the test method mentioned in third edition ADR 6.\nsch 2 s 77 amd 2023 SL No. 15 s 5 (2) – (4)\n(sch.2-sec.77-ssec.1) A warning light attached to the bus, when switched on, must emit a flashing yellow light.\n(sch.2-sec.77-ssec.2) The warning lights at the same end of the bus must flash alternately between 90 and 180 times per minute.\n(sch.2-sec.77-ssec.2A) A bus manufactured before, or within 12 months after, the commencement of this subsection that complies with subsections (1) and (2) as in force before the commencement is taken to comply with subsections (1) and (2) as in force on the commencement.\n(sch.2-sec.77-ssec.3) Unless the driver of the bus has turned the warning lights off, they must operate automatically when a door on the bus opens and for at least 10 seconds, and not more than 20 seconds, after all the doors on the bus have closed.\n(sch.2-sec.77-ssec.4) The bus must have an audible or visible signal that tells the driver of the bus in the normal driving position when the warning lights are flashing.\n(sch.2-sec.77-ssec.5) The bus must be fitted with a switch that allows the driver of the bus to turn the warning lights off from the normal driving position.\n(sch.2-sec.77-ssec.6) A warning light fitted to the bus must have— an effective lit lens area of at least 60cm 2 ; and a luminous intensity (in candela) of at least the values mentioned in the following table when measured at the angles mentioned in the table. Vertical angle from centre of light Horizontal angle from centre of light -30° -20° -10° -5° 0° 5° 10° 20° 30° 10 ° 50 80 50 5 ° 180 320 350 450 350 320 180 0 ° 75 450 1000 1250 1500 1250 1000 450 75 -5 ° 40 270 450 570 600 570 450 270 40 -10 ° 75 75 75\n(sch.2-sec.77-ssec.7) For the purposes of subsection (6) (b) , the luminous intensity of a light is to be measured using the test method mentioned in third edition ADR 6.\n- (a) an effective lit lens area of at least 60cm 2 ; and\n- (b) a luminous intensity (in candela) of at least the values mentioned in the following table when measured at the angles mentioned in the table. Vertical angle from centre of light Horizontal angle from centre of light -30° -20° -10° -5° 0° 5° 10° 20° 30° 10 ° 50 80 50 5 ° 180 320 350 450 350 320 180 0 ° 75 450 1000 1250 1500 1250 1000 450 75 -5 ° 40 270 450 570 600 570 450 270 40 -10 ° 75 75 75","sortOrder":123},{"sectionNumber":"sch.2-sec.78","sectionType":"section","heading":"Specifications for warning signs","content":"### sch.2-sec.78 Specifications for warning signs\n\nA warning sign at the front of the bus must show—\nthe words ‘SCHOOL BUS’ in capital letters at least 100mm high; or\nthe required image.\nA warning sign at the rear of the bus must show the required image.\nThe warning sign showing the required image must—\nbe a rectangular shape at least—\nif warning lights are on the warning sign—550mm long and 400mm high; or\notherwise—400mm long and 250mm high; and\nhave a black border; and\nhave black graphics; and\nhave a yellow surface complying with class 1, 2, 400 or 100 of the version of AS/NZS 1906 ‘Retroreflective materials and devices for road traffic control purposes’ applying to the warning sign at the sign’s date of manufacture.\nIn this section—\nrequired image means an image of 2 children in the same proportions as the children in AS 1743 ‘Road Signs—Specifications’, image W6-3, with the image of the taller child at least 230mm high.\nsch 2 s 78 amd 2021 SL No. 9 s 9 (4)\n(sch.2-sec.78-ssec.1) A warning sign at the front of the bus must show— the words ‘SCHOOL BUS’ in capital letters at least 100mm high; or the required image.\n(sch.2-sec.78-ssec.2) A warning sign at the rear of the bus must show the required image.\n(sch.2-sec.78-ssec.3) The warning sign showing the required image must— be a rectangular shape at least— if warning lights are on the warning sign—550mm long and 400mm high; or otherwise—400mm long and 250mm high; and have a black border; and have black graphics; and have a yellow surface complying with class 1, 2, 400 or 100 of the version of AS/NZS 1906 ‘Retroreflective materials and devices for road traffic control purposes’ applying to the warning sign at the sign’s date of manufacture.\n(sch.2-sec.78-ssec.4) In this section— required image means an image of 2 children in the same proportions as the children in AS 1743 ‘Road Signs—Specifications’, image W6-3, with the image of the taller child at least 230mm high.\n- (a) the words ‘SCHOOL BUS’ in capital letters at least 100mm high; or\n- (b) the required image.\n- (a) be a rectangular shape at least— (i) if warning lights are on the warning sign—550mm long and 400mm high; or (ii) otherwise—400mm long and 250mm high; and\n- (i) if warning lights are on the warning sign—550mm long and 400mm high; or\n- (ii) otherwise—400mm long and 250mm high; and\n- (b) have a black border; and\n- (c) have black graphics; and\n- (d) have a yellow surface complying with class 1, 2, 400 or 100 of the version of AS/NZS 1906 ‘Retroreflective materials and devices for road traffic control purposes’ applying to the warning sign at the sign’s date of manufacture.\n- (i) if warning lights are on the warning sign—550mm long and 400mm high; or\n- (ii) otherwise—400mm long and 250mm high; and","sortOrder":124},{"sectionNumber":"sch.2-pt.6-div.17","sectionType":"division","heading":"Other lights, reflectors, rear marking plates or signals","content":"## Other lights, reflectors, rear marking plates or signals","sortOrder":125},{"sectionNumber":"sch.2-sec.79","sectionType":"section","heading":"Other lights and reflectors","content":"### sch.2-sec.79 Other lights and reflectors\n\nAn exempt vehicle may be fitted with any light or reflector.\nA special use vehicle may be fitted with 1 or more flashing yellow lights.\ntow truck, vehicle breakdown service vehicle\nA heavy vehicle may not be fitted with any light or reflector not mentioned in this Regulation other than as required or permitted by the Law or national regulations.\nA heavy vehicle, other than an exempt vehicle or a special use vehicle, must not be fitted with a light that flashes other than as required or permitted by the Law or national regulations.\nA heavy vehicle, other than an exempt vehicle, must not be fitted with a light or reflector that—\nshows a red light to the front; or\nshows a white light to the rear; or\nis shaped or located in a way that reduces the effectiveness of a light or reflector required to be fitted to the vehicle under this Regulation.\nAny requirements in a third edition ADR that are inconsistent with subsection (1) do not apply to an exempt vehicle.\nAny requirements in a third edition ADR that are inconsistent with subsection (2) do not apply to a special use vehicle.\nIn this section—\ndimension exemption means an exemption under Part 4.5 of the Law from compliance with a prescribed dimension requirement.\nspecial use vehicle means any of the following vehicles—\na heavy vehicle built or fitted for use in hazardous situations on a road;\na heavy vehicle used on a road under a dimension exemption;\na heavy vehicle built or fitted to accompany a heavy vehicle mentioned in paragraph (b) ;\na heavy vehicle that is a bus fitted, before July 1999, with a sign telling road users that the bus carries children.\nsch 2 s 79 amd 2015 SL No. 188 s 34\n(sch.2-sec.79-ssec.1) An exempt vehicle may be fitted with any light or reflector.\n(sch.2-sec.79-ssec.2) A special use vehicle may be fitted with 1 or more flashing yellow lights. tow truck, vehicle breakdown service vehicle\n(sch.2-sec.79-ssec.3) A heavy vehicle may not be fitted with any light or reflector not mentioned in this Regulation other than as required or permitted by the Law or national regulations.\n(sch.2-sec.79-ssec.4) A heavy vehicle, other than an exempt vehicle or a special use vehicle, must not be fitted with a light that flashes other than as required or permitted by the Law or national regulations.\n(sch.2-sec.79-ssec.5) A heavy vehicle, other than an exempt vehicle, must not be fitted with a light or reflector that— shows a red light to the front; or shows a white light to the rear; or is shaped or located in a way that reduces the effectiveness of a light or reflector required to be fitted to the vehicle under this Regulation.\n(sch.2-sec.79-ssec.6) Any requirements in a third edition ADR that are inconsistent with subsection (1) do not apply to an exempt vehicle.\n(sch.2-sec.79-ssec.7) Any requirements in a third edition ADR that are inconsistent with subsection (2) do not apply to a special use vehicle.\n(sch.2-sec.79-ssec.8) In this section— dimension exemption means an exemption under Part 4.5 of the Law from compliance with a prescribed dimension requirement. special use vehicle means any of the following vehicles— a heavy vehicle built or fitted for use in hazardous situations on a road; a heavy vehicle used on a road under a dimension exemption; a heavy vehicle built or fitted to accompany a heavy vehicle mentioned in paragraph (b) ; a heavy vehicle that is a bus fitted, before July 1999, with a sign telling road users that the bus carries children. sch 2 s 79 amd 2015 SL No. 188 s 34\n- (a) shows a red light to the front; or\n- (b) shows a white light to the rear; or\n- (c) is shaped or located in a way that reduces the effectiveness of a light or reflector required to be fitted to the vehicle under this Regulation.\n- (a) a heavy vehicle built or fitted for use in hazardous situations on a road;\n- (b) a heavy vehicle used on a road under a dimension exemption;\n- (c) a heavy vehicle built or fitted to accompany a heavy vehicle mentioned in paragraph (b) ;\n- (d) a heavy vehicle that is a bus fitted, before July 1999, with a sign telling road users that the bus carries children.","sortOrder":126},{"sectionNumber":"sch.2-sec.80","sectionType":"section","heading":"Rear marking plates and conspicuity markings","content":"### sch.2-sec.80 Rear marking plates and conspicuity markings\n\nThis section applies to the following vehicles—\na heavy motor vehicle with a GVM of more than 12t, other than a bus fitted with hand grips or similar equipment for standing passengers to hold;\na heavy trailer with a GTM of more than 10t.\nThe vehicle must be fitted with—\nrear marking plates in a way that complies with VSB 12, even if the vehicle was built before the day stated in VSB 12; or\nconspicuity markings in a way that complies with ADR 13.\nSee also VSB 12 for requirements about ‘Do not overtake turning vehicle’ signs that may apply to a vehicle fitted with conspicuity markings.\nRear marking plates or conspicuity markings may be fitted to a heavy motor vehicle with a GVM not more than 12t or a heavy trailer with a GTM not more than 10t.\nIn this section—\nconspicuity marking means a conspicuity marking within the meaning of ADR 13.\nrear marking plate means a plate that complies with VSB 12.\nVSB 12 means the ‘VSB 12—National Code of Practice—Rear Marking Plates’ published by the Regulator.\nA copy of VSB 12 is available on the Regulator’s website at www.nhvr.gov.au.\nsch 2 s 80 amd 2017 SL No. 113 s 29 ; 2018 SL No. 89 s 37\n(sch.2-sec.80-ssec.1) This section applies to the following vehicles— a heavy motor vehicle with a GVM of more than 12t, other than a bus fitted with hand grips or similar equipment for standing passengers to hold; a heavy trailer with a GTM of more than 10t.\n(sch.2-sec.80-ssec.2) The vehicle must be fitted with— rear marking plates in a way that complies with VSB 12, even if the vehicle was built before the day stated in VSB 12; or conspicuity markings in a way that complies with ADR 13. See also VSB 12 for requirements about ‘Do not overtake turning vehicle’ signs that may apply to a vehicle fitted with conspicuity markings.\n(sch.2-sec.80-ssec.3) Rear marking plates or conspicuity markings may be fitted to a heavy motor vehicle with a GVM not more than 12t or a heavy trailer with a GTM not more than 10t.\n(sch.2-sec.80-ssec.4) In this section— conspicuity marking means a conspicuity marking within the meaning of ADR 13. rear marking plate means a plate that complies with VSB 12. VSB 12 means the ‘VSB 12—National Code of Practice—Rear Marking Plates’ published by the Regulator. A copy of VSB 12 is available on the Regulator’s website at www.nhvr.gov.au.\n- (a) a heavy motor vehicle with a GVM of more than 12t, other than a bus fitted with hand grips or similar equipment for standing passengers to hold;\n- (b) a heavy trailer with a GTM of more than 10t.\n- (a) rear marking plates in a way that complies with VSB 12, even if the vehicle was built before the day stated in VSB 12; or\n- (b) conspicuity markings in a way that complies with ADR 13. Note for subsection (2) (b) — See also VSB 12 for requirements about ‘Do not overtake turning vehicle’ signs that may apply to a vehicle fitted with conspicuity markings.","sortOrder":127},{"sectionNumber":"sch.2-sec.81","sectionType":"section","heading":"Signalling devices","content":"### sch.2-sec.81 Signalling devices\n\nThis section applies to a heavy motor vehicle if—\nthe vehicle is not fitted with a brake light mentioned in Division 10 or a direction indicator light mentioned in Division 12 ; and\nthe vehicle’s construction would otherwise prevent the driver in the normal driving position from hand signalling an intention—\nto turn or move the vehicle to the right; or\nto stop or suddenly reduce the vehicle’s speed.\nThe heavy motor vehicle must be fitted with—\na mechanical signalling device complying with section 82 ; or\na pair of turn signals complying with section 83 .\n(sch.2-sec.81-ssec.1) This section applies to a heavy motor vehicle if— the vehicle is not fitted with a brake light mentioned in Division 10 or a direction indicator light mentioned in Division 12 ; and the vehicle’s construction would otherwise prevent the driver in the normal driving position from hand signalling an intention— to turn or move the vehicle to the right; or to stop or suddenly reduce the vehicle’s speed.\n(sch.2-sec.81-ssec.2) The heavy motor vehicle must be fitted with— a mechanical signalling device complying with section 82 ; or a pair of turn signals complying with section 83 .\n- (a) the vehicle is not fitted with a brake light mentioned in Division 10 or a direction indicator light mentioned in Division 12 ; and\n- (b) the vehicle’s construction would otherwise prevent the driver in the normal driving position from hand signalling an intention— (i) to turn or move the vehicle to the right; or (ii) to stop or suddenly reduce the vehicle’s speed.\n- (i) to turn or move the vehicle to the right; or\n- (ii) to stop or suddenly reduce the vehicle’s speed.\n- (i) to turn or move the vehicle to the right; or\n- (ii) to stop or suddenly reduce the vehicle’s speed.\n- (a) a mechanical signalling device complying with section 82 ; or\n- (b) a pair of turn signals complying with section 83 .","sortOrder":128},{"sectionNumber":"sch.2-sec.82","sectionType":"section","heading":"Mechanical signalling devices","content":"### sch.2-sec.82 Mechanical signalling devices\n\nA mechanical signalling device fitted to a heavy motor vehicle must—\nbe fitted to the right side of the vehicle; and\nbe able to be operated by the vehicle’s driver from the normal driving position; and\nconsist of a white or yellow representation of an open human hand at least 15cm long; and\nbe constructed so that the vehicle’s driver can keep the device—\nin a neutral position so that it is unlikely that the driver of another vehicle or anyone else would regard it as a signal; and\nin a horizontal position with the palm of the hand facing forwards and the fingers pointing out at a right angle to the vehicle to signal an intention to turn or move right; and\nwith the palm of the hand facing forwards and the fingers pointing upwards to signal an intention to stop or reduce speed suddenly.\nWhen a mechanical signalling device fitted to a heavy motor vehicle is in a position mentioned in subsection (1) (d) (ii) or (iii) , the complete hand must be clearly visible from both the front and the rear of the vehicle at a distance of 30m.\n(sch.2-sec.82-ssec.1) A mechanical signalling device fitted to a heavy motor vehicle must— be fitted to the right side of the vehicle; and be able to be operated by the vehicle’s driver from the normal driving position; and consist of a white or yellow representation of an open human hand at least 15cm long; and be constructed so that the vehicle’s driver can keep the device— in a neutral position so that it is unlikely that the driver of another vehicle or anyone else would regard it as a signal; and in a horizontal position with the palm of the hand facing forwards and the fingers pointing out at a right angle to the vehicle to signal an intention to turn or move right; and with the palm of the hand facing forwards and the fingers pointing upwards to signal an intention to stop or reduce speed suddenly.\n(sch.2-sec.82-ssec.2) When a mechanical signalling device fitted to a heavy motor vehicle is in a position mentioned in subsection (1) (d) (ii) or (iii) , the complete hand must be clearly visible from both the front and the rear of the vehicle at a distance of 30m.\n- (a) be fitted to the right side of the vehicle; and\n- (b) be able to be operated by the vehicle’s driver from the normal driving position; and\n- (c) consist of a white or yellow representation of an open human hand at least 15cm long; and\n- (d) be constructed so that the vehicle’s driver can keep the device— (i) in a neutral position so that it is unlikely that the driver of another vehicle or anyone else would regard it as a signal; and (ii) in a horizontal position with the palm of the hand facing forwards and the fingers pointing out at a right angle to the vehicle to signal an intention to turn or move right; and (iii) with the palm of the hand facing forwards and the fingers pointing upwards to signal an intention to stop or reduce speed suddenly.\n- (i) in a neutral position so that it is unlikely that the driver of another vehicle or anyone else would regard it as a signal; and\n- (ii) in a horizontal position with the palm of the hand facing forwards and the fingers pointing out at a right angle to the vehicle to signal an intention to turn or move right; and\n- (iii) with the palm of the hand facing forwards and the fingers pointing upwards to signal an intention to stop or reduce speed suddenly.\n- (i) in a neutral position so that it is unlikely that the driver of another vehicle or anyone else would regard it as a signal; and\n- (ii) in a horizontal position with the palm of the hand facing forwards and the fingers pointing out at a right angle to the vehicle to signal an intention to turn or move right; and\n- (iii) with the palm of the hand facing forwards and the fingers pointing upwards to signal an intention to stop or reduce speed suddenly.","sortOrder":129},{"sectionNumber":"sch.2-sec.83","sectionType":"section","heading":"Turn signals","content":"### sch.2-sec.83 Turn signals\n\nA turn signal fitted to a heavy motor vehicle must—\nconsist of a steady or flashing illuminated yellow sign at least 150mm long and 25mm wide that—\nwhen in operation—is kept horizontal; and\nwhen not in operation—is kept in a position so it is unlikely that the driver of another vehicle or anyone else would regard it as a signal; and\nbe fitted to the side of the vehicle at least 500mm and not more than 2.1m above ground level, in a position so that the vehicle’s driver, from the normal driving position, can see whether the signal is in operation; and\nbe able to be operated by the vehicle’s driver from the normal driving position; and\nwhen in operation—be visible from both the front and rear of the vehicle at a distance of 30m.\n- (a) consist of a steady or flashing illuminated yellow sign at least 150mm long and 25mm wide that— (i) when in operation—is kept horizontal; and (ii) when not in operation—is kept in a position so it is unlikely that the driver of another vehicle or anyone else would regard it as a signal; and\n- (i) when in operation—is kept horizontal; and\n- (ii) when not in operation—is kept in a position so it is unlikely that the driver of another vehicle or anyone else would regard it as a signal; and\n- (b) be fitted to the side of the vehicle at least 500mm and not more than 2.1m above ground level, in a position so that the vehicle’s driver, from the normal driving position, can see whether the signal is in operation; and\n- (c) be able to be operated by the vehicle’s driver from the normal driving position; and\n- (d) when in operation—be visible from both the front and rear of the vehicle at a distance of 30m.\n- (i) when in operation—is kept horizontal; and\n- (ii) when not in operation—is kept in a position so it is unlikely that the driver of another vehicle or anyone else would regard it as a signal; and","sortOrder":130},{"sectionNumber":"sch.2-pt.7","sectionType":"part","heading":"Braking systems","content":"# Braking systems","sortOrder":131},{"sectionNumber":"sch.2-pt.7-div.1","sectionType":"division","heading":"Brake requirements for all heavy vehicles","content":"## Brake requirements for all heavy vehicles","sortOrder":132},{"sectionNumber":"sch.2-sec.84","sectionType":"section","heading":"Components of a braking system","content":"### sch.2-sec.84 Components of a braking system\n\nA brake tube or hose fitted to a heavy vehicle must—\nbe manufactured from a material appropriate to its intended use in the vehicle; and\nbe long enough to allow for the full range of steering and suspension movements of the vehicle; and\nbe fitted to prevent it being damaged during the vehicle’s operation by—\na source of heat; or\nany movement of the parts to which it is attached or near.\nEach component of the braking system of a heavy vehicle must comply with the design and performance requirements of any of the following—\na relevant Australian Standard or British Standard; or\na relevant standard approved by any of the following bodies—\nAmerican Society of Automotive Engineers\nAmerican National Standards Institute\nJapanese Standards Association\nDeutsches Institut für Normung\nInternational Organisation for Standardisation\nEuropean Committee for Standardization (CEN).\nA standard approved by a standards body is sometimes identified by a different name or acronym to the approving body. For example, the standards approved by the European Committee for Standardization are identified by the acronym EN.\nA vehicle need not comply with a standard if that standard is replaced by a later version of the standard and the vehicle complies with that later version.\nsch 2 s 84 amd 2015 SL No. 188 s 35\n(sch.2-sec.84-ssec.1) A brake tube or hose fitted to a heavy vehicle must— be manufactured from a material appropriate to its intended use in the vehicle; and be long enough to allow for the full range of steering and suspension movements of the vehicle; and be fitted to prevent it being damaged during the vehicle’s operation by— a source of heat; or any movement of the parts to which it is attached or near.\n(sch.2-sec.84-ssec.2) Each component of the braking system of a heavy vehicle must comply with the design and performance requirements of any of the following— a relevant Australian Standard or British Standard; or a relevant standard approved by any of the following bodies— American Society of Automotive Engineers American National Standards Institute Japanese Standards Association Deutsches Institut für Normung International Organisation for Standardisation European Committee for Standardization (CEN). A standard approved by a standards body is sometimes identified by a different name or acronym to the approving body. For example, the standards approved by the European Committee for Standardization are identified by the acronym EN. A vehicle need not comply with a standard if that standard is replaced by a later version of the standard and the vehicle complies with that later version.\n- (a) be manufactured from a material appropriate to its intended use in the vehicle; and\n- (b) be long enough to allow for the full range of steering and suspension movements of the vehicle; and\n- (c) be fitted to prevent it being damaged during the vehicle’s operation by— (i) a source of heat; or (ii) any movement of the parts to which it is attached or near.\n- (i) a source of heat; or\n- (ii) any movement of the parts to which it is attached or near.\n- (i) a source of heat; or\n- (ii) any movement of the parts to which it is attached or near.\n- (a) a relevant Australian Standard or British Standard; or\n- (b) a relevant standard approved by any of the following bodies— • American Society of Automotive Engineers • American National Standards Institute • Japanese Standards Association • Deutsches Institut für Normung • International Organisation for Standardisation • European Committee for Standardization (CEN). Notes— 1 A standard approved by a standards body is sometimes identified by a different name or acronym to the approving body. For example, the standards approved by the European Committee for Standardization are identified by the acronym EN. 2 A vehicle need not comply with a standard if that standard is replaced by a later version of the standard and the vehicle complies with that later version.\n- • American Society of Automotive Engineers\n- • American National Standards Institute\n- • Japanese Standards Association\n- • Deutsches Institut für Normung\n- • International Organisation for Standardisation\n- • European Committee for Standardization (CEN).\n- 1 A standard approved by a standards body is sometimes identified by a different name or acronym to the approving body. For example, the standards approved by the European Committee for Standardization are identified by the acronym EN.\n- 2 A vehicle need not comply with a standard if that standard is replaced by a later version of the standard and the vehicle complies with that later version.\n- • American Society of Automotive Engineers\n- • American National Standards Institute\n- • Japanese Standards Association\n- • Deutsches Institut für Normung\n- • International Organisation for Standardisation\n- • European Committee for Standardization (CEN).\n- 1 A standard approved by a standards body is sometimes identified by a different name or acronym to the approving body. For example, the standards approved by the European Committee for Standardization are identified by the acronym EN.\n- 2 A vehicle need not comply with a standard if that standard is replaced by a later version of the standard and the vehicle complies with that later version.","sortOrder":133},{"sectionNumber":"sch.2-sec.85","sectionType":"section","heading":"Provision for wear","content":"### sch.2-sec.85 Provision for wear\n\nThe braking system of a heavy vehicle must allow for adjustment to take account of normal wear in the braking system.","sortOrder":134},{"sectionNumber":"sch.2-sec.86","sectionType":"section","heading":"Supply of air or vacuum to brakes","content":"### sch.2-sec.86 Supply of air or vacuum to brakes\n\nIf air brakes are fitted to a heavy vehicle—\nthe vehicle’s air brake compressor must be able to build up air pressure to at least 80% of the vehicle’s governor cut-out pressure in not more than 5 minutes after the compressed air reserve is fully used up; and\nthe air storage tanks in the vehicle’s braking system must have sufficient capacity to allow 5 applications of the service brakes before the air pressure drops below half the vehicle’s governor cut-out pressure; and\nthere must be, at the lowest point of each air brake reservoir in the vehicle’s braking system—\na manual condensate drain valve; or\nan automatic condensate drain valve that also allows water to be removed from the compressed air reserve manually; and\nany spring brake fitted to the vehicle must not operate before the warning mentioned in section 90 (4) (a) or 93 (3) (a) has been given.\nIf vacuum brakes are fitted to a heavy vehicle, the vacuum supply must be able to build up vacuum—\nto the level when the warning signal mentioned in section 90 (4) (a) or 93 (3) (a) no longer operates within 30 seconds after the vacuum reserve is fully used up; and\nto the normal working level within 60 seconds after the vacuum reserve is fully used up.\nIn this section—\ncompressed air reserve , in relation to a vehicle, means compressed air stored on the vehicle for the purpose of supply to the vehicle’s braking system.\ncondensate drain valve means a device used to remove water from the compressed air reserve for a vehicle fitted with air brakes.\ngovernor cut-out pressure , in relation to a vehicle, means the air pressure at which the vehicle’s air brake compressor stops supplying air to the vehicle’s air brake reservoir.\nspring brake means a brake using 1 or more springs to store the energy needed to operate the brake.\nvacuum reserve , in relation to a vehicle, means air at a low pressure stored on the vehicle for the purpose of supply to the vehicle’s braking system.\nsch 2 s 86 amd 2018 SL No. 89 s 38\n(sch.2-sec.86-ssec.1) If air brakes are fitted to a heavy vehicle— the vehicle’s air brake compressor must be able to build up air pressure to at least 80% of the vehicle’s governor cut-out pressure in not more than 5 minutes after the compressed air reserve is fully used up; and the air storage tanks in the vehicle’s braking system must have sufficient capacity to allow 5 applications of the service brakes before the air pressure drops below half the vehicle’s governor cut-out pressure; and there must be, at the lowest point of each air brake reservoir in the vehicle’s braking system— a manual condensate drain valve; or an automatic condensate drain valve that also allows water to be removed from the compressed air reserve manually; and any spring brake fitted to the vehicle must not operate before the warning mentioned in section 90 (4) (a) or 93 (3) (a) has been given.\n(sch.2-sec.86-ssec.2) If vacuum brakes are fitted to a heavy vehicle, the vacuum supply must be able to build up vacuum— to the level when the warning signal mentioned in section 90 (4) (a) or 93 (3) (a) no longer operates within 30 seconds after the vacuum reserve is fully used up; and to the normal working level within 60 seconds after the vacuum reserve is fully used up.\n(sch.2-sec.86-ssec.3) In this section— compressed air reserve , in relation to a vehicle, means compressed air stored on the vehicle for the purpose of supply to the vehicle’s braking system. condensate drain valve means a device used to remove water from the compressed air reserve for a vehicle fitted with air brakes. governor cut-out pressure , in relation to a vehicle, means the air pressure at which the vehicle’s air brake compressor stops supplying air to the vehicle’s air brake reservoir. spring brake means a brake using 1 or more springs to store the energy needed to operate the brake. vacuum reserve , in relation to a vehicle, means air at a low pressure stored on the vehicle for the purpose of supply to the vehicle’s braking system.\n- (a) the vehicle’s air brake compressor must be able to build up air pressure to at least 80% of the vehicle’s governor cut-out pressure in not more than 5 minutes after the compressed air reserve is fully used up; and\n- (b) the air storage tanks in the vehicle’s braking system must have sufficient capacity to allow 5 applications of the service brakes before the air pressure drops below half the vehicle’s governor cut-out pressure; and\n- (c) there must be, at the lowest point of each air brake reservoir in the vehicle’s braking system— (i) a manual condensate drain valve; or (ii) an automatic condensate drain valve that also allows water to be removed from the compressed air reserve manually; and\n- (i) a manual condensate drain valve; or\n- (ii) an automatic condensate drain valve that also allows water to be removed from the compressed air reserve manually; and\n- (d) any spring brake fitted to the vehicle must not operate before the warning mentioned in section 90 (4) (a) or 93 (3) (a) has been given.\n- (i) a manual condensate drain valve; or\n- (ii) an automatic condensate drain valve that also allows water to be removed from the compressed air reserve manually; and\n- (a) to the level when the warning signal mentioned in section 90 (4) (a) or 93 (3) (a) no longer operates within 30 seconds after the vacuum reserve is fully used up; and\n- (b) to the normal working level within 60 seconds after the vacuum reserve is fully used up.","sortOrder":135},{"sectionNumber":"sch.2-sec.87","sectionType":"section","heading":"Performance of braking systems","content":"### sch.2-sec.87 Performance of braking systems\n\nThe braking system of a heavy motor vehicle built after 1930 or a heavy combination that includes a heavy motor vehicle built after 1930 must, on application of a brake, be able to produce the performance mentioned in subsections (2) to (4) —\nwhen the vehicle is on a dry, smooth, level road surface, free from loose material; and\nwhether or not the vehicle has goods or passengers in it; and\nwhether or not the vehicle is used alone or as part of a combination; and\nwithout part of the vehicle moving outside a straight path—\ncentred on the longitudinal axis of the vehicle before the brake was applied; and\n3.7m wide.\nThe braking system of a heavy motor vehicle or heavy combination that includes a heavy motor vehicle built after 1930 must bring the vehicle from a speed of 35km/h to a stop within—\n16.5m when the service brake is applied; and\n40.5m when the emergency brake is applied.\nThe braking system of a heavy motor vehicle or heavy combination that includes a heavy motor vehicle built after 1930 must decelerate the vehicle, from any speed at which the vehicle can travel, by an average of at least—\n2.8m a second a second when the service brake is applied; and\n1.1m a second a second when the emergency brake is applied.\nThe braking system of a heavy motor vehicle or heavy combination that includes a heavy motor vehicle built after 1930 must achieve a peak deceleration of the vehicle, from any speed at which the vehicle can travel, of at least—\n4.4m a second a second when the service brake is applied; and\n1.5m a second a second when the emergency brake is applied.\nThe parking brake of a heavy motor vehicle or heavy combination must be able to keep the vehicle, or any combination of which it is a part, stationary on a 12% gradient—\nwhen the vehicle or combination is on a dry, smooth road surface, free from loose material; and\nwhether or not the vehicle or combination has goods or passengers in it.\n(sch.2-sec.87-ssec.1) The braking system of a heavy motor vehicle built after 1930 or a heavy combination that includes a heavy motor vehicle built after 1930 must, on application of a brake, be able to produce the performance mentioned in subsections (2) to (4) — when the vehicle is on a dry, smooth, level road surface, free from loose material; and whether or not the vehicle has goods or passengers in it; and whether or not the vehicle is used alone or as part of a combination; and without part of the vehicle moving outside a straight path— centred on the longitudinal axis of the vehicle before the brake was applied; and 3.7m wide.\n(sch.2-sec.87-ssec.2) The braking system of a heavy motor vehicle or heavy combination that includes a heavy motor vehicle built after 1930 must bring the vehicle from a speed of 35km/h to a stop within— 16.5m when the service brake is applied; and 40.5m when the emergency brake is applied.\n(sch.2-sec.87-ssec.3) The braking system of a heavy motor vehicle or heavy combination that includes a heavy motor vehicle built after 1930 must decelerate the vehicle, from any speed at which the vehicle can travel, by an average of at least— 2.8m a second a second when the service brake is applied; and 1.1m a second a second when the emergency brake is applied.\n(sch.2-sec.87-ssec.4) The braking system of a heavy motor vehicle or heavy combination that includes a heavy motor vehicle built after 1930 must achieve a peak deceleration of the vehicle, from any speed at which the vehicle can travel, of at least— 4.4m a second a second when the service brake is applied; and 1.5m a second a second when the emergency brake is applied.\n(sch.2-sec.87-ssec.5) The parking brake of a heavy motor vehicle or heavy combination must be able to keep the vehicle, or any combination of which it is a part, stationary on a 12% gradient— when the vehicle or combination is on a dry, smooth road surface, free from loose material; and whether or not the vehicle or combination has goods or passengers in it.\n- (a) when the vehicle is on a dry, smooth, level road surface, free from loose material; and\n- (b) whether or not the vehicle has goods or passengers in it; and\n- (c) whether or not the vehicle is used alone or as part of a combination; and\n- (d) without part of the vehicle moving outside a straight path— (i) centred on the longitudinal axis of the vehicle before the brake was applied; and (ii) 3.7m wide.\n- (i) centred on the longitudinal axis of the vehicle before the brake was applied; and\n- (ii) 3.7m wide.\n- (i) centred on the longitudinal axis of the vehicle before the brake was applied; and\n- (ii) 3.7m wide.\n- (a) 16.5m when the service brake is applied; and\n- (b) 40.5m when the emergency brake is applied.\n- (a) 2.8m a second a second when the service brake is applied; and\n- (b) 1.1m a second a second when the emergency brake is applied.\n- (a) 4.4m a second a second when the service brake is applied; and\n- (b) 1.5m a second a second when the emergency brake is applied.\n- (a) when the vehicle or combination is on a dry, smooth road surface, free from loose material; and\n- (b) whether or not the vehicle or combination has goods or passengers in it.","sortOrder":136},{"sectionNumber":"sch.2-pt.7-div.2","sectionType":"division","heading":"Heavy motor vehicle braking systems","content":"## Heavy motor vehicle braking systems","sortOrder":137},{"sectionNumber":"sch.2-sec.88","sectionType":"section","heading":"What braking system a heavy motor vehicle must have","content":"### sch.2-sec.88 What braking system a heavy motor vehicle must have\n\nA heavy motor vehicle with 4 or more wheels built, or used, mainly for transporting goods or passengers by road must be fitted with—\na braking system that—\nconsists of brakes fitted to all wheels of the vehicle; and\nhas at least 2 separate methods of activation, arranged so effective braking remains on at least 2 wheels if a method fails; or\n2 independent brakes, each of which, when in operation, acts directly on at least half the number of wheels of the vehicle.\nThe braking system of a heavy motor vehicle mentioned in subsection (1) that was built after 1945 must have a service brake operating on all wheels that, when applied—\nacts directly on the wheels and not through the vehicle’s transmission; or\nacts on a shaft between a differential of the vehicle and a wheel.\nThe braking system of a heavy motor vehicle with 4 or more wheels must have a parking brake that—\nis held in the applied position by direct mechanical action without the intervention of an electrical, hydraulic or pneumatic device; and\nis fitted with a locking device that can hold the brake in the applied position; and\nhas its own separate control.\nThe parking brake mentioned in subsection (3) may also be the heavy motor vehicle’s emergency brake.\nIf 2 or more independent brakes are fitted to a heavy motor vehicle with 4 or more wheels, the brakes must be arranged so brakes are applied to all the wheels on at least 1 axle of the vehicle when any brake is operated.\nIn this section—\nindependent brake , in relation to a heavy vehicle, means—\na brake that is operated entirely separately from any other brake on the vehicle; or\n2 or more brakes operated simultaneously by a drum, disc or part on which a shoe, band or friction pad makes contact, that is common to the brakes.\n(sch.2-sec.88-ssec.1) A heavy motor vehicle with 4 or more wheels built, or used, mainly for transporting goods or passengers by road must be fitted with— a braking system that— consists of brakes fitted to all wheels of the vehicle; and has at least 2 separate methods of activation, arranged so effective braking remains on at least 2 wheels if a method fails; or 2 independent brakes, each of which, when in operation, acts directly on at least half the number of wheels of the vehicle.\n(sch.2-sec.88-ssec.2) The braking system of a heavy motor vehicle mentioned in subsection (1) that was built after 1945 must have a service brake operating on all wheels that, when applied— acts directly on the wheels and not through the vehicle’s transmission; or acts on a shaft between a differential of the vehicle and a wheel.\n(sch.2-sec.88-ssec.3) The braking system of a heavy motor vehicle with 4 or more wheels must have a parking brake that— is held in the applied position by direct mechanical action without the intervention of an electrical, hydraulic or pneumatic device; and is fitted with a locking device that can hold the brake in the applied position; and has its own separate control.\n(sch.2-sec.88-ssec.4) The parking brake mentioned in subsection (3) may also be the heavy motor vehicle’s emergency brake.\n(sch.2-sec.88-ssec.5) If 2 or more independent brakes are fitted to a heavy motor vehicle with 4 or more wheels, the brakes must be arranged so brakes are applied to all the wheels on at least 1 axle of the vehicle when any brake is operated.\n(sch.2-sec.88-ssec.6) In this section— independent brake , in relation to a heavy vehicle, means— a brake that is operated entirely separately from any other brake on the vehicle; or 2 or more brakes operated simultaneously by a drum, disc or part on which a shoe, band or friction pad makes contact, that is common to the brakes.\n- (a) a braking system that— (i) consists of brakes fitted to all wheels of the vehicle; and (ii) has at least 2 separate methods of activation, arranged so effective braking remains on at least 2 wheels if a method fails; or\n- (i) consists of brakes fitted to all wheels of the vehicle; and\n- (ii) has at least 2 separate methods of activation, arranged so effective braking remains on at least 2 wheels if a method fails; or\n- (b) 2 independent brakes, each of which, when in operation, acts directly on at least half the number of wheels of the vehicle.\n- (i) consists of brakes fitted to all wheels of the vehicle; and\n- (ii) has at least 2 separate methods of activation, arranged so effective braking remains on at least 2 wheels if a method fails; or\n- (a) acts directly on the wheels and not through the vehicle’s transmission; or\n- (b) acts on a shaft between a differential of the vehicle and a wheel.\n- (a) is held in the applied position by direct mechanical action without the intervention of an electrical, hydraulic or pneumatic device; and\n- (b) is fitted with a locking device that can hold the brake in the applied position; and\n- (c) has its own separate control.\n- (a) a brake that is operated entirely separately from any other brake on the vehicle; or\n- (b) 2 or more brakes operated simultaneously by a drum, disc or part on which a shoe, band or friction pad makes contact, that is common to the brakes.","sortOrder":138},{"sectionNumber":"sch.2-sec.89","sectionType":"section","heading":"Operation of brakes on heavy motor vehicles","content":"### sch.2-sec.89 Operation of brakes on heavy motor vehicles\n\nThe braking system on a heavy motor vehicle must be arranged to allow the vehicle’s driver to apply the brakes from the normal driving position.","sortOrder":139},{"sectionNumber":"sch.2-sec.90","sectionType":"section","heading":"Air or vacuum brakes on heavy motor vehicles","content":"### sch.2-sec.90 Air or vacuum brakes on heavy motor vehicles\n\nIf a heavy motor vehicle has air brakes, the vehicle’s braking system must include at least 1 air storage tank.\nIf a heavy motor vehicle has vacuum brakes, the vehicle’s braking system must include at least 1 vacuum storage tank.\nAn air storage tank or vacuum storage tank in a heavy motor vehicle’s braking system must be built so the vehicle’s service brake can be applied to meet the performance standards of section 87 at least twice if the vehicle’s engine stops or the source of air or vacuum fails.\nAn air storage tank or vacuum storage tank in a heavy motor vehicle’s braking system must—\nbe built to give an audible or visible warning to the vehicle’s driver, while in the normal driving position, of a lack of air or vacuum that would prevent the vehicle’s service brake from being applied to meet the performance standards of section 87 at least twice; and\nbe safeguarded by a check valve or other device against loss of air or vacuum if the supply of air or vacuum fails or leaks.\nIf air or vacuum brakes are fitted to a heavy motor vehicle equipped to tow a trailer, the vehicle’s brakes must be able to stop the vehicle, at the performance standards for emergency brakes under section 87 if the trailer breaks away.\nThe braking system of a heavy motor vehicle equipped to tow a trailer fitted with air brakes must include protection against loss of air in the system.\nThe protection mentioned in subsection (6) must, if an air supply hose connecting the heavy motor vehicle and a trailer fails—\noperate automatically; and\nmaintain enough air pressure to allow the brakes to be applied to meet performance standards for emergency brakes under section 87 ; and\ninclude an audible or visible warning to the vehicle’s driver in the normal driving position of a lack of air that would prevent the vehicle’s service brake from being applied.\n(sch.2-sec.90-ssec.1) If a heavy motor vehicle has air brakes, the vehicle’s braking system must include at least 1 air storage tank.\n(sch.2-sec.90-ssec.2) If a heavy motor vehicle has vacuum brakes, the vehicle’s braking system must include at least 1 vacuum storage tank.\n(sch.2-sec.90-ssec.3) An air storage tank or vacuum storage tank in a heavy motor vehicle’s braking system must be built so the vehicle’s service brake can be applied to meet the performance standards of section 87 at least twice if the vehicle’s engine stops or the source of air or vacuum fails.\n(sch.2-sec.90-ssec.4) An air storage tank or vacuum storage tank in a heavy motor vehicle’s braking system must— be built to give an audible or visible warning to the vehicle’s driver, while in the normal driving position, of a lack of air or vacuum that would prevent the vehicle’s service brake from being applied to meet the performance standards of section 87 at least twice; and be safeguarded by a check valve or other device against loss of air or vacuum if the supply of air or vacuum fails or leaks.\n(sch.2-sec.90-ssec.5) If air or vacuum brakes are fitted to a heavy motor vehicle equipped to tow a trailer, the vehicle’s brakes must be able to stop the vehicle, at the performance standards for emergency brakes under section 87 if the trailer breaks away.\n(sch.2-sec.90-ssec.6) The braking system of a heavy motor vehicle equipped to tow a trailer fitted with air brakes must include protection against loss of air in the system.\n(sch.2-sec.90-ssec.7) The protection mentioned in subsection (6) must, if an air supply hose connecting the heavy motor vehicle and a trailer fails— operate automatically; and maintain enough air pressure to allow the brakes to be applied to meet performance standards for emergency brakes under section 87 ; and include an audible or visible warning to the vehicle’s driver in the normal driving position of a lack of air that would prevent the vehicle’s service brake from being applied.\n- (a) be built to give an audible or visible warning to the vehicle’s driver, while in the normal driving position, of a lack of air or vacuum that would prevent the vehicle’s service brake from being applied to meet the performance standards of section 87 at least twice; and\n- (b) be safeguarded by a check valve or other device against loss of air or vacuum if the supply of air or vacuum fails or leaks.\n- (a) operate automatically; and\n- (b) maintain enough air pressure to allow the brakes to be applied to meet performance standards for emergency brakes under section 87 ; and\n- (c) include an audible or visible warning to the vehicle’s driver in the normal driving position of a lack of air that would prevent the vehicle’s service brake from being applied.","sortOrder":140},{"sectionNumber":"sch.2-pt.7-div.3","sectionType":"division","heading":"Heavy trailer braking systems","content":"## Heavy trailer braking systems","sortOrder":141},{"sectionNumber":"sch.2-sec.91","sectionType":"section","heading":"What brakes a heavy trailer must have","content":"### sch.2-sec.91 What brakes a heavy trailer must have\n\nA heavy trailer must have brakes that operate on at least 1 wheel at each end of 1 or more axles of the trailer.\nA semitrailer or converter dolly with a GTM over 2t must have brakes that operate on all its wheels.\n(sch.2-sec.91-ssec.1) A heavy trailer must have brakes that operate on at least 1 wheel at each end of 1 or more axles of the trailer.\n(sch.2-sec.91-ssec.2) A semitrailer or converter dolly with a GTM over 2t must have brakes that operate on all its wheels.","sortOrder":142},{"sectionNumber":"sch.2-sec.92","sectionType":"section","heading":"Operation of brakes on a heavy trailer","content":"### sch.2-sec.92 Operation of brakes on a heavy trailer\n\nThe braking system of a heavy trailer must allow the driver of the towing vehicle to operate the brakes from the normal driving position.\nHowever, subsection (1) does not apply to an unloaded converter dolly that weighs under 3t if the heavy motor vehicle towing the converter dolly has a GVM over 12t.\nThe brakes on a heavy trailer must, if the trailer breaks away from the towing vehicle—\noperate automatically and quickly; and\nremain in operation for at least 15 minutes after the break-away; and\nbe able to hold the trailer on a 12% grade while in operation after the break-away.\n(sch.2-sec.92-ssec.1) The braking system of a heavy trailer must allow the driver of the towing vehicle to operate the brakes from the normal driving position.\n(sch.2-sec.92-ssec.2) However, subsection (1) does not apply to an unloaded converter dolly that weighs under 3t if the heavy motor vehicle towing the converter dolly has a GVM over 12t.\n(sch.2-sec.92-ssec.3) The brakes on a heavy trailer must, if the trailer breaks away from the towing vehicle— operate automatically and quickly; and remain in operation for at least 15 minutes after the break-away; and be able to hold the trailer on a 12% grade while in operation after the break-away.\n- (a) operate automatically and quickly; and\n- (b) remain in operation for at least 15 minutes after the break-away; and\n- (c) be able to hold the trailer on a 12% grade while in operation after the break-away.","sortOrder":143},{"sectionNumber":"sch.2-sec.93","sectionType":"section","heading":"Air or vacuum brakes on heavy trailers","content":"### sch.2-sec.93 Air or vacuum brakes on heavy trailers\n\nIf a heavy trailer has air brakes, its braking system must include at least 1 air storage tank.\nIf a heavy trailer has vacuum brakes, its braking system must include at least 1 vacuum storage tank.\nAn air storage tank or vacuum storage tank in the braking system of a heavy trailer must—\nbe constructed to give an audible or visible warning to the driver of the towing vehicle, while in the normal driving position, of a lack of air or vacuum that would prevent the brakes from meeting the performance standards of section 87 ; and\nbe safeguarded by a check valve or other device against loss of air or vacuum if the supply of air or vacuum fails or leaks.\n(sch.2-sec.93-ssec.1) If a heavy trailer has air brakes, its braking system must include at least 1 air storage tank.\n(sch.2-sec.93-ssec.2) If a heavy trailer has vacuum brakes, its braking system must include at least 1 vacuum storage tank.\n(sch.2-sec.93-ssec.3) An air storage tank or vacuum storage tank in the braking system of a heavy trailer must— be constructed to give an audible or visible warning to the driver of the towing vehicle, while in the normal driving position, of a lack of air or vacuum that would prevent the brakes from meeting the performance standards of section 87 ; and be safeguarded by a check valve or other device against loss of air or vacuum if the supply of air or vacuum fails or leaks.\n- (a) be constructed to give an audible or visible warning to the driver of the towing vehicle, while in the normal driving position, of a lack of air or vacuum that would prevent the brakes from meeting the performance standards of section 87 ; and\n- (b) be safeguarded by a check valve or other device against loss of air or vacuum if the supply of air or vacuum fails or leaks.","sortOrder":144},{"sectionNumber":"sch.2-pt.8","sectionType":"part","heading":"Control of emissions","content":"# Control of emissions","sortOrder":145},{"sectionNumber":"sch.2-pt.8-div.1","sectionType":"division","heading":"Crank case gases and visible emissions","content":"## Crank case gases and visible emissions","sortOrder":146},{"sectionNumber":"sch.2-sec.94","sectionType":"section","heading":"Crank case gases","content":"### sch.2-sec.94 Crank case gases\n\nThis section applies to a heavy motor vehicle with 4 or more wheels that is powered by a petrol engine and was built after 1971.\nThe heavy motor vehicle must be built to prevent, or fitted with equipment that prevents, gases emitted from the vehicle’s engine crank case escaping to the atmosphere.\nIn this section—\nengine crank case , in relation to a vehicle, means the case within which the crank shaft of the vehicle’s engine is enclosed.\n(sch.2-sec.94-ssec.1) This section applies to a heavy motor vehicle with 4 or more wheels that is powered by a petrol engine and was built after 1971.\n(sch.2-sec.94-ssec.2) The heavy motor vehicle must be built to prevent, or fitted with equipment that prevents, gases emitted from the vehicle’s engine crank case escaping to the atmosphere.\n(sch.2-sec.94-ssec.3) In this section— engine crank case , in relation to a vehicle, means the case within which the crank shaft of the vehicle’s engine is enclosed.","sortOrder":147},{"sectionNumber":"sch.2-sec.95","sectionType":"section","heading":"Visible emissions","content":"### sch.2-sec.95 Visible emissions\n\nThis section applies to a heavy motor vehicle that is propelled by an internal combustion engine and was built after 1930.\nThe heavy motor vehicle must not emit visible emissions for a continuous period of 10 seconds or more.\nHowever, this section does not apply to emissions that are visible only because of heat or the condensation of water vapour.\n(sch.2-sec.95-ssec.1) This section applies to a heavy motor vehicle that is propelled by an internal combustion engine and was built after 1930.\n(sch.2-sec.95-ssec.2) The heavy motor vehicle must not emit visible emissions for a continuous period of 10 seconds or more.\n(sch.2-sec.95-ssec.3) However, this section does not apply to emissions that are visible only because of heat or the condensation of water vapour.","sortOrder":148},{"sectionNumber":"sch.2-sec.96","sectionType":"section","heading":"Exhaust emissions—diesel-powered vehicles","content":"### sch.2-sec.96 Exhaust emissions—diesel-powered vehicles\n\nThis section applies to a heavy motor vehicle—\npowered by a diesel engine; and\nmeeting the criteria for a passenger vehicle including omnibuses and goods vehicles as defined under the ADRs.\nFor the purposes of subsection (3) , a vehicle is taken to have been manufactured in the month shown on its identification plate as its month of manufacture.\nWhen a vehicle is tested in accordance with the procedure described in section 97 —\nthe vehicle must not emit oxides of nitrogen (NOx) at an oxides emission rate greater than that stated for the vehicle according to its GVM rating and age in the following table; and\nvehicle’s GVM rating (t)\noxides emission rate (g/km/t)\nVehicle manufactured in December 1995 or earlier\nVehicle manufactured in January 1996 or later\nMore than 4.5 but not greater than 12\n2\n2\nMore than 12 but not greater than 25\n2\n1.5\nMore than 25\n1.5\n1.2\nthe vehicle must not emit particles at a particle emissions rate greater than that stated for the vehicle according to its GVM rating and age in the following table; and\nvehicle’s GVM rating (t)\nparticle emissions rate (g/km/t)\nVehicle manufactured in December 1995 or earlier\nVehicle manufactured in January 1996 or later\nMore than 4.5 but not greater than 12\n0.23\n0.15\nMore than 12 but not greater than 25\n0.08\n0.05\nMore than 25\n0.07\n0.03\nthe opacity of the exhaust gas emitted by the vehicle must not be greater than 25%, averaged over a DT80 test cycle in the way described or mentioned in the test procedure stated in section 97 that complies with the requirements in section 98 .\nIn this section—\noxides emission rate means the rate measured in grams of NOx emitted per kilometre travelled per tonne of the vehicle’s test mass.\nparticle emissions rate means the rate measured in grams of particles emitted per kilometre travelled per tonne of the vehicle’s test mass.\nvehicle’s test mass means—\nif the vehicle is a prime mover—half the sum of its tare mass and its GCM; or\nin any other case—half the sum of its tare mass and its GVM.\nThe vehicle’s test mass is the load applied to the dynamometer, while the vehicle is under test, to simulate half payload operation.\n(sch.2-sec.96-ssec.1) This section applies to a heavy motor vehicle— powered by a diesel engine; and meeting the criteria for a passenger vehicle including omnibuses and goods vehicles as defined under the ADRs.\n(sch.2-sec.96-ssec.2) For the purposes of subsection (3) , a vehicle is taken to have been manufactured in the month shown on its identification plate as its month of manufacture.\n(sch.2-sec.96-ssec.3) When a vehicle is tested in accordance with the procedure described in section 97 — the vehicle must not emit oxides of nitrogen (NOx) at an oxides emission rate greater than that stated for the vehicle according to its GVM rating and age in the following table; and vehicle’s GVM rating (t) oxides emission rate (g/km/t) Vehicle manufactured in December 1995 or earlier Vehicle manufactured in January 1996 or later More than 4.5 but not greater than 12 2 2 More than 12 but not greater than 25 2 1.5 More than 25 1.5 1.2 the vehicle must not emit particles at a particle emissions rate greater than that stated for the vehicle according to its GVM rating and age in the following table; and vehicle’s GVM rating (t) particle emissions rate (g/km/t) Vehicle manufactured in December 1995 or earlier Vehicle manufactured in January 1996 or later More than 4.5 but not greater than 12 0.23 0.15 More than 12 but not greater than 25 0.08 0.05 More than 25 0.07 0.03 the opacity of the exhaust gas emitted by the vehicle must not be greater than 25%, averaged over a DT80 test cycle in the way described or mentioned in the test procedure stated in section 97 that complies with the requirements in section 98 .\n(sch.2-sec.96-ssec.4) In this section— oxides emission rate means the rate measured in grams of NOx emitted per kilometre travelled per tonne of the vehicle’s test mass. particle emissions rate means the rate measured in grams of particles emitted per kilometre travelled per tonne of the vehicle’s test mass. vehicle’s test mass means— if the vehicle is a prime mover—half the sum of its tare mass and its GCM; or in any other case—half the sum of its tare mass and its GVM. The vehicle’s test mass is the load applied to the dynamometer, while the vehicle is under test, to simulate half payload operation.\n- (a) powered by a diesel engine; and\n- (b) meeting the criteria for a passenger vehicle including omnibuses and goods vehicles as defined under the ADRs.\n- (a) the vehicle must not emit oxides of nitrogen (NOx) at an oxides emission rate greater than that stated for the vehicle according to its GVM rating and age in the following table; and vehicle’s GVM rating (t) oxides emission rate (g/km/t) Vehicle manufactured in December 1995 or earlier Vehicle manufactured in January 1996 or later More than 4.5 but not greater than 12 2 2 More than 12 but not greater than 25 2 1.5 More than 25 1.5 1.2\n- (b) the vehicle must not emit particles at a particle emissions rate greater than that stated for the vehicle according to its GVM rating and age in the following table; and vehicle’s GVM rating (t) particle emissions rate (g/km/t) Vehicle manufactured in December 1995 or earlier Vehicle manufactured in January 1996 or later More than 4.5 but not greater than 12 0.23 0.15 More than 12 but not greater than 25 0.08 0.05 More than 25 0.07 0.03\n- (c) the opacity of the exhaust gas emitted by the vehicle must not be greater than 25%, averaged over a DT80 test cycle in the way described or mentioned in the test procedure stated in section 97 that complies with the requirements in section 98 .\n- (a) if the vehicle is a prime mover—half the sum of its tare mass and its GCM; or\n- (b) in any other case—half the sum of its tare mass and its GVM.","sortOrder":149},{"sectionNumber":"sch.2-sec.97","sectionType":"section","heading":"Test procedure","content":"### sch.2-sec.97 Test procedure\n\nFor the purposes of section 96 (3) , the procedure for testing is as follows.\nSecure the vehicle on the dynamometer.\nSet the dynamometer to simulate the correct load and inertia for the vehicle.\nStart sampling.\nIdle for 60 seconds.\nAccelerate rapidly to 80 km/h under simulated inertia, using wide open throttle, making gear changes as required for smooth acceleration.\nDecelerate by removing all pressure from the accelerator pedal, disengaging the gears and gently applying brakes to bring the vehicle to a standstill.\nIdle for 10 seconds.\nAccelerate rapidly to 80 km/h under simulated inertia, using wide open throttle, making gear changes as required for smooth acceleration.\nDecelerate by removing all pressure from the accelerator pedal, disengaging the gears and gently applying brakes to bring the vehicle to a standstill.\nIdle for 10 seconds.\nAccelerate rapidly to 80 km/h under simulated inertia, using wide open throttle, making gear changes as required for smooth acceleration.\nMaintain speed at 80 km/h for 60 seconds, then stop sampling and bring the vehicle to rest.\nExplanation of the test procedure\nThis test has been designed to evaluate vehicle emissions during typical ‘real-world’ operating modes and conditions. There are 3 simple modes—\n3 idle periods\nacceleration to 80 km/h 3 times\nmaintain speed at 80 km/h.\nThe graph below indicates the modes of operation. The actual test will result in a graph that has more variation than the indicative graph below, because of the need to change gears when accelerating. Modes B – D and E – G and H – I have no specific time interval. All the specified time periods have an error margin of ±1 second.\nThe vehicle is accelerated rapidly to 80 km/h 3 times by applying wide open throttle.\nThe driver selects the most appropriate gear change points for the vehicle being tested to achieve the correct speed.\nThe vehicle’s rolling resistance (based on tyre and bearing losses, frontal area and drag coefficient) must also be calculated and continuously factored into the dynamometer tractive effort calculations to ensure correct loading.\nEmpirical algorithms, based on vehicle test mass, GVM or other known parameters, may be used to automatically calculate realistic coefficients for these variables.\n(sch.2-sec.97-ssec) For the purposes of section 96 (3) , the procedure for testing is as follows.\n(sch.2-sec.97-ssec.Step_1) Secure the vehicle on the dynamometer.\n(sch.2-sec.97-ssec.Step_2) Set the dynamometer to simulate the correct load and inertia for the vehicle.\n(sch.2-sec.97-ssec.Step_3) Start sampling.\n(sch.2-sec.97-ssec.Step_4) Idle for 60 seconds.\n(sch.2-sec.97-ssec.Step_5) Accelerate rapidly to 80 km/h under simulated inertia, using wide open throttle, making gear changes as required for smooth acceleration.\n(sch.2-sec.97-ssec.Step_6) Decelerate by removing all pressure from the accelerator pedal, disengaging the gears and gently applying brakes to bring the vehicle to a standstill.\n(sch.2-sec.97-ssec.Step_7) Idle for 10 seconds.\n(sch.2-sec.97-ssec.Step_8) Accelerate rapidly to 80 km/h under simulated inertia, using wide open throttle, making gear changes as required for smooth acceleration.\n(sch.2-sec.97-ssec.Step_9) Decelerate by removing all pressure from the accelerator pedal, disengaging the gears and gently applying brakes to bring the vehicle to a standstill.\n(sch.2-sec.97-ssec.Step_10) Idle for 10 seconds.\n(sch.2-sec.97-ssec.Step_11) Accelerate rapidly to 80 km/h under simulated inertia, using wide open throttle, making gear changes as required for smooth acceleration.\n(sch.2-sec.97-ssec.Step_12) Maintain speed at 80 km/h for 60 seconds, then stop sampling and bring the vehicle to rest. Explanation of the test procedure This test has been designed to evaluate vehicle emissions during typical ‘real-world’ operating modes and conditions. There are 3 simple modes— 3 idle periods acceleration to 80 km/h 3 times maintain speed at 80 km/h. The graph below indicates the modes of operation. The actual test will result in a graph that has more variation than the indicative graph below, because of the need to change gears when accelerating. Modes B – D and E – G and H – I have no specific time interval. All the specified time periods have an error margin of ±1 second. The vehicle is accelerated rapidly to 80 km/h 3 times by applying wide open throttle. The driver selects the most appropriate gear change points for the vehicle being tested to achieve the correct speed. The vehicle’s rolling resistance (based on tyre and bearing losses, frontal area and drag coefficient) must also be calculated and continuously factored into the dynamometer tractive effort calculations to ensure correct loading. Empirical algorithms, based on vehicle test mass, GVM or other known parameters, may be used to automatically calculate realistic coefficients for these variables.\n- Explanation of the test procedure\n- This test has been designed to evaluate vehicle emissions during typical ‘real-world’ operating modes and conditions. There are 3 simple modes— • 3 idle periods • acceleration to 80 km/h 3 times • maintain speed at 80 km/h.\n- • 3 idle periods\n- • acceleration to 80 km/h 3 times\n- • maintain speed at 80 km/h.\n- The graph below indicates the modes of operation. The actual test will result in a graph that has more variation than the indicative graph below, because of the need to change gears when accelerating. Modes B – D and E – G and H – I have no specific time interval. All the specified time periods have an error margin of ±1 second.\n- The vehicle is accelerated rapidly to 80 km/h 3 times by applying wide open throttle.\n- The driver selects the most appropriate gear change points for the vehicle being tested to achieve the correct speed.\n- The vehicle’s rolling resistance (based on tyre and bearing losses, frontal area and drag coefficient) must also be calculated and continuously factored into the dynamometer tractive effort calculations to ensure correct loading.\n- Empirical algorithms, based on vehicle test mass, GVM or other known parameters, may be used to automatically calculate realistic coefficients for these variables.\n- • 3 idle periods\n- • acceleration to 80 km/h 3 times\n- • maintain speed at 80 km/h.","sortOrder":150},{"sectionNumber":"sch.2-sec.98","sectionType":"section","heading":"Requirements of DT80 test cycle","content":"### sch.2-sec.98 Requirements of DT80 test cycle\n\nThe requirements stated in the following subsections are the minimum standards for the dynamometer, emissions measurement and data management systems necessary to enable the proper conduct of the DT80 test cycle mentioned in section 96 (3) (c) .\nThe DT80 test cycle must be conducted on a chassis dynamometer system that—\ncan undertake a full throttle transient DT80 test cycle, as described in section 97 , for the vehicle being tested; and\nprovides for vehicle speed measurement and display, to an accuracy of ± 1% of actual speed; and\nprovides internal steady state accuracy of ± 1% of calculated required tractive load over ambient temperatures of 2 0 –40 0 C: and\nprovides a T95 response time of 3 seconds or less; and\nprovides inertial loading as required by the DT80 protocol at speeds >15 km/h; and\ncompensates for aerodynamic drag, rolling resistance and other parasitic losses; and\ncorrects for ambient temperature, humidity and air density; and\nprovides torque measurement accuracy of better than 1% full scale; and\nmaintains roller speed within ± 10 km/h through gear changes; and\nrestricts overshoot upon initial acceleration of rollers from rest; and\nincorporates a driver control panel for remote operation of critical functions from driver's seat, including controls for start test and stop test; and\nincorporates an emergency system override function; and\nis able to communicate speed, load and status signals to enable the driver to undertake the test in accordance with the DT80 procedure; and\nis integrated with the gas and particulate analysis system to initiate the start and finish of sampling and measurement, and generates emission results without the need for post-test processing.\nThe emissions measurement system used for the DT80 test cycle must—\nbe integrated with the dynamometer system stated in subsection (2) ; and\nhave a data averaging interval of 1 second for all equipment; and\nprovide emissions data sampling output ≥ 5Hz; and\nmeasure oxides of nitrogen (from a diluted and conditioned sample) with an accuracy of ± 30ppm over the range 0-1000ppm and ± 5% over the range 1001-5000ppm; and\nmeasure particulate matter (from diluted sample) as TSP or PM 10 with an accuracy of ± 10% on a real time continuous basis over a range of 0-1000 mg/m3 actual exhaust concentration at a sample temperature of < 51.7 0 C; and\nmeasure opacity (from raw exhaust gas sample) with an accuracy of ± 1% over a range of 0-100% opacity; and\nmeasure flow rate with an accuracy of ± 5%; and\nmeasure ambient temperature with an accuracy of ±1 0 C over a range of 0-50 0 C; and\nmeasure ambient humidity with an accuracy of ± 5% over a range of 0-100%; and\ncompensate/correct for ambient humidity and temperature; and\ncompensate for exhaust gas transport times and delays; and\nprovide on-line calibration of the analytical system; and\nprovide an exhaust sample collection and conditioning system—\nthat is optimised to accommodate the exhaust temperature and flow rate, and emission concentration, for the vehicle being tested; and\nthat provides adequate conditioning of the exhaust gas to eliminate water in the sample stream and reduce temperatures to enable PM to be sampled at < 51.7 0 C; and\nutilise materials and equipment compatible with the exhaust from diesel fuelled vehicles.\nThe data management system used for the DT80 test cycle must—\nbe integrated with the dynamometer and emissions measurement systems stated in subsections (2) and (3) ; and\nrecord the following items for each test—\ndate, time, location and operator\nemissions analyser calibration data\nvehicle input data, including test mass tractive load corrections and identifying information\ndynamometer data on a second by second basis (load, speed, distance)\ntest data on a second by second basis from which a mass emission test result in g/km/t can be generated; and\ndisplay, store and report all data in SI units; and\nprovide a system for electronic backup of test data to local and remote media; and\nincorporate a quality control system that—\nensures calibrations are carried out in accordance with manufacturers' specifications; and\nprovides records consistent with normal audit requirements; and\nprint a test report containing at least the following items—\nregistered business name, ABN and address of the test facility\nregistration number, make, model, GVM rating and date of manufacture of the tested vehicle\ndate and location of test\nthe final calculated NOx and PM results in g/km/t\nthe final calculated opacity results in %\na statement of pass or fail for each emission compared to the emission limits stated in section 96\nthe signature of the test facility operator confirming that the test was conducted in accordance with the test procedures set out in section 97 and the requirements of this section.\nsch 2 s 98 amd 2015 SL No. 188 s 36\n(sch.2-sec.98-ssec.1) The requirements stated in the following subsections are the minimum standards for the dynamometer, emissions measurement and data management systems necessary to enable the proper conduct of the DT80 test cycle mentioned in section 96 (3) (c) .\n(sch.2-sec.98-ssec.2) The DT80 test cycle must be conducted on a chassis dynamometer system that— can undertake a full throttle transient DT80 test cycle, as described in section 97 , for the vehicle being tested; and provides for vehicle speed measurement and display, to an accuracy of ± 1% of actual speed; and provides internal steady state accuracy of ± 1% of calculated required tractive load over ambient temperatures of 2 0 –40 0 C: and provides a T95 response time of 3 seconds or less; and provides inertial loading as required by the DT80 protocol at speeds >15 km/h; and compensates for aerodynamic drag, rolling resistance and other parasitic losses; and corrects for ambient temperature, humidity and air density; and provides torque measurement accuracy of better than 1% full scale; and maintains roller speed within ± 10 km/h through gear changes; and restricts overshoot upon initial acceleration of rollers from rest; and incorporates a driver control panel for remote operation of critical functions from driver's seat, including controls for start test and stop test; and incorporates an emergency system override function; and is able to communicate speed, load and status signals to enable the driver to undertake the test in accordance with the DT80 procedure; and is integrated with the gas and particulate analysis system to initiate the start and finish of sampling and measurement, and generates emission results without the need for post-test processing.\n(sch.2-sec.98-ssec.3) The emissions measurement system used for the DT80 test cycle must— be integrated with the dynamometer system stated in subsection (2) ; and have a data averaging interval of 1 second for all equipment; and provide emissions data sampling output ≥ 5Hz; and measure oxides of nitrogen (from a diluted and conditioned sample) with an accuracy of ± 30ppm over the range 0-1000ppm and ± 5% over the range 1001-5000ppm; and measure particulate matter (from diluted sample) as TSP or PM 10 with an accuracy of ± 10% on a real time continuous basis over a range of 0-1000 mg/m3 actual exhaust concentration at a sample temperature of < 51.7 0 C; and measure opacity (from raw exhaust gas sample) with an accuracy of ± 1% over a range of 0-100% opacity; and measure flow rate with an accuracy of ± 5%; and measure ambient temperature with an accuracy of ±1 0 C over a range of 0-50 0 C; and measure ambient humidity with an accuracy of ± 5% over a range of 0-100%; and compensate/correct for ambient humidity and temperature; and compensate for exhaust gas transport times and delays; and provide on-line calibration of the analytical system; and provide an exhaust sample collection and conditioning system— that is optimised to accommodate the exhaust temperature and flow rate, and emission concentration, for the vehicle being tested; and that provides adequate conditioning of the exhaust gas to eliminate water in the sample stream and reduce temperatures to enable PM to be sampled at < 51.7 0 C; and utilise materials and equipment compatible with the exhaust from diesel fuelled vehicles.\n(sch.2-sec.98-ssec.4) The data management system used for the DT80 test cycle must— be integrated with the dynamometer and emissions measurement systems stated in subsections (2) and (3) ; and record the following items for each test— date, time, location and operator emissions analyser calibration data vehicle input data, including test mass tractive load corrections and identifying information dynamometer data on a second by second basis (load, speed, distance) test data on a second by second basis from which a mass emission test result in g/km/t can be generated; and display, store and report all data in SI units; and provide a system for electronic backup of test data to local and remote media; and incorporate a quality control system that— ensures calibrations are carried out in accordance with manufacturers' specifications; and provides records consistent with normal audit requirements; and print a test report containing at least the following items— registered business name, ABN and address of the test facility registration number, make, model, GVM rating and date of manufacture of the tested vehicle date and location of test the final calculated NOx and PM results in g/km/t the final calculated opacity results in % a statement of pass or fail for each emission compared to the emission limits stated in section 96 the signature of the test facility operator confirming that the test was conducted in accordance with the test procedures set out in section 97 and the requirements of this section.\n- (a) can undertake a full throttle transient DT80 test cycle, as described in section 97 , for the vehicle being tested; and\n- (b) provides for vehicle speed measurement and display, to an accuracy of ± 1% of actual speed; and\n- (c) provides internal steady state accuracy of ± 1% of calculated required tractive load over ambient temperatures of 2 0 –40 0 C: and\n- (d) provides a T95 response time of 3 seconds or less; and\n- (e) provides inertial loading as required by the DT80 protocol at speeds >15 km/h; and\n- (f) compensates for aerodynamic drag, rolling resistance and other parasitic losses; and\n- (g) corrects for ambient temperature, humidity and air density; and\n- (h) provides torque measurement accuracy of better than 1% full scale; and\n- (i) maintains roller speed within ± 10 km/h through gear changes; and\n- (j) restricts overshoot upon initial acceleration of rollers from rest; and\n- (k) incorporates a driver control panel for remote operation of critical functions from driver's seat, including controls for start test and stop test; and\n- (l) incorporates an emergency system override function; and\n- (m) is able to communicate speed, load and status signals to enable the driver to undertake the test in accordance with the DT80 procedure; and\n- (n) is integrated with the gas and particulate analysis system to initiate the start and finish of sampling and measurement, and generates emission results without the need for post-test processing.\n- (a) be integrated with the dynamometer system stated in subsection (2) ; and\n- (b) have a data averaging interval of 1 second for all equipment; and\n- (c) provide emissions data sampling output ≥ 5Hz; and\n- (d) measure oxides of nitrogen (from a diluted and conditioned sample) with an accuracy of ± 30ppm over the range 0-1000ppm and ± 5% over the range 1001-5000ppm; and\n- (e) measure particulate matter (from diluted sample) as TSP or PM 10 with an accuracy of ± 10% on a real time continuous basis over a range of 0-1000 mg/m3 actual exhaust concentration at a sample temperature of < 51.7 0 C; and\n- (f) measure opacity (from raw exhaust gas sample) with an accuracy of ± 1% over a range of 0-100% opacity; and\n- (g) measure flow rate with an accuracy of ± 5%; and\n- (h) measure ambient temperature with an accuracy of ±1 0 C over a range of 0-50 0 C; and\n- (i) measure ambient humidity with an accuracy of ± 5% over a range of 0-100%; and\n- (j) compensate/correct for ambient humidity and temperature; and\n- (k) compensate for exhaust gas transport times and delays; and\n- (l) provide on-line calibration of the analytical system; and\n- (m) provide an exhaust sample collection and conditioning system— (i) that is optimised to accommodate the exhaust temperature and flow rate, and emission concentration, for the vehicle being tested; and (ii) that provides adequate conditioning of the exhaust gas to eliminate water in the sample stream and reduce temperatures to enable PM to be sampled at < 51.7 0 C; and\n- (i) that is optimised to accommodate the exhaust temperature and flow rate, and emission concentration, for the vehicle being tested; and\n- (ii) that provides adequate conditioning of the exhaust gas to eliminate water in the sample stream and reduce temperatures to enable PM to be sampled at < 51.7 0 C; and\n- (n) utilise materials and equipment compatible with the exhaust from diesel fuelled vehicles.\n- (i) that is optimised to accommodate the exhaust temperature and flow rate, and emission concentration, for the vehicle being tested; and\n- (ii) that provides adequate conditioning of the exhaust gas to eliminate water in the sample stream and reduce temperatures to enable PM to be sampled at < 51.7 0 C; and\n- (a) be integrated with the dynamometer and emissions measurement systems stated in subsections (2) and (3) ; and\n- (b) record the following items for each test— • date, time, location and operator • emissions analyser calibration data • vehicle input data, including test mass tractive load corrections and identifying information • dynamometer data on a second by second basis (load, speed, distance) • test data on a second by second basis from which a mass emission test result in g/km/t can be generated; and\n- • date, time, location and operator\n- • emissions analyser calibration data\n- • vehicle input data, including test mass tractive load corrections and identifying information\n- • dynamometer data on a second by second basis (load, speed, distance)\n- • test data on a second by second basis from which a mass emission test result in g/km/t can be generated; and\n- (c) display, store and report all data in SI units; and\n- (d) provide a system for electronic backup of test data to local and remote media; and\n- (e) incorporate a quality control system that— (i) ensures calibrations are carried out in accordance with manufacturers' specifications; and (ii) provides records consistent with normal audit requirements; and\n- (i) ensures calibrations are carried out in accordance with manufacturers' specifications; and\n- (ii) provides records consistent with normal audit requirements; and\n- (f) print a test report containing at least the following items— • registered business name, ABN and address of the test facility • registration number, make, model, GVM rating and date of manufacture of the tested vehicle • date and location of test • the final calculated NOx and PM results in g/km/t • the final calculated opacity results in % • a statement of pass or fail for each emission compared to the emission limits stated in section 96 • the signature of the test facility operator confirming that the test was conducted in accordance with the test procedures set out in section 97 and the requirements of this section.\n- • registered business name, ABN and address of the test facility\n- • registration number, make, model, GVM rating and date of manufacture of the tested vehicle\n- • date and location of test\n- • the final calculated NOx and PM results in g/km/t\n- • the final calculated opacity results in %\n- • a statement of pass or fail for each emission compared to the emission limits stated in section 96\n- • the signature of the test facility operator confirming that the test was conducted in accordance with the test procedures set out in section 97 and the requirements of this section.\n- • date, time, location and operator\n- • emissions analyser calibration data\n- • vehicle input data, including test mass tractive load corrections and identifying information\n- • dynamometer data on a second by second basis (load, speed, distance)\n- • test data on a second by second basis from which a mass emission test result in g/km/t can be generated; and\n- (i) ensures calibrations are carried out in accordance with manufacturers' specifications; and\n- (ii) provides records consistent with normal audit requirements; and\n- • registered business name, ABN and address of the test facility\n- • registration number, make, model, GVM rating and date of manufacture of the tested vehicle\n- • date and location of test\n- • the final calculated NOx and PM results in g/km/t\n- • the final calculated opacity results in %\n- • a statement of pass or fail for each emission compared to the emission limits stated in section 96\n- • the signature of the test facility operator confirming that the test was conducted in accordance with the test procedures set out in section 97 and the requirements of this section.","sortOrder":151},{"sectionNumber":"sch.2-pt.8-div.2","sectionType":"division","heading":"Exhaust systems","content":"## Exhaust systems","sortOrder":152},{"sectionNumber":"sch.2-sec.99","sectionType":"section","heading":"Exhaust systems","content":"### sch.2-sec.99 Exhaust systems\n\nThe outlet of the exhaust system fitted to a heavy motor vehicle must extend—\nbehind the back seat; and\nat least 40mm beyond the outermost joint of the floorpan that is not continuously welded or permanently sealed; and\nto the edge of the vehicle, if—\nthe vehicle’s body is permanently enclosed; and\nthe vehicle is not fitted with a vertical exhaust system; and\nno further than the edge of the vehicle at its widest point.\nThe outlet mentioned in subsection (1) must discharge the main exhaust flow to the air—\nif the vehicle is fitted with a vertical exhaust system—\nat least 150mm above the cab of the vehicle; and\nif the outlet discharges the main exhaust flow straight up—\nat an angle above the horizontal; and\ntowards the rear, or to the right, of the vehicle; and\nif the outlet does not discharge the main exhaust flow straight up—towards the rear of the vehicle and upwards at an angle within 0º to 45º of the longitudinal axis of the vehicle; or\nin any other case—\nless than 750mm above ground level; and\nhorizontally or downwards at an angle within 0º to 45º of the longitudinal axis of the vehicle; and\ntowards the rear, or to the right, of the vehicle.\nSubsections (1) and (2) do not apply to a heavy motor vehicle—\nthat is a bus; or\nthat is primarily designed for the carriage of goods with a GVM not exceeding 12t.\nAn exposed section of a vertical exhaust system fitted to a heavy motor vehicle, other than a bus, must be positioned or shielded to prevent injury to any person.\nAn outlet of the exhaust system fitted to a heavy vehicle that is a bus must—\nbe as near as practicable to the rear of the bus; and\nextend no further than the edge of the bus at its widest point.\nThe outlet mentioned in subsection (5) must discharge the main exhaust flow to the air—\nif the bus is fitted with a vertical exhaust system—\nbehind the passenger compartment; and\nif the outlet discharges the main exhaust flow straight up—\nat an angle above the horizontal; and\ntowards the rear, or to the left or right, of the bus; and\nif the outlet does not discharge the main exhaust flow straight up—towards the rear of the bus and upwards at an angle within 0º to 45º of the longitudinal axis of the bus; or\nin any other case—\nhorizontally or downwards at an angle within 0º to 45º of the longitudinal axis of the bus; and\ntowards the rear, or to the right, of the bus.\nIf a rain cap is fitted to the outlet of a vertical exhaust system fitted to a heavy motor vehicle, the rain cap must be installed so the hinge of the cap is at an angle of 90º (plus or minus 10º) to the longitudinal axis of the vehicle when viewed from above.\nIn this section—\nvertical exhaust system means an exhaust system that emits exhaust gases in an upward direction above or near the top of a vehicle to which it is fitted.\nsch 2 s 99 amd 2015 SL No. 188 s 37\n(sch.2-sec.99-ssec.1) The outlet of the exhaust system fitted to a heavy motor vehicle must extend— behind the back seat; and at least 40mm beyond the outermost joint of the floorpan that is not continuously welded or permanently sealed; and to the edge of the vehicle, if— the vehicle’s body is permanently enclosed; and the vehicle is not fitted with a vertical exhaust system; and no further than the edge of the vehicle at its widest point.\n(sch.2-sec.99-ssec.2) The outlet mentioned in subsection (1) must discharge the main exhaust flow to the air— if the vehicle is fitted with a vertical exhaust system— at least 150mm above the cab of the vehicle; and if the outlet discharges the main exhaust flow straight up— at an angle above the horizontal; and towards the rear, or to the right, of the vehicle; and if the outlet does not discharge the main exhaust flow straight up—towards the rear of the vehicle and upwards at an angle within 0º to 45º of the longitudinal axis of the vehicle; or in any other case— less than 750mm above ground level; and horizontally or downwards at an angle within 0º to 45º of the longitudinal axis of the vehicle; and towards the rear, or to the right, of the vehicle.\n(sch.2-sec.99-ssec.3) Subsections (1) and (2) do not apply to a heavy motor vehicle— that is a bus; or that is primarily designed for the carriage of goods with a GVM not exceeding 12t.\n(sch.2-sec.99-ssec.4) An exposed section of a vertical exhaust system fitted to a heavy motor vehicle, other than a bus, must be positioned or shielded to prevent injury to any person.\n(sch.2-sec.99-ssec.5) An outlet of the exhaust system fitted to a heavy vehicle that is a bus must— be as near as practicable to the rear of the bus; and extend no further than the edge of the bus at its widest point.\n(sch.2-sec.99-ssec.6) The outlet mentioned in subsection (5) must discharge the main exhaust flow to the air— if the bus is fitted with a vertical exhaust system— behind the passenger compartment; and if the outlet discharges the main exhaust flow straight up— at an angle above the horizontal; and towards the rear, or to the left or right, of the bus; and if the outlet does not discharge the main exhaust flow straight up—towards the rear of the bus and upwards at an angle within 0º to 45º of the longitudinal axis of the bus; or in any other case— horizontally or downwards at an angle within 0º to 45º of the longitudinal axis of the bus; and towards the rear, or to the right, of the bus.\n(sch.2-sec.99-ssec.7) If a rain cap is fitted to the outlet of a vertical exhaust system fitted to a heavy motor vehicle, the rain cap must be installed so the hinge of the cap is at an angle of 90º (plus or minus 10º) to the longitudinal axis of the vehicle when viewed from above.\n(sch.2-sec.99-ssec.8) In this section— vertical exhaust system means an exhaust system that emits exhaust gases in an upward direction above or near the top of a vehicle to which it is fitted.\n- (a) behind the back seat; and\n- (b) at least 40mm beyond the outermost joint of the floorpan that is not continuously welded or permanently sealed; and\n- (c) to the edge of the vehicle, if— (i) the vehicle’s body is permanently enclosed; and (ii) the vehicle is not fitted with a vertical exhaust system; and\n- (i) the vehicle’s body is permanently enclosed; and\n- (ii) the vehicle is not fitted with a vertical exhaust system; and\n- (d) no further than the edge of the vehicle at its widest point.\n- (i) the vehicle’s body is permanently enclosed; and\n- (ii) the vehicle is not fitted with a vertical exhaust system; and\n- (a) if the vehicle is fitted with a vertical exhaust system— (i) at least 150mm above the cab of the vehicle; and (ii) if the outlet discharges the main exhaust flow straight up— (A) at an angle above the horizontal; and (B) towards the rear, or to the right, of the vehicle; and (iii) if the outlet does not discharge the main exhaust flow straight up—towards the rear of the vehicle and upwards at an angle within 0º to 45º of the longitudinal axis of the vehicle; or\n- (i) at least 150mm above the cab of the vehicle; and\n- (ii) if the outlet discharges the main exhaust flow straight up— (A) at an angle above the horizontal; and (B) towards the rear, or to the right, of the vehicle; and\n- (A) at an angle above the horizontal; and\n- (B) towards the rear, or to the right, of the vehicle; and\n- (iii) if the outlet does not discharge the main exhaust flow straight up—towards the rear of the vehicle and upwards at an angle within 0º to 45º of the longitudinal axis of the vehicle; or\n- (b) in any other case— (i) less than 750mm above ground level; and (ii) horizontally or downwards at an angle within 0º to 45º of the longitudinal axis of the vehicle; and (iii) towards the rear, or to the right, of the vehicle.\n- (i) less than 750mm above ground level; and\n- (ii) horizontally or downwards at an angle within 0º to 45º of the longitudinal axis of the vehicle; and\n- (iii) towards the rear, or to the right, of the vehicle.\n- (i) at least 150mm above the cab of the vehicle; and\n- (ii) if the outlet discharges the main exhaust flow straight up— (A) at an angle above the horizontal; and (B) towards the rear, or to the right, of the vehicle; and\n- (A) at an angle above the horizontal; and\n- (B) towards the rear, or to the right, of the vehicle; and\n- (iii) if the outlet does not discharge the main exhaust flow straight up—towards the rear of the vehicle and upwards at an angle within 0º to 45º of the longitudinal axis of the vehicle; or\n- (A) at an angle above the horizontal; and\n- (B) towards the rear, or to the right, of the vehicle; and\n- (i) less than 750mm above ground level; and\n- (ii) horizontally or downwards at an angle within 0º to 45º of the longitudinal axis of the vehicle; and\n- (iii) towards the rear, or to the right, of the vehicle.\n- (a) that is a bus; or\n- (b) that is primarily designed for the carriage of goods with a GVM not exceeding 12t.\n- (a) be as near as practicable to the rear of the bus; and\n- (b) extend no further than the edge of the bus at its widest point.\n- (a) if the bus is fitted with a vertical exhaust system— (i) behind the passenger compartment; and (ii) if the outlet discharges the main exhaust flow straight up— (A) at an angle above the horizontal; and (B) towards the rear, or to the left or right, of the bus; and (iii) if the outlet does not discharge the main exhaust flow straight up—towards the rear of the bus and upwards at an angle within 0º to 45º of the longitudinal axis of the bus; or\n- (i) behind the passenger compartment; and\n- (ii) if the outlet discharges the main exhaust flow straight up— (A) at an angle above the horizontal; and (B) towards the rear, or to the left or right, of the bus; and\n- (A) at an angle above the horizontal; and\n- (B) towards the rear, or to the left or right, of the bus; and\n- (iii) if the outlet does not discharge the main exhaust flow straight up—towards the rear of the bus and upwards at an angle within 0º to 45º of the longitudinal axis of the bus; or\n- (b) in any other case— (i) horizontally or downwards at an angle within 0º to 45º of the longitudinal axis of the bus; and (ii) towards the rear, or to the right, of the bus.\n- (i) horizontally or downwards at an angle within 0º to 45º of the longitudinal axis of the bus; and\n- (ii) towards the rear, or to the right, of the bus.\n- (i) behind the passenger compartment; and\n- (ii) if the outlet discharges the main exhaust flow straight up— (A) at an angle above the horizontal; and (B) towards the rear, or to the left or right, of the bus; and\n- (A) at an angle above the horizontal; and\n- (B) towards the rear, or to the left or right, of the bus; and\n- (iii) if the outlet does not discharge the main exhaust flow straight up—towards the rear of the bus and upwards at an angle within 0º to 45º of the longitudinal axis of the bus; or\n- (A) at an angle above the horizontal; and\n- (B) towards the rear, or to the left or right, of the bus; and\n- (i) horizontally or downwards at an angle within 0º to 45º of the longitudinal axis of the bus; and\n- (ii) towards the rear, or to the right, of the bus.","sortOrder":153},{"sectionNumber":"sch.2-pt.8-div.3","sectionType":"division","heading":"Noise emissions","content":"## Noise emissions","sortOrder":154},{"sectionNumber":"sch.2-sec.100","sectionType":"section","heading":"Measurement of stationary noise levels","content":"### sch.2-sec.100 Measurement of stationary noise levels\n\nFor the purposes of this Division, the stationary noise level of a heavy motor vehicle must be measured in accordance with the procedure set out for the kind of vehicle in the document entitled ‘National Stationary Exhaust Noise Test Procedures for In-Service Motor Vehicles’ published by the National Transport Commission in September 2006 as amended from time to time.","sortOrder":155},{"sectionNumber":"sch.2-sec.101","sectionType":"section","heading":"Meaning of certified to ADR 83/00","content":"### sch.2-sec.101 Meaning of certified to ADR 83/00\n\nFor the purposes of this Division, a vehicle is certified to ADR 83/00 if—\nbefore the repeal of the Motor Vehicle Standards Act 1989 an approval was given under section 10A of that Act to place an identification plate showing compliance with ADR 83/00 on the vehicle; or\nan approval is given under item 4(2) or 6(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; or\nthe vehicle has satisfied an entry pathway under section 15 (2) of the Road Vehicle Standards Act 2018 , including compliance with ADR 83/00, and the vehicle is entered on the RAV.\nsch 2 s 101 sub 2021 SL No. 9 s 13 (3)\n- (a) before the repeal of the Motor Vehicle Standards Act 1989 an approval was given under section 10A of that Act to place an identification plate showing compliance with ADR 83/00 on the vehicle; or\n- (b) an approval is given under item 4(2) or 6(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; or\n- (c) the vehicle has satisfied an entry pathway under section 15 (2) of the Road Vehicle Standards Act 2018 , including compliance with ADR 83/00, and the vehicle is entered on the RAV.","sortOrder":156},{"sectionNumber":"sch.2-sec.102","sectionType":"section","heading":"Silencing device for exhaust systems","content":"### sch.2-sec.102 Silencing device for exhaust systems\n\nA heavy motor vehicle propelled by an internal combustion engine must be fitted with a silencing device through which all the exhaust from the engine passes.\nFor the purposes of subsection (1) , a silencing device designed to be manipulated by the vehicle’s operator, including, for example, by in-vehicle controls, must be designed so that it can be tested in its worst case configuration.\nA device is tested in its worst case configuration if it is tested in a way that produces the loudest noise. For example, if a butterfly valve is used as a silencing device, it must be able to be tested fully opened.\nsch 2 s 102 amd 2015 SL No. 188 s 38\n(sch.2-sec.102-ssec.1) A heavy motor vehicle propelled by an internal combustion engine must be fitted with a silencing device through which all the exhaust from the engine passes.\n(sch.2-sec.102-ssec.2) For the purposes of subsection (1) , a silencing device designed to be manipulated by the vehicle’s operator, including, for example, by in-vehicle controls, must be designed so that it can be tested in its worst case configuration. A device is tested in its worst case configuration if it is tested in a way that produces the loudest noise. For example, if a butterfly valve is used as a silencing device, it must be able to be tested fully opened.","sortOrder":157},{"sectionNumber":"sch.2-sec.103","sectionType":"section","heading":"Application of S div 2","content":"### sch.2-sec.103 Application of S div 2\n\nThis Subdivision applies to a heavy motor vehicle other than a vehicle certified to ADR 83/00.","sortOrder":158},{"sectionNumber":"sch.2-sec.104","sectionType":"section","heading":"Stationary noise levels—other vehicles with spark ignition engines","content":"### sch.2-sec.104 Stationary noise levels—other vehicles with spark ignition engines\n\nThis section applies to a heavy motor vehicle with a spark ignition engine.\nThe stationary noise level of the heavy motor vehicle must not be more than the noise level applying to the vehicle under the following table.\nHeight of outlet of vehicle’s exhaust system\n(mm)\nWhen vehicle built\nNoise level\n(dB(A))\n<1500\nbefore July 1983\n98\nafter June 1983\n95\n≥1500\nbefore July 1983\n94\nafter June 1983\n91\n(sch.2-sec.104-ssec.1) This section applies to a heavy motor vehicle with a spark ignition engine.\n(sch.2-sec.104-ssec.2) The stationary noise level of the heavy motor vehicle must not be more than the noise level applying to the vehicle under the following table. Height of outlet of vehicle’s exhaust system (mm) When vehicle built Noise level (dB(A)) <1500 before July 1983 98 after June 1983 95 ≥1500 before July 1983 94 after June 1983 91","sortOrder":159},{"sectionNumber":"sch.2-sec.105","sectionType":"section","heading":"Stationary noise levels—other vehicles with diesel engines","content":"### sch.2-sec.105 Stationary noise levels—other vehicles with diesel engines\n\nThis section applies to a heavy motor vehicle with a diesel engine.\nThe stationary noise level of the heavy motor vehicle must not be more than the noise level applying to the vehicle under the following table.\nVehicle’s GVM\n(t)\nHeight of outlet of vehicle’s exhaust system\n(mm)\nWhen vehicle built\nNoise level\n(dB(A))\n>4.5 but ≤12\n<1500\nbefore July 1980\n107\nafter June 1980 but before July 1983\n104\nafter June 1983\n101\n>12\n<1500\nbefore July 1980\n109\nafter June 1980 but before July 1983\n106\nafter June 1983\n103\n>4.5 but ≤12\n≥1500\nbefore July 1980\n103\nafter June 1980 but before July 1983\n100\nafter June 1983\n97\n>12\n≥1500\nbefore July 1980\n105\nafter June 1980 but before July 1983\n102\nafter June 1983\n99\n(sch.2-sec.105-ssec.1) This section applies to a heavy motor vehicle with a diesel engine.\n(sch.2-sec.105-ssec.2) The stationary noise level of the heavy motor vehicle must not be more than the noise level applying to the vehicle under the following table. Vehicle’s GVM (t) Height of outlet of vehicle’s exhaust system (mm) When vehicle built Noise level (dB(A)) >4.5 but ≤12 <1500 before July 1980 107 after June 1980 but before July 1983 104 after June 1983 101 >12 <1500 before July 1980 109 after June 1980 but before July 1983 106 after June 1983 103 >4.5 but ≤12 ≥1500 before July 1980 103 after June 1980 but before July 1983 100 after June 1983 97 >12 ≥1500 before July 1980 105 after June 1980 but before July 1983 102 after June 1983 99","sortOrder":160},{"sectionNumber":"sch.2-sec.106","sectionType":"section","heading":"Stationary noise levels","content":"### sch.2-sec.106 Stationary noise levels\n\nThe stationary noise level of a heavy motor vehicle certified to ADR 83/00 must not exceed, by more than 5dB(A), the noise level established for the vehicle when it is certified.","sortOrder":161},{"sectionNumber":"sch.2-pt.9","sectionType":"part","heading":"Alternative fuel systems","content":"# Alternative fuel systems","sortOrder":162},{"sectionNumber":"sch.2-sec.107","sectionType":"section","heading":"LPG-powered vehicles","content":"### sch.2-sec.107 LPG-powered vehicles\n\nAn LPG system installed in a heavy motor vehicle, and the vehicle, must comply with all relevant requirements set out in the version of AS 1425 that was current at the time the system was installed in the vehicle.\nA heavy motor vehicle that has an LPG system installed must have fixed conspicuously to its front and rear number plates the labels required by the version of AS 1425 that was current at the time the system was installed in the vehicle.\nIf a heavy motor vehicle had an LPG system installed before AS 1425 was first published, the vehicle must have fixed conspicuously to its front and rear number plates a label that is—\nmade of durable material; and\nat least 25mm wide and 25mm high; and\nreflective red conforming with either—\nAS 1743 ‘Road Signs—Specifications’; or\nAS 1906.1 ‘Retroreflective Materials and Devices for Road Traffic Control Purposes—Retroreflective Sheeting’; and\nmarked ‘LPGAS’ or ‘LPG’, or with similar words or acronyms that have the same meaning, in capital letters at least 6mm high.\nIn this section—\nLPG means liquefied petroleum gas.\n(sch.2-sec.107-ssec.1) An LPG system installed in a heavy motor vehicle, and the vehicle, must comply with all relevant requirements set out in the version of AS 1425 that was current at the time the system was installed in the vehicle.\n(sch.2-sec.107-ssec.2) A heavy motor vehicle that has an LPG system installed must have fixed conspicuously to its front and rear number plates the labels required by the version of AS 1425 that was current at the time the system was installed in the vehicle.\n(sch.2-sec.107-ssec.3) If a heavy motor vehicle had an LPG system installed before AS 1425 was first published, the vehicle must have fixed conspicuously to its front and rear number plates a label that is— made of durable material; and at least 25mm wide and 25mm high; and reflective red conforming with either— AS 1743 ‘Road Signs—Specifications’; or AS 1906.1 ‘Retroreflective Materials and Devices for Road Traffic Control Purposes—Retroreflective Sheeting’; and marked ‘LPGAS’ or ‘LPG’, or with similar words or acronyms that have the same meaning, in capital letters at least 6mm high.\n(sch.2-sec.107-ssec.4) In this section— LPG means liquefied petroleum gas.\n- (a) made of durable material; and\n- (b) at least 25mm wide and 25mm high; and\n- (c) reflective red conforming with either— (i) AS 1743 ‘Road Signs—Specifications’; or (ii) AS 1906.1 ‘Retroreflective Materials and Devices for Road Traffic Control Purposes—Retroreflective Sheeting’; and\n- (i) AS 1743 ‘Road Signs—Specifications’; or\n- (ii) AS 1906.1 ‘Retroreflective Materials and Devices for Road Traffic Control Purposes—Retroreflective Sheeting’; and\n- (d) marked ‘LPGAS’ or ‘LPG’, or with similar words or acronyms that have the same meaning, in capital letters at least 6mm high.\n- (i) AS 1743 ‘Road Signs—Specifications’; or\n- (ii) AS 1906.1 ‘Retroreflective Materials and Devices for Road Traffic Control Purposes—Retroreflective Sheeting’; and","sortOrder":163},{"sectionNumber":"sch.2-sec.108","sectionType":"section","heading":"Vehicles powered by natural gas","content":"### sch.2-sec.108 Vehicles powered by natural gas\n\nA natural gas system installed in a heavy motor vehicle, and the vehicle, must comply with all relevant requirements set out in the version of AS 2739 that was current at the time the system was installed in the vehicle.\nForms of natural gas include CNG (Compressed Natural Gas) and LNG (Liquid Natural Gas).","sortOrder":164},{"sectionNumber":"sch.2-sec.108A","sectionType":"section","heading":"Hydrogen-powered vehicles","content":"### sch.2-sec.108A Hydrogen-powered vehicles\n\nA hydrogen-powered vehicle built after 1 January 2019, or a vehicle modified to be a hydrogen-powered vehicle after 1 January 2019, must have fixed conspicuously to its front and rear number plates—\nfor a vehicle fitted with 1 hydrogen fuel container—a label that complies with subsection (2) ; or\nfor a vehicle fitted with 2 or more hydrogen fuel containers—2 labels that comply with subsection (2) .\nFor subsection (1) , a label complies with this subsection if—\nit is affixed to a plate made of metal that is at least 1mm thick; and\nthe label, and the plate to which it is affixed, is a regular pentagonal shape—\neach side of which is 20mm long; and\neach interior angle of which is 108°; and\nit has a yellow surface that complies with class 2 or 100 of the version of AS/NZS 1906.1 ‘Retroreflective materials and devices for road traffic control purposes—Retroreflective sheeting’ applying to the label at the label’s date of manufacture.\nit is marked ‘H’ in a black capital letter that is at least 10mm high and has the orientation shown in the example; and\nit is fixed to the number plates so that the letter on the label is in an upright position; and\nit does not wholly or partly obscure any characters on the number plates.\nThe example of the label is for illustrative purposes only and does not represent the label’s actual size, dimensions or colour.\nIn this section—\nhydrogen-powered vehicle means a heavy motor vehicle that—\nis powered by a hydrogen fuel system; and\nhas 1 or more hydrogen fuel containers fitted to the vehicle for the system.\nsch 2 s 108A ins 2018 SL No. 89 s 39\namd 2019 SL No. 238 s 13 ; 2021 SL No. 9 s 9 (5)\n(sch.2-sec.108A-ssec.1) A hydrogen-powered vehicle built after 1 January 2019, or a vehicle modified to be a hydrogen-powered vehicle after 1 January 2019, must have fixed conspicuously to its front and rear number plates— for a vehicle fitted with 1 hydrogen fuel container—a label that complies with subsection (2) ; or for a vehicle fitted with 2 or more hydrogen fuel containers—2 labels that comply with subsection (2) .\n(sch.2-sec.108A-ssec.2) For subsection (1) , a label complies with this subsection if— it is affixed to a plate made of metal that is at least 1mm thick; and the label, and the plate to which it is affixed, is a regular pentagonal shape— each side of which is 20mm long; and each interior angle of which is 108°; and it has a yellow surface that complies with class 2 or 100 of the version of AS/NZS 1906.1 ‘Retroreflective materials and devices for road traffic control purposes—Retroreflective sheeting’ applying to the label at the label’s date of manufacture. it is marked ‘H’ in a black capital letter that is at least 10mm high and has the orientation shown in the example; and it is fixed to the number plates so that the letter on the label is in an upright position; and it does not wholly or partly obscure any characters on the number plates. The example of the label is for illustrative purposes only and does not represent the label’s actual size, dimensions or colour.\n(sch.2-sec.108A-ssec.3) In this section— hydrogen-powered vehicle means a heavy motor vehicle that— is powered by a hydrogen fuel system; and has 1 or more hydrogen fuel containers fitted to the vehicle for the system.\n- (a) for a vehicle fitted with 1 hydrogen fuel container—a label that complies with subsection (2) ; or\n- (b) for a vehicle fitted with 2 or more hydrogen fuel containers—2 labels that comply with subsection (2) .\n- (a) it is affixed to a plate made of metal that is at least 1mm thick; and\n- (b) the label, and the plate to which it is affixed, is a regular pentagonal shape— (i) each side of which is 20mm long; and (ii) each interior angle of which is 108°; and\n- (i) each side of which is 20mm long; and\n- (ii) each interior angle of which is 108°; and\n- (c) it has a yellow surface that complies with class 2 or 100 of the version of AS/NZS 1906.1 ‘Retroreflective materials and devices for road traffic control purposes—Retroreflective sheeting’ applying to the label at the label’s date of manufacture.\n- (d) it is marked ‘H’ in a black capital letter that is at least 10mm high and has the orientation shown in the example; and\n- (e) it is fixed to the number plates so that the letter on the label is in an upright position; and\n- (f) it does not wholly or partly obscure any characters on the number plates.\n- (i) each side of which is 20mm long; and\n- (ii) each interior angle of which is 108°; and\n- (a) is powered by a hydrogen fuel system; and\n- (b) has 1 or more hydrogen fuel containers fitted to the vehicle for the system.","sortOrder":165},{"sectionNumber":"sch.2-sec.108B","sectionType":"section","heading":"Electric-powered vehicles","content":"### sch.2-sec.108B Electric-powered vehicles\n\nAn electric-powered vehicle built after 1 January 2019, or a vehicle modified to be an electric-powered vehicle after 1 January 2019, must have fixed conspicuously to its front and rear number plates a label that complies with subsection (2) .\nFor subsection (1) , a label complies with this subsection if—\nit is affixed to a plate made of metal that is at least 1mm thick; and\nthe label, and the plate to which it is affixed, is an equilateral triangular shape—\neach side of which is 30mm in length; and\neach interior angle of which is 60°; and\nit has a blue surface that complies with class 2 or 100 of the version of AS/NZS 1906.1 ‘Retroreflective materials and devices for road traffic control purposes—Retroreflective sheeting’ applying to the label at the label’s date of manufacture.\nit is marked ‘EV’ in white capital letters that are at least 8mm high and have the orientation shown in the example; and\nit is fixed to the number plates so that the letters on the label are in an upright position; and\nit does not wholly or partly obscure any characters on the number plates.\nThe example of the label is for illustrative purposes only and does not represent the label’s actual size, dimensions or colour.\nHowever, this section does not apply to a vehicle to which section 108A applies even if the vehicle is fitted with an electric motor or traction motor that is used in conjunction with a hydrogen fuel system for the propulsion of the vehicle.\nIn this section—\nelectric-powered vehicle means a heavy motor vehicle that is powered by 1 or more electric motors or traction motors that—\nare the only propulsion system for the vehicle; or\nare used in conjunction with another propulsion system for the vehicle.\nsch 2 s 108B ins 2018 SL No. 89 s 39\namd 2019 SL No. 238 s 14 ; 2021 SL No. 9 s 9 (6)\n(sch.2-sec.108B-ssec.1) An electric-powered vehicle built after 1 January 2019, or a vehicle modified to be an electric-powered vehicle after 1 January 2019, must have fixed conspicuously to its front and rear number plates a label that complies with subsection (2) .\n(sch.2-sec.108B-ssec.2) For subsection (1) , a label complies with this subsection if— it is affixed to a plate made of metal that is at least 1mm thick; and the label, and the plate to which it is affixed, is an equilateral triangular shape— each side of which is 30mm in length; and each interior angle of which is 60°; and it has a blue surface that complies with class 2 or 100 of the version of AS/NZS 1906.1 ‘Retroreflective materials and devices for road traffic control purposes—Retroreflective sheeting’ applying to the label at the label’s date of manufacture. it is marked ‘EV’ in white capital letters that are at least 8mm high and have the orientation shown in the example; and it is fixed to the number plates so that the letters on the label are in an upright position; and it does not wholly or partly obscure any characters on the number plates. The example of the label is for illustrative purposes only and does not represent the label’s actual size, dimensions or colour.\n(sch.2-sec.108B-ssec.3) However, this section does not apply to a vehicle to which section 108A applies even if the vehicle is fitted with an electric motor or traction motor that is used in conjunction with a hydrogen fuel system for the propulsion of the vehicle.\n(sch.2-sec.108B-ssec.4) In this section— electric-powered vehicle means a heavy motor vehicle that is powered by 1 or more electric motors or traction motors that— are the only propulsion system for the vehicle; or are used in conjunction with another propulsion system for the vehicle.\n- (a) it is affixed to a plate made of metal that is at least 1mm thick; and\n- (b) the label, and the plate to which it is affixed, is an equilateral triangular shape— (i) each side of which is 30mm in length; and (ii) each interior angle of which is 60°; and\n- (i) each side of which is 30mm in length; and\n- (ii) each interior angle of which is 60°; and\n- (c) it has a blue surface that complies with class 2 or 100 of the version of AS/NZS 1906.1 ‘Retroreflective materials and devices for road traffic control purposes—Retroreflective sheeting’ applying to the label at the label’s date of manufacture.\n- (d) it is marked ‘EV’ in white capital letters that are at least 8mm high and have the orientation shown in the example; and\n- (e) it is fixed to the number plates so that the letters on the label are in an upright position; and\n- (f) it does not wholly or partly obscure any characters on the number plates.\n- (i) each side of which is 30mm in length; and\n- (ii) each interior angle of which is 60°; and\n- (a) are the only propulsion system for the vehicle; or\n- (b) are used in conjunction with another propulsion system for the vehicle.","sortOrder":166},{"sectionNumber":"sch.2-pt.10","sectionType":"part","heading":"Maximum road speed limiting","content":"# Maximum road speed limiting","sortOrder":167},{"sectionNumber":"sch.2-sec.109","sectionType":"section","heading":"Speed limiting","content":"### sch.2-sec.109 Speed limiting\n\nA heavy motor vehicle that is a bus built after 1987 with a GVM of more than 14.5t must comply with third edition ADR 65.\nA heavy vehicle that is a prime mover with a GVM of more than 15t that was built after 1987 must comply with third edition ADR 65.\nFor the purposes of third edition ADR 65, the maximum road speed capability of a heavy motor vehicle used in a road train is 100km/h.\nThis section does not apply to—\nan emergency vehicle or police vehicle; or\na bus fitted with hand grips or similar equipment for standing passengers to hold; or\na 2-axle prime mover if—\nit was built after 1987 but before July 1991; and\nits owner is a person who uses it for agriculture, horticulture or other primary production activities, other than forestry, fishing and mining.\n(sch.2-sec.109-ssec.1) A heavy motor vehicle that is a bus built after 1987 with a GVM of more than 14.5t must comply with third edition ADR 65.\n(sch.2-sec.109-ssec.2) A heavy vehicle that is a prime mover with a GVM of more than 15t that was built after 1987 must comply with third edition ADR 65.\n(sch.2-sec.109-ssec.3) For the purposes of third edition ADR 65, the maximum road speed capability of a heavy motor vehicle used in a road train is 100km/h.\n(sch.2-sec.109-ssec.4) This section does not apply to— an emergency vehicle or police vehicle; or a bus fitted with hand grips or similar equipment for standing passengers to hold; or a 2-axle prime mover if— it was built after 1987 but before July 1991; and its owner is a person who uses it for agriculture, horticulture or other primary production activities, other than forestry, fishing and mining.\n- (a) an emergency vehicle or police vehicle; or\n- (b) a bus fitted with hand grips or similar equipment for standing passengers to hold; or\n- (c) a 2-axle prime mover if— (i) it was built after 1987 but before July 1991; and (ii) its owner is a person who uses it for agriculture, horticulture or other primary production activities, other than forestry, fishing and mining.\n- (i) it was built after 1987 but before July 1991; and\n- (ii) its owner is a person who uses it for agriculture, horticulture or other primary production activities, other than forestry, fishing and mining.\n- (i) it was built after 1987 but before July 1991; and\n- (ii) its owner is a person who uses it for agriculture, horticulture or other primary production activities, other than forestry, fishing and mining.","sortOrder":168},{"sectionNumber":"sch.3-pt.1","sectionType":"part","heading":"Preliminary","content":"# Preliminary","sortOrder":169},{"sectionNumber":"sch.3-sec.1","sectionType":"section","heading":"References to combinations, B-doubles and road trains","content":"### sch.3-sec.1 References to combinations, B-doubles and road trains\n\nIn this Schedule—\na reference to a combination is taken to be a reference to a heavy combination; and\na reference to a B-double is taken to be a reference to a heavy combination that is a B-double; and\na reference to a road train is taken to be a reference to a heavy combination that is a road train.\n- (a) a reference to a combination is taken to be a reference to a heavy combination; and\n- (b) a reference to a B-double is taken to be a reference to a heavy combination that is a B-double; and\n- (c) a reference to a road train is taken to be a reference to a heavy combination that is a road train.","sortOrder":170},{"sectionNumber":"sch.3-sec.2","sectionType":"section","heading":"Application to vehicle complying with inconsistent ADR requirement","content":"### sch.3-sec.2 Application to vehicle complying with inconsistent ADR requirement\n\nA provision of this Schedule does not apply to a vehicle if the provision is inconsistent with a requirement of a second or third edition ADR that the vehicle complies with, regardless of whether or not the vehicle is required to comply with the requirement.\nHowever, subsection (1) does not apply if the vehicle is not of the same class or type as a vehicle to which the requirement of the second or third edition ADR applies.\nAlso, to avoid doubt, this section does not apply to a requirement of a second or third edition ADR if, and to the extent, a provision of this Schedule expressly provides that the requirement does not apply to a stated vehicle, a vehicle of a stated type or in stated circumstances.\n(sch.3-sec.2-ssec.1) A provision of this Schedule does not apply to a vehicle if the provision is inconsistent with a requirement of a second or third edition ADR that the vehicle complies with, regardless of whether or not the vehicle is required to comply with the requirement.\n(sch.3-sec.2-ssec.2) However, subsection (1) does not apply if the vehicle is not of the same class or type as a vehicle to which the requirement of the second or third edition ADR applies.\n(sch.3-sec.2-ssec.3) Also, to avoid doubt, this section does not apply to a requirement of a second or third edition ADR if, and to the extent, a provision of this Schedule expressly provides that the requirement does not apply to a stated vehicle, a vehicle of a stated type or in stated circumstances.","sortOrder":171},{"sectionNumber":"sch.3-sec.3","sectionType":"section","heading":"Application of provision to heavy vehicle subject of particular approval","content":"### sch.3-sec.3 Application of provision to heavy vehicle subject of particular approval\n\nA provision of this Schedule does not apply to a vehicle if—\nthe vehicle does not comply with a requirement of an ADR applying to the vehicle; and\nthe provision corresponds to the requirement of the ADR; and\ndespite the noncompliance—\nbefore the repeal of the Motor Vehicle Standards Act 1989 an approval was given under section 10A (2) or (3) of that Act to place an identification plate on the vehicle; or\nan approval is given under item 4(2) or 6(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; or\nthe vehicle satisfied the requirements of the type approval pathway under section 15 (1) of the Road Vehicle Standards Rules 2019 (Cwlth) as a vehicle to which section 15 (2) of those Rules applied and the vehicle is entered on the RAV; and\nthe vehicle complies with the approval conditions, if any.\nsch 3 s 3 amd 2021 SL No. 9 s 14 ; 2023 SL No. 15 s 6\n- (a) the vehicle does not comply with a requirement of an ADR applying to the vehicle; and\n- (b) the provision corresponds to the requirement of the ADR; and\n- (c) despite the noncompliance— (i) before the repeal of the Motor Vehicle Standards Act 1989 an approval was given under section 10A (2) or (3) of that Act to place an identification plate on the vehicle; or (ii) an approval is given under item 4(2) or 6(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; or (iii) the vehicle satisfied the requirements of the type approval pathway under section 15 (1) of the Road Vehicle Standards Rules 2019 (Cwlth) as a vehicle to which section 15 (2) of those Rules applied and the vehicle is entered on the RAV; and\n- (i) before the repeal of the Motor Vehicle Standards Act 1989 an approval was given under section 10A (2) or (3) of that Act to place an identification plate on the vehicle; or\n- (ii) an approval is given under item 4(2) or 6(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; or\n- (iii) the vehicle satisfied the requirements of the type approval pathway under section 15 (1) of the Road Vehicle Standards Rules 2019 (Cwlth) as a vehicle to which section 15 (2) of those Rules applied and the vehicle is entered on the RAV; and\n- (d) the vehicle complies with the approval conditions, if any.\n- (i) before the repeal of the Motor Vehicle Standards Act 1989 an approval was given under section 10A (2) or (3) of that Act to place an identification plate on the vehicle; or\n- (ii) an approval is given under item 4(2) or 6(2) of Schedule 3 to the Road Vehicle Standards (Consequential and Transitional Provisions) Act 2018 of the Commonwealth; or\n- (iii) the vehicle satisfied the requirements of the type approval pathway under section 15 (1) of the Road Vehicle Standards Rules 2019 (Cwlth) as a vehicle to which section 15 (2) of those Rules applied and the vehicle is entered on the RAV; and","sortOrder":172},{"sectionNumber":"sch.3-pt.2","sectionType":"part","heading":"General safety requirements","content":"# General safety requirements","sortOrder":173},{"sectionNumber":"sch.3-sec.4","sectionType":"section","heading":"Electrical wiring, connections and installations","content":"### sch.3-sec.4 Electrical wiring, connections and installations\n\nThis section applies to a road train longer than 19m that includes a semitrailer, dog trailer or converter dolly.\nThe electrical wiring, connections and installations of the semitrailer, dog trailer or converter dolly must comply with third edition ADR 63, whether or not it was built before the day stated in the ADR for vehicles of that type.\n(sch.3-sec.4-ssec.1) This section applies to a road train longer than 19m that includes a semitrailer, dog trailer or converter dolly.\n(sch.3-sec.4-ssec.2) The electrical wiring, connections and installations of the semitrailer, dog trailer or converter dolly must comply with third edition ADR 63, whether or not it was built before the day stated in the ADR for vehicles of that type.","sortOrder":174},{"sectionNumber":"sch.3-pt.3","sectionType":"part","heading":"Vehicle marking","content":"# Vehicle marking","sortOrder":175},{"sectionNumber":"sch.3-sec.5","sectionType":"section","heading":"Warning signs for combinations longer than 22m","content":"### sch.3-sec.5 Warning signs for combinations longer than 22m\n\nA combination longer than 22m, but not longer than 30m, must display a long vehicle warning sign at its rear.\nA combination longer than 30m must display a road train warning sign at its front and rear.\nIn this section—\nlong vehicle warning sign means a long vehicle warning sign complying with section 6 .\nroad train warning sign means a road train warning sign complying with section 6 .\nsch 3 s 5 amd 2019 SL No. 238 s 15\n(sch.3-sec.5-ssec.1) A combination longer than 22m, but not longer than 30m, must display a long vehicle warning sign at its rear.\n(sch.3-sec.5-ssec.2) A combination longer than 30m must display a road train warning sign at its front and rear.\n(sch.3-sec.5-ssec.4) In this section— long vehicle warning sign means a long vehicle warning sign complying with section 6 . road train warning sign means a road train warning sign complying with section 6 .","sortOrder":176},{"sectionNumber":"sch.3-sec.6","sectionType":"section","heading":"Specifications for warning signs","content":"### sch.3-sec.6 Specifications for warning signs\n\nThis section—\napplies if a road train warning sign or long vehicle warning sign must be fitted to a vehicle under section 5 ; and\nprescribes requirements about the warning sign.\nThe face of a road train warning sign or long vehicle warning sign must have—\na yellow surface complying with class 1, 2, 400 or 100 of the version of AS/NZS 1906 ‘Retroreflective materials and devices for road traffic control purposes’ applying to the warning sign at the sign’s date of manufacture; and\na black border; and\nits manufacturer’s name or trademark, and the brand and class of material used for the warning sign’s surface, permanently marked in letters no more 10mm high on any visible part of the sign.\nA road train warning sign or long vehicle warning sign must be manufactured from a material appropriate to its intended use on the vehicle.\nA road train warning sign or long vehicle warning sign must be at least 1.02m long and at least 250mm high.\nThe length of a road train warning sign or long vehicle warning sign may be split into 2 parts, in which case the combined length of its parts must be at least 1.02m long.\nA road train warning sign must show the words ‘ROAD TRAIN’, and a long vehicle warning sign must show the words ‘LONG VEHICLE’, in black capital letters, and in typeface Series B(N) complying with AS 1744 ‘Forms of Letters and Numerals for Road Signs’.\nThe letters on a road train warning sign or long vehicle warning sign must be at least 180mm high.\nIf the length of a road train warning sign is split into 2 parts, the part fitted on the left must show the word ‘ROAD’ and the part fitted on the right must show the word ‘TRAIN’.\nIf the length of a long vehicle warning sign is split into 2 parts, the part fitted on the left must show the word ‘LONG’ and the part fitted on the right must show the word ‘VEHICLE’.\nHowever, a road train warning sign, or a long vehicle warning sign, split into 2 parts need not have a border between the 2 parts.\nA road train warning sign or long vehicle warning sign must be fitted horizontally.\nA road train warning sign or long vehicle warning sign must be fitted so—\nthe lower edge of the warning sign is at least 500mm above ground level; and\nthe upper edge of the warning sign is no more than 1.8m above ground level; and\nthe warning sign is unlikely to become dislocated or furl.\nIf the length of a road train warning sign or long vehicle warning sign is split into 2 parts, each part must be fitted at the same height as the other.\nA road train warning sign or long vehicle warning sign must—\nbe displayed so that the entire sign is clearly visible; and\nbe maintained so that it can be easily read by other road users.\nsch 3 s 6 amd 2018 SL No. 89 s 40 ; 2021 SL No. 9 s 10\n(sch.3-sec.6-ssec.1) This section— applies if a road train warning sign or long vehicle warning sign must be fitted to a vehicle under section 5 ; and prescribes requirements about the warning sign.\n(sch.3-sec.6-ssec.2) The face of a road train warning sign or long vehicle warning sign must have— a yellow surface complying with class 1, 2, 400 or 100 of the version of AS/NZS 1906 ‘Retroreflective materials and devices for road traffic control purposes’ applying to the warning sign at the sign’s date of manufacture; and a black border; and its manufacturer’s name or trademark, and the brand and class of material used for the warning sign’s surface, permanently marked in letters no more 10mm high on any visible part of the sign.\n(sch.3-sec.6-ssec.3) A road train warning sign or long vehicle warning sign must be manufactured from a material appropriate to its intended use on the vehicle.\n(sch.3-sec.6-ssec.4) A road train warning sign or long vehicle warning sign must be at least 1.02m long and at least 250mm high.\n(sch.3-sec.6-ssec.5) The length of a road train warning sign or long vehicle warning sign may be split into 2 parts, in which case the combined length of its parts must be at least 1.02m long.\n(sch.3-sec.6-ssec.6) A road train warning sign must show the words ‘ROAD TRAIN’, and a long vehicle warning sign must show the words ‘LONG VEHICLE’, in black capital letters, and in typeface Series B(N) complying with AS 1744 ‘Forms of Letters and Numerals for Road Signs’.\n(sch.3-sec.6-ssec.7) The letters on a road train warning sign or long vehicle warning sign must be at least 180mm high.\n(sch.3-sec.6-ssec.8) If the length of a road train warning sign is split into 2 parts, the part fitted on the left must show the word ‘ROAD’ and the part fitted on the right must show the word ‘TRAIN’.\n(sch.3-sec.6-ssec.9) If the length of a long vehicle warning sign is split into 2 parts, the part fitted on the left must show the word ‘LONG’ and the part fitted on the right must show the word ‘VEHICLE’.\n(sch.3-sec.6-ssec.9A) However, a road train warning sign, or a long vehicle warning sign, split into 2 parts need not have a border between the 2 parts.\n(sch.3-sec.6-ssec.10) A road train warning sign or long vehicle warning sign must be fitted horizontally.\n(sch.3-sec.6-ssec.11) A road train warning sign or long vehicle warning sign must be fitted so— the lower edge of the warning sign is at least 500mm above ground level; and the upper edge of the warning sign is no more than 1.8m above ground level; and the warning sign is unlikely to become dislocated or furl.\n(sch.3-sec.6-ssec.12) If the length of a road train warning sign or long vehicle warning sign is split into 2 parts, each part must be fitted at the same height as the other.\n(sch.3-sec.6-ssec.13) A road train warning sign or long vehicle warning sign must— be displayed so that the entire sign is clearly visible; and be maintained so that it can be easily read by other road users.\n- (a) applies if a road train warning sign or long vehicle warning sign must be fitted to a vehicle under section 5 ; and\n- (b) prescribes requirements about the warning sign.\n- (a) a yellow surface complying with class 1, 2, 400 or 100 of the version of AS/NZS 1906 ‘Retroreflective materials and devices for road traffic control purposes’ applying to the warning sign at the sign’s date of manufacture; and\n- (b) a black border; and\n- (c) its manufacturer’s name or trademark, and the brand and class of material used for the warning sign’s surface, permanently marked in letters no more 10mm high on any visible part of the sign.\n- (a) the lower edge of the warning sign is at least 500mm above ground level; and\n- (b) the upper edge of the warning sign is no more than 1.8m above ground level; and\n- (c) the warning sign is unlikely to become dislocated or furl.\n- (a) be displayed so that the entire sign is clearly visible; and\n- (b) be maintained so that it can be easily read by other road users.","sortOrder":177},{"sectionNumber":"sch.3-pt.4","sectionType":"part","heading":"Braking systems","content":"# Braking systems","sortOrder":178},{"sectionNumber":"sch.3-sec.7","sectionType":"section","heading":"Application of Pt 4 to road trains","content":"### sch.3-sec.7 Application of Pt 4 to road trains\n\nThis Part applies in relation to a road train only if the road train is longer than 19m.","sortOrder":179},{"sectionNumber":"sch.3-sec.8","sectionType":"section","heading":"Braking system design for a prime mover in a B-double","content":"### sch.3-sec.8 Braking system design for a prime mover in a B-double\n\nA prime mover used in a B-double must comply with second edition ADR 35A or third edition ADR 35.\nA prime mover used in a B-double must also have an anti-lock braking system complying with third edition ADR 64, if the prime mover—\nwas built after 1989; or\nwas first used in a B-double after 1993; or\nis used in a B-double that includes a road tank vehicle carrying dangerous goods.\n(sch.3-sec.8-ssec.1) A prime mover used in a B-double must comply with second edition ADR 35A or third edition ADR 35.\n(sch.3-sec.8-ssec.2) A prime mover used in a B-double must also have an anti-lock braking system complying with third edition ADR 64, if the prime mover— was built after 1989; or was first used in a B-double after 1993; or is used in a B-double that includes a road tank vehicle carrying dangerous goods.\n- (a) was built after 1989; or\n- (b) was first used in a B-double after 1993; or\n- (c) is used in a B-double that includes a road tank vehicle carrying dangerous goods.","sortOrder":180},{"sectionNumber":"sch.3-sec.9","sectionType":"section","heading":"Braking system design for heavy motor vehicles in road trains","content":"### sch.3-sec.9 Braking system design for heavy motor vehicles in road trains\n\nThe performance of the braking system of a heavy motor vehicle used in a road train must comply with second edition ADR 35A or third edition ADR 35.","sortOrder":181},{"sectionNumber":"sch.3-sec.10","sectionType":"section","heading":"Braking system design for heavy trailers in B-doubles or road trains","content":"### sch.3-sec.10 Braking system design for heavy trailers in B-doubles or road trains\n\nThe performance of the braking system of a heavy trailer used in a B-double or road train must comply with second edition ADR 38 or third edition ADR 38.\nA heavy trailer in a road train to which subsection (1) applies need not be fitted with a mechanical parking brake if it carries wheel chocks that provide a performance equal to the performance standard required for a parking brake system.\nA semitrailer, regardless of when it was built, must have an anti-lock braking system complying with third edition ADR 38/01, if—\nit is being used in a B-double that includes a road tank vehicle, whether or not the semitrailer is itself a road tank vehicle; and\nthe road tank vehicle is carrying dangerous goods.\n(sch.3-sec.10-ssec.1) The performance of the braking system of a heavy trailer used in a B-double or road train must comply with second edition ADR 38 or third edition ADR 38.\n(sch.3-sec.10-ssec.2) A heavy trailer in a road train to which subsection (1) applies need not be fitted with a mechanical parking brake if it carries wheel chocks that provide a performance equal to the performance standard required for a parking brake system.\n(sch.3-sec.10-ssec.3) A semitrailer, regardless of when it was built, must have an anti-lock braking system complying with third edition ADR 38/01, if— it is being used in a B-double that includes a road tank vehicle, whether or not the semitrailer is itself a road tank vehicle; and the road tank vehicle is carrying dangerous goods.\n- (a) it is being used in a B-double that includes a road tank vehicle, whether or not the semitrailer is itself a road tank vehicle; and\n- (b) the road tank vehicle is carrying dangerous goods.","sortOrder":182},{"sectionNumber":"sch.3-sec.11","sectionType":"section","heading":"Air brakes of a heavy motor vehicle in B-doubles or road trains","content":"### sch.3-sec.11 Air brakes of a heavy motor vehicle in B-doubles or road trains\n\nIf a heavy motor vehicle used in a B-double or road train is fitted with air brakes that use compressed air, the heavy motor vehicle’s braking system must comply with subsections (2) and (3) when—\nthe air pressure in the braking system is measured in an 800mL vessel connected by a 2m pipe with a bore of approximately 13mm to the coupling head of the braking system; and\nthe air pressure before the brakes are applied is not more than—\nthe average of the maximum and minimum pressures in the operating pressure range specified by the vehicle’s manufacturer; or\nif there is no manufacturer’s specification—650kPa.\nThe air pressure in the braking system must reach at least 420kPa within 400 milliseconds after the rapid and complete application of the foot-operated brake control.\nAfter the air brakes have been fully applied, the air pressure in the braking system must fall, within 0.5 seconds after the release of the foot-operated brake control, to 35kPa.\nIn this section—\ncoupling head , of a heavy motor vehicle’s braking system, means the part of the braking system that connects the system to a vehicle being towed by the heavy motor vehicle.\n(sch.3-sec.11-ssec.1) If a heavy motor vehicle used in a B-double or road train is fitted with air brakes that use compressed air, the heavy motor vehicle’s braking system must comply with subsections (2) and (3) when— the air pressure in the braking system is measured in an 800mL vessel connected by a 2m pipe with a bore of approximately 13mm to the coupling head of the braking system; and the air pressure before the brakes are applied is not more than— the average of the maximum and minimum pressures in the operating pressure range specified by the vehicle’s manufacturer; or if there is no manufacturer’s specification—650kPa.\n(sch.3-sec.11-ssec.2) The air pressure in the braking system must reach at least 420kPa within 400 milliseconds after the rapid and complete application of the foot-operated brake control.\n(sch.3-sec.11-ssec.3) After the air brakes have been fully applied, the air pressure in the braking system must fall, within 0.5 seconds after the release of the foot-operated brake control, to 35kPa.\n(sch.3-sec.11-ssec.4) In this section— coupling head , of a heavy motor vehicle’s braking system, means the part of the braking system that connects the system to a vehicle being towed by the heavy motor vehicle.\n- (a) the air pressure in the braking system is measured in an 800mL vessel connected by a 2m pipe with a bore of approximately 13mm to the coupling head of the braking system; and\n- (b) the air pressure before the brakes are applied is not more than— (i) the average of the maximum and minimum pressures in the operating pressure range specified by the vehicle’s manufacturer; or (ii) if there is no manufacturer’s specification—650kPa.\n- (i) the average of the maximum and minimum pressures in the operating pressure range specified by the vehicle’s manufacturer; or\n- (ii) if there is no manufacturer’s specification—650kPa.\n- (i) the average of the maximum and minimum pressures in the operating pressure range specified by the vehicle’s manufacturer; or\n- (ii) if there is no manufacturer’s specification—650kPa.","sortOrder":183},{"sectionNumber":"sch.3-sec.12","sectionType":"section","heading":"Air brakes in a B-double or road train—least favoured chamber","content":"### sch.3-sec.12 Air brakes in a B-double or road train—least favoured chamber\n\nThe pressure in the least favoured chamber of the braking system of a heavy motor vehicle used in a B-double or road train that is fitted with air brakes that use compressed air must comply with subsections (2) and (3) when the air pressure before the brakes are applied is not more than—\nthe average of the maximum and minimum pressures in the operating pressure range specified by the vehicle’s manufacturer; or\nif there is no manufacturer’s specification—650kPa.\nThe pressure must reach at least 420kPa within—\nfor a B-double—1 second after the rapid and complete application of the foot-operated brake control; or\nfor a road train—1.5 seconds after the rapid and complete application of the foot-operated brake control.\nAfter the brakes have been fully applied, the pressure must fall to 35kPa, or the pressure at which the friction surfaces cease to contact each other, within—\nfor a B-double—1 second after the release of the foot-operated brake control; or\nfor a road train—1.5 seconds after the release of the foot-operated brake control.\nIn this section—\nleast favoured chamber , in relation to a heavy motor vehicle used in a B-double or road train, means the brake chamber with the longest line to the treadle valve in the heavy motor vehicle.\n(sch.3-sec.12-ssec.1) The pressure in the least favoured chamber of the braking system of a heavy motor vehicle used in a B-double or road train that is fitted with air brakes that use compressed air must comply with subsections (2) and (3) when the air pressure before the brakes are applied is not more than— the average of the maximum and minimum pressures in the operating pressure range specified by the vehicle’s manufacturer; or if there is no manufacturer’s specification—650kPa.\n(sch.3-sec.12-ssec.2) The pressure must reach at least 420kPa within— for a B-double—1 second after the rapid and complete application of the foot-operated brake control; or for a road train—1.5 seconds after the rapid and complete application of the foot-operated brake control.\n(sch.3-sec.12-ssec.3) After the brakes have been fully applied, the pressure must fall to 35kPa, or the pressure at which the friction surfaces cease to contact each other, within— for a B-double—1 second after the release of the foot-operated brake control; or for a road train—1.5 seconds after the release of the foot-operated brake control.\n(sch.3-sec.12-ssec.4) In this section— least favoured chamber , in relation to a heavy motor vehicle used in a B-double or road train, means the brake chamber with the longest line to the treadle valve in the heavy motor vehicle.\n- (a) the average of the maximum and minimum pressures in the operating pressure range specified by the vehicle’s manufacturer; or\n- (b) if there is no manufacturer’s specification—650kPa.\n- (a) for a B-double—1 second after the rapid and complete application of the foot-operated brake control; or\n- (b) for a road train—1.5 seconds after the rapid and complete application of the foot-operated brake control.\n- (a) for a B-double—1 second after the release of the foot-operated brake control; or\n- (b) for a road train—1.5 seconds after the release of the foot-operated brake control.","sortOrder":184},{"sectionNumber":"sch.3-sec.13","sectionType":"section","heading":"Recovery of air pressure for brakes in B-doubles and road trains","content":"### sch.3-sec.13 Recovery of air pressure for brakes in B-doubles and road trains\n\nThe air pressure in each air brake reservoir in a B-double or road train must recover to at least 420kPa within 1 minute after 3 full brake applications have been made within a 10-second period if, before the 3 brake applications have been made—\nthe engine is running at maximum speed; and\nthe vehicle’s governor cut-in pressure is no higher than—\nthe pressure specified by the vehicle’s manufacturer; or\nif there is no manufacturer’s specification—550kPa; and\nthe air pressure in the air storage tanks of the vehicle is not more than—\nthe average of the maximum and minimum pressures in the operating pressure range specified by the vehicle’s manufacturer; or\nif there is no manufacturer’s specification—650kPa.\nIn this section—\ngovernor cut-in pressure , in relation to a heavy vehicle, means the air pressure at which the vehicle’s air brake compressor starts supplying air to the vehicle’s air brake reservoir.\n(sch.3-sec.13-ssec.1) The air pressure in each air brake reservoir in a B-double or road train must recover to at least 420kPa within 1 minute after 3 full brake applications have been made within a 10-second period if, before the 3 brake applications have been made— the engine is running at maximum speed; and the vehicle’s governor cut-in pressure is no higher than— the pressure specified by the vehicle’s manufacturer; or if there is no manufacturer’s specification—550kPa; and the air pressure in the air storage tanks of the vehicle is not more than— the average of the maximum and minimum pressures in the operating pressure range specified by the vehicle’s manufacturer; or if there is no manufacturer’s specification—650kPa.\n(sch.3-sec.13-ssec.2) In this section— governor cut-in pressure , in relation to a heavy vehicle, means the air pressure at which the vehicle’s air brake compressor starts supplying air to the vehicle’s air brake reservoir.\n- (a) the engine is running at maximum speed; and\n- (b) the vehicle’s governor cut-in pressure is no higher than— (i) the pressure specified by the vehicle’s manufacturer; or (ii) if there is no manufacturer’s specification—550kPa; and\n- (i) the pressure specified by the vehicle’s manufacturer; or\n- (ii) if there is no manufacturer’s specification—550kPa; and\n- (c) the air pressure in the air storage tanks of the vehicle is not more than— (i) the average of the maximum and minimum pressures in the operating pressure range specified by the vehicle’s manufacturer; or (ii) if there is no manufacturer’s specification—650kPa.\n- (i) the average of the maximum and minimum pressures in the operating pressure range specified by the vehicle’s manufacturer; or\n- (ii) if there is no manufacturer’s specification—650kPa.\n- (i) the pressure specified by the vehicle’s manufacturer; or\n- (ii) if there is no manufacturer’s specification—550kPa; and\n- (i) the average of the maximum and minimum pressures in the operating pressure range specified by the vehicle’s manufacturer; or\n- (ii) if there is no manufacturer’s specification—650kPa.","sortOrder":185},{"sectionNumber":"sch.3-sec.14","sectionType":"section","heading":"Air supply for air brakes in B-doubles and road trains","content":"### sch.3-sec.14 Air supply for air brakes in B-doubles and road trains\n\nA B-double or road train that uses compressed air to operate accessories must have a compressed air system that—\nhas a compressor with sufficient capacity to ensure that the operation of the accessories does not adversely affect brake performance; and\nis built to ensure that the vehicle’s braking system is preferentially charged.\nIn this section—\ncompressed air system means a system for supplying compressed air.\n(sch.3-sec.14-ssec.1) A B-double or road train that uses compressed air to operate accessories must have a compressed air system that— has a compressor with sufficient capacity to ensure that the operation of the accessories does not adversely affect brake performance; and is built to ensure that the vehicle’s braking system is preferentially charged.\n(sch.3-sec.14-ssec.2) In this section— compressed air system means a system for supplying compressed air.\n- (a) has a compressor with sufficient capacity to ensure that the operation of the accessories does not adversely affect brake performance; and\n- (b) is built to ensure that the vehicle’s braking system is preferentially charged.","sortOrder":186},{"sectionNumber":"sch.3-sec.15","sectionType":"section","heading":"Brake line couplings","content":"### sch.3-sec.15 Brake line couplings\n\nBrake line couplings on the same part of a heavy vehicle in a B-double or road train must not be interchangeable.\nBrake line couplings on a heavy vehicle in a B-double or road train must be polarised in accordance with AS D8-1971 ‘Hose Couplings for Use with Vacuum and Air-Pressure Braking Systems on Prime Movers, Trailers and Semi-trailers’ if the hoses used with the couplings are used for the same purpose as the hoses mentioned in that standard.\nIn this section—\nbrake line coupling means a device used to connect equipment between vehicles in a heavy combination for the purpose of ensuring brakes applied to the towing vehicle are also applied to the other vehicles in the combination.\n(sch.3-sec.15-ssec.1) Brake line couplings on the same part of a heavy vehicle in a B-double or road train must not be interchangeable.\n(sch.3-sec.15-ssec.2) Brake line couplings on a heavy vehicle in a B-double or road train must be polarised in accordance with AS D8-1971 ‘Hose Couplings for Use with Vacuum and Air-Pressure Braking Systems on Prime Movers, Trailers and Semi-trailers’ if the hoses used with the couplings are used for the same purpose as the hoses mentioned in that standard.\n(sch.3-sec.15-ssec.3) In this section— brake line coupling means a device used to connect equipment between vehicles in a heavy combination for the purpose of ensuring brakes applied to the towing vehicle are also applied to the other vehicles in the combination.","sortOrder":187},{"sectionNumber":"sch.3-sec.16","sectionType":"section","heading":"Simultaneous parking brake application","content":"### sch.3-sec.16 Simultaneous parking brake application\n\nIf the parking brake of a heavy motor vehicle in a B-double or road train is applied, the parking brake of any attached heavy trailer must be applied automatically.\nThis section does not apply in relation to a heavy trailer carrying wheel chocks that provide a performance equal to the performance standard required for a parking brake system.\n(sch.3-sec.16-ssec.1) If the parking brake of a heavy motor vehicle in a B-double or road train is applied, the parking brake of any attached heavy trailer must be applied automatically.\n(sch.3-sec.16-ssec.2) This section does not apply in relation to a heavy trailer carrying wheel chocks that provide a performance equal to the performance standard required for a parking brake system.","sortOrder":188},{"sectionNumber":"sch.3-sec.17","sectionType":"section","heading":"Capacity of air reservoirs","content":"### sch.3-sec.17 Capacity of air reservoirs\n\nThe capacity of the air storage tanks of a heavy motor vehicle used in a B-double or road train must be at least 12 times the volume of all the brake activation chambers on the heavy motor vehicle.\nThe capacity of the air storage tanks of a heavy trailer used in a B-double or road train must be at least 8 times the volume of all the brake activation chambers on the trailer.\nIn this section—\nbrake activation chamber , of a heavy vehicle, means a device that, when air pressure is applied to it, activates another device that applies brakes to the vehicle.\n(sch.3-sec.17-ssec.1) The capacity of the air storage tanks of a heavy motor vehicle used in a B-double or road train must be at least 12 times the volume of all the brake activation chambers on the heavy motor vehicle.\n(sch.3-sec.17-ssec.2) The capacity of the air storage tanks of a heavy trailer used in a B-double or road train must be at least 8 times the volume of all the brake activation chambers on the trailer.\n(sch.3-sec.17-ssec.3) In this section— brake activation chamber , of a heavy vehicle, means a device that, when air pressure is applied to it, activates another device that applies brakes to the vehicle.","sortOrder":189},{"sectionNumber":"sch.3-pt.5","sectionType":"part","heading":"Mechanical connections between vehicles in combinations","content":"# Mechanical connections between vehicles in combinations","sortOrder":190},{"sectionNumber":"sch.3-pt.5-div.1","sectionType":"division","heading":"Couplings used in all types of heavy combination","content":"## Couplings used in all types of heavy combination","sortOrder":191},{"sectionNumber":"sch.3-sec.18","sectionType":"section","heading":"General coupling requirements","content":"### sch.3-sec.18 General coupling requirements\n\nA fifth wheel coupling, the mating parts of a coupling, a kingpin or a towbar must not be used in a heavy combination for a load more than the manufacturer’s load rating.\nA kingpin must be used in a heavy combination only with a fifth wheel coupling that has a corresponding jaw size.\nAn adaptor must not be used to fit a kingpin to a fifth wheel coupling.\nThe mating parts of a coupling used in a heavy combination to connect a semitrailer to a towing vehicle must not allow the semitrailer to roll to an extent that makes the towing vehicle unstable.\n(sch.3-sec.18-ssec.1) A fifth wheel coupling, the mating parts of a coupling, a kingpin or a towbar must not be used in a heavy combination for a load more than the manufacturer’s load rating.\n(sch.3-sec.18-ssec.2) A kingpin must be used in a heavy combination only with a fifth wheel coupling that has a corresponding jaw size. An adaptor must not be used to fit a kingpin to a fifth wheel coupling.\n(sch.3-sec.18-ssec.3) The mating parts of a coupling used in a heavy combination to connect a semitrailer to a towing vehicle must not allow the semitrailer to roll to an extent that makes the towing vehicle unstable.","sortOrder":192},{"sectionNumber":"sch.3-sec.19","sectionType":"section","heading":"Drawbar couplings","content":"### sch.3-sec.19 Drawbar couplings\n\nA coupling for attaching a heavy trailer, other than a semitrailer or pole-type trailer, to a towing vehicle in a combination must be built and fitted so that—\nthe coupling is equipped with a positive locking mechanism; and\nthe positive locking mechanism can be released regardless of the angle of the heavy trailer to the towing vehicle.\n- (a) the coupling is equipped with a positive locking mechanism; and\n- (b) the positive locking mechanism can be released regardless of the angle of the heavy trailer to the towing vehicle.","sortOrder":193},{"sectionNumber":"sch.3-pt.5-div.2","sectionType":"division","heading":"Additional coupling requirements for B-doubles and long road trains","content":"## Additional coupling requirements for B-doubles and long road trains","sortOrder":194},{"sectionNumber":"sch.3-sec.20","sectionType":"section","heading":"Application of Div 2 to road trains","content":"### sch.3-sec.20 Application of Div 2 to road trains\n\nThis Division applies in relation to a road train only if the road train is longer than 19m.","sortOrder":195},{"sectionNumber":"sch.3-sec.21","sectionType":"section","heading":"Couplings for B-doubles and road trains","content":"### sch.3-sec.21 Couplings for B-doubles and road trains\n\nA fifth wheel coupling used to connect a towing vehicle to a semitrailer used in a B-double or road train must not be built with a pivot that allows a semitrailer to roll relative to the towing vehicle.\nHowever, subsection (1) does not apply to a fifth wheel coupling if—\nthe semitrailer design requires torsional stresses to be minimised; and\nthe roll axis of the fifth wheel coupling is above the surface of the coupler plate of the coupling; and\nthe degree of rotation allowed around the roll axis of the fifth wheel coupling is restricted to prevent roll instability.\nA trailer with only 1 axle group or a single axle, other than a semitrailer or a converter dolly, that is used in a road train must not have a coupling fitted at its rear.\n(sch.3-sec.21-ssec.1) A fifth wheel coupling used to connect a towing vehicle to a semitrailer used in a B-double or road train must not be built with a pivot that allows a semitrailer to roll relative to the towing vehicle.\n(sch.3-sec.21-ssec.2) However, subsection (1) does not apply to a fifth wheel coupling if— the semitrailer design requires torsional stresses to be minimised; and the roll axis of the fifth wheel coupling is above the surface of the coupler plate of the coupling; and the degree of rotation allowed around the roll axis of the fifth wheel coupling is restricted to prevent roll instability.\n(sch.3-sec.21-ssec.3) A trailer with only 1 axle group or a single axle, other than a semitrailer or a converter dolly, that is used in a road train must not have a coupling fitted at its rear.\n- (a) the semitrailer design requires torsional stresses to be minimised; and\n- (b) the roll axis of the fifth wheel coupling is above the surface of the coupler plate of the coupling; and\n- (c) the degree of rotation allowed around the roll axis of the fifth wheel coupling is restricted to prevent roll instability.","sortOrder":196},{"sectionNumber":"sch.3-sec.22","sectionType":"section","heading":"Selection of fifth wheel couplings and turntables for B-doubles and road trains","content":"### sch.3-sec.22 Selection of fifth wheel couplings and turntables for B-doubles and road trains\n\nA fifth wheel coupling used in a B-double or road train must have a D-value complying with AS 1773-1990 ‘Articulated Vehicle—Fifth Wheel Assemblies’.\nA turntable used in a B-double or road train must have a D-value complying with AS 1773-1990 ‘Articulated Vehicle—Fifth Wheel Assemblies’.\nIf a fifth wheel coupling used in a B-double or road train is built for a 50mm kingpin or 90mm kingpin, the coupling must—\nmeet the dimension requirements in AS 1773-1990 ‘Articulated Vehicle—Fifth Wheel Assemblies’; and\nnot be worn away more than recommended by the standard.\nIf a fifth wheel coupling used in a B-double or road train is built for a 75mm kingpin, the coupling must—\nbe compatible with a kingpin built as required by section 25 (3) (a) ; and\nnot be worn so that it does not comply with subsection (5) .\nIn testing a fifth wheel coupling used in a B-double or road train and built for a 75mm kingpin to decide whether its D-value complies with subsection (1) , the longitudinal movement, after readjusting the jaws of the coupling using a kingpin built as required by section 25 (3) (a) , must not be more than 4mm.\n(sch.3-sec.22-ssec.1) A fifth wheel coupling used in a B-double or road train must have a D-value complying with AS 1773-1990 ‘Articulated Vehicle—Fifth Wheel Assemblies’.\n(sch.3-sec.22-ssec.2) A turntable used in a B-double or road train must have a D-value complying with AS 1773-1990 ‘Articulated Vehicle—Fifth Wheel Assemblies’.\n(sch.3-sec.22-ssec.3) If a fifth wheel coupling used in a B-double or road train is built for a 50mm kingpin or 90mm kingpin, the coupling must— meet the dimension requirements in AS 1773-1990 ‘Articulated Vehicle—Fifth Wheel Assemblies’; and not be worn away more than recommended by the standard.\n(sch.3-sec.22-ssec.4) If a fifth wheel coupling used in a B-double or road train is built for a 75mm kingpin, the coupling must— be compatible with a kingpin built as required by section 25 (3) (a) ; and not be worn so that it does not comply with subsection (5) .\n(sch.3-sec.22-ssec.5) In testing a fifth wheel coupling used in a B-double or road train and built for a 75mm kingpin to decide whether its D-value complies with subsection (1) , the longitudinal movement, after readjusting the jaws of the coupling using a kingpin built as required by section 25 (3) (a) , must not be more than 4mm.\n- (a) meet the dimension requirements in AS 1773-1990 ‘Articulated Vehicle—Fifth Wheel Assemblies’; and\n- (b) not be worn away more than recommended by the standard.\n- (a) be compatible with a kingpin built as required by section 25 (3) (a) ; and\n- (b) not be worn so that it does not comply with subsection (5) .","sortOrder":197},{"sectionNumber":"sch.3-sec.23","sectionType":"section","heading":"Mounting of fifth wheel couplings on B-doubles and road trains","content":"### sch.3-sec.23 Mounting of fifth wheel couplings on B-doubles and road trains\n\nA fifth wheel coupling must be mounted on a prime mover, or a semitrailer used in a B-double or road train, in accordance with AS 1771-1987 ‘Installation of Fifth Wheel and Turntable Assemblies’.","sortOrder":198},{"sectionNumber":"sch.3-sec.24","sectionType":"section","heading":"Branding of fifth wheel couplings and turntables on B-doubles and road trains","content":"### sch.3-sec.24 Branding of fifth wheel couplings and turntables on B-doubles and road trains\n\nA fifth wheel coupling used in a vehicle built after June 1991 forming part of a B-double or road train must be clearly and permanently marked, in a way complying with AS 1773-1990 ‘Articulated Vehicles—Fifth Wheel Assemblies’, with—\nthe name or trademark of the coupling’s manufacturer; and\nthe coupling’s D-value rating; and\nthe coupling’s nominal size.\nA turntable used in a vehicle built after January 1999 forming part of a B-double or road train must be—\nclearly and permanently marked with the name or trademark of the turntable’s manufacturer; and\nclearly and permanently marked with the turntable’s D-value rating in a way complying with AS 1773-1990 ‘Articulated Vehicles—Fifth Wheel Assemblies’.\n(sch.3-sec.24-ssec.1) A fifth wheel coupling used in a vehicle built after June 1991 forming part of a B-double or road train must be clearly and permanently marked, in a way complying with AS 1773-1990 ‘Articulated Vehicles—Fifth Wheel Assemblies’, with— the name or trademark of the coupling’s manufacturer; and the coupling’s D-value rating; and the coupling’s nominal size.\n(sch.3-sec.24-ssec.2) A turntable used in a vehicle built after January 1999 forming part of a B-double or road train must be— clearly and permanently marked with the name or trademark of the turntable’s manufacturer; and clearly and permanently marked with the turntable’s D-value rating in a way complying with AS 1773-1990 ‘Articulated Vehicles—Fifth Wheel Assemblies’.\n- (a) the name or trademark of the coupling’s manufacturer; and\n- (b) the coupling’s D-value rating; and\n- (c) the coupling’s nominal size.\n- (a) clearly and permanently marked with the name or trademark of the turntable’s manufacturer; and\n- (b) clearly and permanently marked with the turntable’s D-value rating in a way complying with AS 1773-1990 ‘Articulated Vehicles—Fifth Wheel Assemblies’.","sortOrder":199},{"sectionNumber":"sch.3-sec.25","sectionType":"section","heading":"Selection of kingpins for B-doubles and road trains","content":"### sch.3-sec.25 Selection of kingpins for B-doubles and road trains\n\nA kingpin used in a B-double or road train must—\nbe a 50mm king pin, 75mm kingpin or 90mm kingpin; and\nhave a D-value complying with AS 2175-1990 ‘Articulated Vehicles–Kingpins’.\nA 50mm kingpin or 90mm kingpin used in a B-double or road train must—\nbe built to meet the dimension requirements in AS 2175-1990 ‘Articulated Vehicles–Kingpins’; and\nnot be worn away more than recommended by the standard.\nA 75mm kingpin used in a B-double or road train must—\nbe built to meet the dimensions in the following diagram; and\nnot be worn away more than mentioned in subsection (4) .\nIn testing a 75mm kingpin used in a B-double or road train to decide whether its D-value complies with subsection (1) (b) —\ndiameter F in the diagram must not wear more than 3mm; and\ndiameter G in the diagram must not wear more than 2mm; and\nheight H in the diagram must not wear more than 2.3mm.\n(sch.3-sec.25-ssec.1) A kingpin used in a B-double or road train must— be a 50mm king pin, 75mm kingpin or 90mm kingpin; and have a D-value complying with AS 2175-1990 ‘Articulated Vehicles–Kingpins’.\n(sch.3-sec.25-ssec.2) A 50mm kingpin or 90mm kingpin used in a B-double or road train must— be built to meet the dimension requirements in AS 2175-1990 ‘Articulated Vehicles–Kingpins’; and not be worn away more than recommended by the standard.\n(sch.3-sec.25-ssec.3) A 75mm kingpin used in a B-double or road train must— be built to meet the dimensions in the following diagram; and not be worn away more than mentioned in subsection (4) .\n(sch.3-sec.25-ssec.4) In testing a 75mm kingpin used in a B-double or road train to decide whether its D-value complies with subsection (1) (b) — diameter F in the diagram must not wear more than 3mm; and diameter G in the diagram must not wear more than 2mm; and height H in the diagram must not wear more than 2.3mm.\n- (a) be a 50mm king pin, 75mm kingpin or 90mm kingpin; and\n- (b) have a D-value complying with AS 2175-1990 ‘Articulated Vehicles–Kingpins’.\n- (a) be built to meet the dimension requirements in AS 2175-1990 ‘Articulated Vehicles–Kingpins’; and\n- (b) not be worn away more than recommended by the standard.\n- (a) be built to meet the dimensions in the following diagram; and Dimensions of a 75mm kingpin\n- (b) not be worn away more than mentioned in subsection (4) .\n- (a) diameter F in the diagram must not wear more than 3mm; and\n- (b) diameter G in the diagram must not wear more than 2mm; and\n- (c) height H in the diagram must not wear more than 2.3mm.","sortOrder":200},{"sectionNumber":"sch.3-sec.26","sectionType":"section","heading":"Attachment of kingpins on B-doubles and road trains","content":"### sch.3-sec.26 Attachment of kingpins on B-doubles and road trains\n\nA kingpin used in a trailer that forms part of a B-double or road train must be attached in accordance with—\nthe manufacturer’s specifications and instructions; or\nAS 2175-1990 ‘Articulated Vehicles–Kingpins’.\n- (a) the manufacturer’s specifications and instructions; or\n- (b) AS 2175-1990 ‘Articulated Vehicles–Kingpins’.","sortOrder":201},{"sectionNumber":"sch.3-sec.27","sectionType":"section","heading":"Branding of kingpins on B-doubles and road trains","content":"### sch.3-sec.27 Branding of kingpins on B-doubles and road trains\n\nA kingpin used in a trailer built after June 1991 that forms part of a B-double or road train must be clearly and permanently marked with the following on the lower circular face of the kingpin, and in a way complying with AS 2175-1990 ‘Articulated Vehicles—Kingpins’—\nthe name or trademark of its manufacturer;\nits D-value rating;\nits nominal size.\n- (a) the name or trademark of its manufacturer;\n- (b) its D-value rating;\n- (c) its nominal size.","sortOrder":202},{"sectionNumber":"sch.3-sec.28","sectionType":"section","heading":"Selection of couplings and drawbar eyes for road trains","content":"### sch.3-sec.28 Selection of couplings and drawbar eyes for road trains\n\nA drawbar-type coupling, or drawbar eye, used in a road train must—\nbe a 50mm pin type; and\nhave a D-value complying with AS 2213-1984 ‘50 mm Pin-Type Couplings and Drawbar Eyes for Trailers’; and\nbe built to the dimensions mentioned in the standard; and\nnot be worn away more than is recommended in the standard.\n- (a) be a 50mm pin type; and\n- (b) have a D-value complying with AS 2213-1984 ‘50 mm Pin-Type Couplings and Drawbar Eyes for Trailers’; and\n- (c) be built to the dimensions mentioned in the standard; and\n- (d) not be worn away more than is recommended in the standard.","sortOrder":203},{"sectionNumber":"sch.3-sec.29","sectionType":"section","heading":"Attachment of couplings and drawbar eyes on road trains","content":"### sch.3-sec.29 Attachment of couplings and drawbar eyes on road trains\n\nA drawbar-type coupling, or drawbar eye, used in a road train must be built and positioned so—\nwhen the road train is moving, the drawbar can move at least 15º upwards or downwards from the position it occupies when the road train is parked on level ground; and\nthe pivot point of the coupling is not more than 300mm forward of the rear of the trailer to which it is attached; and\nit is at a height of at least 800mm, but not more than 950mm, when the road train is unloaded and parked on level ground.\n- (a) when the road train is moving, the drawbar can move at least 15º upwards or downwards from the position it occupies when the road train is parked on level ground; and\n- (b) the pivot point of the coupling is not more than 300mm forward of the rear of the trailer to which it is attached; and\n- (c) it is at a height of at least 800mm, but not more than 950mm, when the road train is unloaded and parked on level ground.","sortOrder":204},{"sectionNumber":"sch.3-sec.30","sectionType":"section","heading":"Branding of couplings and drawbar eyes on road trains","content":"### sch.3-sec.30 Branding of couplings and drawbar eyes on road trains\n\nA drawbar-type coupling, or drawbar eye, used on a vehicle built after June 1991 that forms part of a road train must be clearly and permanently marked, in a way complying with AS/NZS 4968.1:2003 ‘Heavy Road Vehicle–Mechanical Coupling Between Articulated Vehicle Combinations’, with—\nthe name or trademark of its manufacturer; and\nits D-value rating.\n- (a) the name or trademark of its manufacturer; and\n- (b) its D-value rating.","sortOrder":205},{"sectionNumber":"sch.3-sec.31","sectionType":"section","heading":"Tow coupling overhang on road trains","content":"### sch.3-sec.31 Tow coupling overhang on road trains\n\nThe tow coupling overhang of a heavy motor vehicle, other than a prime mover, used in a road train must not be more than the greater of—\n30% of the distance from the centre-line of the front axle to the centre of the axle group, or centre-line of the single axle, at the rear of the vehicle; and\n2.7m.\nThe tow coupling overhang of a semitrailer, or a dog trailer consisting of a semitrailer and converter dolly, used in a road train must not be more than 30% of the distance from the relevant point of articulation for the trailer to the centre of the axle group, or centre-line of the single axle, at the rear of the trailer.\nThe tow coupling overhang of another dog trailer used in a road train must not be more than 30% of the distance from the centre of the front axle group, or centre-line of the single axle, at the front of the vehicle, to the centre of the axle group, or centre-line of the single axle, at the rear of the vehicle.\nFor subsections (1) to (3) , a distance between 2 parallel lines must be measured at right angles between the lines.\nFor the purposes of deciding whether a heavy motor vehicle used in a road train complies with subsection (1) , the distance between the centre-line of the vehicle’s front axle and the centre of the axle group, or the centre-line of the single axle, at the rear of the vehicle (both of which are vertical lines) must be measured at right angles.\nIn this section—\nrelevant point of articulation , in relation to a heavy trailer used in a road train, means the relevant point of articulation for the heavy trailer having regard to how the road train is configured, which may be any of the following—\nthe vertical axis of a kingpin used with a fifth wheel coupling;\nthe vertical axis of rotation of a fifth wheel coupling;\nthe vertical axis of rotation of a turntable;\nfor a heavy trailer that is a dog trailer, the vertical axis of rotation of the front axle group or axle of the trailer;\nfor a heavy trailer that is a semitrailer, the imaginary vertical line passing through the pivot point for a coupling fitted to the semitrailer.\ntow coupling overhang , of a heavy vehicle, means the distance from the centre of the axle group, or the centre-line of the single axle, at the rear of the vehicle to the imaginary vertical line passing through the pivot point of the coupling near the rear of the vehicle.\n(sch.3-sec.31-ssec.1) The tow coupling overhang of a heavy motor vehicle, other than a prime mover, used in a road train must not be more than the greater of— 30% of the distance from the centre-line of the front axle to the centre of the axle group, or centre-line of the single axle, at the rear of the vehicle; and 2.7m.\n(sch.3-sec.31-ssec.2) The tow coupling overhang of a semitrailer, or a dog trailer consisting of a semitrailer and converter dolly, used in a road train must not be more than 30% of the distance from the relevant point of articulation for the trailer to the centre of the axle group, or centre-line of the single axle, at the rear of the trailer.\n(sch.3-sec.31-ssec.3) The tow coupling overhang of another dog trailer used in a road train must not be more than 30% of the distance from the centre of the front axle group, or centre-line of the single axle, at the front of the vehicle, to the centre of the axle group, or centre-line of the single axle, at the rear of the vehicle.\n(sch.3-sec.31-ssec.4) For subsections (1) to (3) , a distance between 2 parallel lines must be measured at right angles between the lines. For the purposes of deciding whether a heavy motor vehicle used in a road train complies with subsection (1) , the distance between the centre-line of the vehicle’s front axle and the centre of the axle group, or the centre-line of the single axle, at the rear of the vehicle (both of which are vertical lines) must be measured at right angles.\n(sch.3-sec.31-ssec.5) In this section— relevant point of articulation , in relation to a heavy trailer used in a road train, means the relevant point of articulation for the heavy trailer having regard to how the road train is configured, which may be any of the following— the vertical axis of a kingpin used with a fifth wheel coupling; the vertical axis of rotation of a fifth wheel coupling; the vertical axis of rotation of a turntable; for a heavy trailer that is a dog trailer, the vertical axis of rotation of the front axle group or axle of the trailer; for a heavy trailer that is a semitrailer, the imaginary vertical line passing through the pivot point for a coupling fitted to the semitrailer. tow coupling overhang , of a heavy vehicle, means the distance from the centre of the axle group, or the centre-line of the single axle, at the rear of the vehicle to the imaginary vertical line passing through the pivot point of the coupling near the rear of the vehicle.\n- (a) 30% of the distance from the centre-line of the front axle to the centre of the axle group, or centre-line of the single axle, at the rear of the vehicle; and\n- (b) 2.7m.\n- (a) the vertical axis of a kingpin used with a fifth wheel coupling;\n- (b) the vertical axis of rotation of a fifth wheel coupling;\n- (c) the vertical axis of rotation of a turntable;\n- (d) for a heavy trailer that is a dog trailer, the vertical axis of rotation of the front axle group or axle of the trailer;\n- (e) for a heavy trailer that is a semitrailer, the imaginary vertical line passing through the pivot point for a coupling fitted to the semitrailer.","sortOrder":206}],"analysis":{"summary":{"complexity_score":8,"scope_assessment":{"changed":false,"description":"The regulation appears to have remained consistent with its original intent: prescribing technical vehicle standards for heavy vehicles operating on Australian roads. While there have been numerous amendments (particularly around new technologies like blind spot information systems, indirect vision devices, automated driving systems, and updated references to the Road Vehicle Standards Act 2018 replacing the Motor Vehicle Standards Act 1989), these updates modernise and refine the core purpose rather than expand or contract it. The regulation continues to focus exclusively on vehicle construction and equipment standards, not on conduct, licensing, or mass/dimension limits (which are addressed in separate regulations)."},"complexity_factors":["Extensive cross-referencing to multiple external standards (Australian Standards, British Standards, American National Standards, Japanese Industrial Standards, UN ECE Regulations, ISO standards, SAE standards)","Layered compliance framework requiring users to navigate both this regulation AND Australian Design Rules (ADRs) — with complex rules about which version of an ADR applies based on vehicle build date","Highly technical subject matter requiring engineering knowledge to fully interpret (e.g. kingpin dimensions, luminous transmittance percentages, lateral protrusion measurements)","Transition provisions spanning multiple repealed Acts (Motor Vehicle Standards Act 1989) and current legislation (Road Vehicle Standards Act 2018), creating temporal complexity","Width measurement rules involve multiple exceptions, cut-off dates (1 October 2023), and cumulative measurement formulas that interact with each other","Exempt vehicle categories (Airservices Australia, Australian Border Force, emergency services, police, transport enforcement) each have separate definitional chains referring to multiple Commonwealth Acts","Grandfathering provisions mean different vehicles built at different times face different standards for the same component","Schedules 1, 2, and 3 have their own internal priority rules and override provisions that create a hierarchy requiring careful navigation","Personally imported vehicle rules involve multiple eligibility criteria and timelines (pre/post 9 May 2000, pre/post repeal of Motor Vehicle Standards Act)","Frequent amendments (multiple SL amendments across 2015-2024) mean practitioners must track version history to know what applies"],"plain_english_summary":"This regulation sets the national technical safety and construction standards heavy vehicles (trucks, buses, trailers, road trains) must meet to operate in participating Australian jurisdictions. It affects vehicle owners/operators, fleet managers, importers/modifiers and inspectors by specifying requirements for steering, brakes, lighting, visibility, tyres, couplings, electrical systems, windscreens, horns and compliance with Australian Design Rules. Standards generally apply by build date; non‑compliance can lead to fines, vehicles being defected off road and legal or licensing consequences."},"kimi_summary":{"_metrics":{"completionTokens":707},"content_quality":"ok","complexity_score":9,"scope_assessment":{"changed":false,"description":"The legislation appears to maintain its original scope as a technical standards regulation for heavy vehicles. While it has been amended multiple times (as evidenced by amendment notes throughout), these amendments appear to update technical requirements and incorporate new standards rather than expand the fundamental purpose of the regulation. The core scope remains: prescribing vehicle standards for heavy vehicles and heavy combinations under the Heavy Vehicle National Law."},"complexity_factors":["Extensive cross-referencing to Australian Design Rules (ADRs), Australian Standards (AS), and other Commonwealth legislation","Multiple schedules with overlapping but distinct requirements for single vehicles vs combinations","Numerous defined terms (50+ in section 4 alone) including technical specifications like '50mm kingpin' and 'governor cut-out pressure'","Nested conditional logic with date-based thresholds (e.g., 'built after 1934', 'built after June 1953', 'manufactured before 1 October 2023')","Technical measurement requirements with precise tolerances (e.g., 'not more than 400mm', 'at least 600mm above ground level')","Multiple exemption pathways with cumulative conditions (sections 3-5 of Schedule 1)","Incorporation of external documents by reference (VSB 12, AS 1773-1990, AS 2175-1990) that are not reproduced in the text","Complex braking system requirements with performance standards specified in metres, seconds, and kilopascals","Emissions testing protocols with detailed procedural steps and equipment specifications (DT80 test cycle)","Transition provisions linking repealed legislation (Motor Vehicle Standards Act 1989) with current Road Vehicle Standards Act 2018"],"plain_english_summary":"This Regulation sets out the **technical safety standards** that heavy vehicles (trucks, buses, trailers, and combinations like road trains and B-doubles) must meet to be used on Australian roads.\n\n**What it covers:**\n- **Vehicle construction** — steering, brakes, lights, tyres, exhaust systems, and dimensions\n- **Safety equipment** — mirrors, warning lights, reflectors, mudguards, and visibility markings\n- **Emissions control** — limits on exhaust pollutants and noise levels\n- **Special rules for combinations** — additional requirements for B-doubles and road trains longer than 19 metres, including coupling standards and braking performance\n- **Alternative fuels** — specific rules for LPG, natural gas, hydrogen, and electric-powered heavy vehicles\n\n**Who it affects:**\n- Heavy vehicle manufacturers, importers, and modifiers\n- Operators of trucks, buses, trailers, and heavy combinations\n- Anyone responsible for ensuring vehicles comply with national standards\n\n**Why it matters:**\nThe Regulation ensures heavy vehicles are built and maintained to consistent safety standards across all Australian states and territories. It reduces the risk of accidents, protects other road users, and limits environmental harm from vehicle emissions. Non-compliance can prevent registration or lead to penalties.\n\n**Key features:**\n- Incorporates Australian Design Rules (ADRs) — national standards for vehicle safety and environmental performance\n- Provides exemptions for certain vehicles (emergency vehicles, personally imported vehicles, historic vehicles)\n- Includes detailed technical specifications with measurement tolerances (often in millimetres)\n- Cross-references other legislation like the Heavy Vehicle National Law and Road Vehicle Standards Act 2018"},"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"},"flash_summary":{"complexity_score":9,"scope_assessment":{"changed":true,"description":"Since its original form the Regulation has broadened in technical scope. Notable expansions include (a) detailed, instrumented emissions testing requirements (the DT80 cycle and strict laboratory/dynamometer minima in sch.2 secs 96–98) that require specialist testing infrastructure; (b) explicit requirements and mandatory labelling for alternative-fuel vehicles (hydrogen and electric vehicle number‑plate labels in sch.2 secs 108A–108B); (c) adoption and operationalisation of newer ADRs and AS/NZS standards with transitional/approval pathways tied to Commonwealth RAV and Road Vehicle Standards framework (sch.1 secs 3–4A, sch.2 secs 2–3); and (d) an accumulation of detailed coupling/kingpin/D-value, air-brake timing and reservoir-capacity rules for B-doubles and long road trains (sch.3). Those additions extend the regulation beyond a simple consolidation of pre-existing vehicle construction rules into a technically exacting code that reaches into testing facilities, retrofit labelling, and the operational readiness of heavy combination braking and air systems."},"complexity_factors":["Long instrument with multiple Parts and three large Schedules covering single heavy vehicles, ADR compliance and heavy combinations","Extensive interpretation section with many defined terms (s.4) and cross-references to ADRs, AS, AS/NZS and overseas standards","Numerous cross-references to other Acts and instruments (Heavy Vehicle National Law, Motor Vehicle Standards Act 1989, Road Vehicle Standards Act 2018, RAV and VSB 12)","Layered conditional logic and exceptions (older vehicles, exempt vehicles, transitional approvals, ADR-version specific rules in sch.1 and sch.2)","Numeric and performance tolerances throughout (distances, angles, luminous intensities, pressure and timing tolerances, D-values) creating many measurement conditions","Specialised technical test protocol (DT80) with detailed dynamometer, emissions sampling and data‑management standards (sch.2 secs 96–98)","Separate, detailed regimes for combinations: B-doubles and road trains — couplings, kingpin sizes, air-brake timing/pressure and reservoir capacity rules (sch.3 pt 4–5)","Incorporation by reference and delegated prescription powers (Regulator can list equivalent standards on its website) increasing interpretive complexity","Nested operational rules (e.g. when devices are disregarded for width measurement, when ADR requirements yield to later ADRs, and multiple date-based cut‑offs) making compliance timeline-sensitive"],"plain_english_summary":"**What this regulation does (mechanics first)\n\n- Sets the technical vehicle standards that single heavy vehicles and heavy combinations must meet to be lawfully used on roads. The standards are collected in Schedules 1–3 and draw on Australian Design Rules (ADRs) and Australian Standards (sec.3; sch.1; sch.2).  \n\n- Incorporates ADRs and other technical standards by reference and states how older or later ADR versions apply to vehicles and equipment fitted after manufacture (sch.1 secs 1–2; sec.10).  \n\n- Gives detailed mandatory requirements on: dimensions and how to measure them (e.g. width rules and items disregarded for width) (sec.8; sch.2 pt 6); driver controls and sightlines (sch.2 secs 4, 8, 12–13C); lighting, reflectors and marking (many provisions in sch.2, Divisions 6–17); brakes and braking system design and performance for heavy motor vehicles, trailers, B-doubles and road trains (sch.2 pt 7; sch.3 pt 4); couplings, kingpins and mechanical connections for combinations including B-doubles and road trains (sch.3 pt 5); exhausts, emissions and an emissions test protocol (DT80) with equipment and laboratory standards (sch.2 secs 96–98, 99); noise (sch.2 Div.8), alternative fuel system requirements and mandatory number-plate labels for hydrogen and electric vehicles (sch.2 secs 107–108B); and speed-limiter/maximum-road-speed compliance for certain heavy vehicles (sch.2 sec 109).  \n\n- Prescribes precise numerical performance, placement and construction thresholds: many distances, angles, luminous intensities, tire pressures and braking performance values are mandatory (for example, stopping distances, headlamp ranges, brake pressure timings for B-doubles/road trains) (see sch.2 sec.87; sch.3 secs 11–14; sch.2 secs 39–46).  \n\n- Provides transitional and exemption pathways for vehicles approved under former Commonwealth vehicle-supply laws or entered on the Register of Approved Vehicles (RAV), and allows particular vehicles to be exempted from some ADR requirements where appropriate approvals exist (sch.1 secs 3–4A; sch.2 secs 2–3).  \n\n- Leaves some implementation detail to the national Regulator (for example, prescribing equivalent standards by notice on the Regulator's website for blind-spot systems) (sch.2 sec.13B).\n\nWho is affected\n\n- Vehicle manufacturers and importers: must design and supply heavy vehicles (and trailers) that meet the technical ADR/standard requirements and the Regulation’s numeric thresholds (sec.3; sch.1–3).  \n- Fleet owners and operators (truckies, bus companies, road-train/B-double operators): must ensure their vehicles are fitted, maintained and tested to comply (lighting, brakes, couplings, exhausts, emissions, markings, labels) and may need to retrofit equipment (many sch.2 and sch.3 provisions).  \n- Specialized service providers: testing facilities (DT80 dynamometer and emissions labs), modification approval bodies and heavy-vehicle repairers face specific technical and record-keeping requirements (sch.2 secs 96–98; sec.12).  \n- Drivers (indirectly): safe operation and visibility rules affect equipment and in-cab controls; some labels and markings are required for road users and enforcement.  \n- Regulators and enforcement agencies: charged with applying, auditing and enforcing these technical standards.\n\nWhy it matters (official rationale and a practical test)\n\n- The instrument’s stated purpose is to standardise vehicle safety, emissions, noise and dimension/ coupling standards for heavy vehicles by adopting ADRs and Australian Standards (sec.3; sch.1). That alignment both harmonises national technical requirements and defines enforceable minimums.  \n\n- Practical consequences and trade-offs:  \n  - Compliance costs: owners/operators may need to retrofit equipment (e.g. blind-spot mirrors/systems, additional lighting, exhaust routing, labels for EV/H2 vehicles) or invest in testing (DT80-capable dyno tests require sophisticated equipment meeting sch.2 sec.98). Those are direct, concentrated costs on manufacturers, importers and fleet operators (sch.2 secs 13A–13C; secs 96–98; secs 108A–108B).  \n  - Administrative burden: multiple cross-references to ADR versions, Australian Standards and other Commonwealth laws (Motor Vehicle Standards Act; Road Vehicle Standards Act; RAV) create recordkeeping and approval interactions that increase compliance complexity (sch.1 secs 3–4A; sch.2 secs 2–3).  \n  - Infrastructure and capability needs: the DT80 emissions test has specific dynamometer, sampling and data-management technical minima (sch.2 sec.98). Meeting those minima requires investment by test facilities and may limit where compliance testing can be performed.  \n  - Behavioural change: operators will change equipment and maintenance practices (brake system upkeep, tyre pressures, lighting/reflector placements, coupling inspection and kingpin wear limits) to avoid non‑compliance and penalties (multiple sch.2 and sch.3 provisions).  \n  - Regulatory discretion and update mechanism: the Regulation incorporates later ADR/standards and allows the Regulator to notify equivalent standards on its website (sch.1; sch.2 sec.13B). That creates a mechanism for technical updating without re‑making the Regulation, but it also centralises technical judgement with the Regulator (implementation risk and potential for differing interpretations).  \n\nConcentrated benefits / diffuse costs / risk of capture\n\n- Concentrated costs fall on a relatively narrow set of actors—manufacturers, importers, large fleets, specialised testing labs—because small changes (e.g. adding an anti-skid device or blind-spot camera) are one-off per vehicle but testing/ certification costs scale with fleet size. Benefits (improved compliance with ADRs, standardised safety and emissions) accrue broadly to road users and the public.  \n\n- Opportunity costs: resources spent retrofitting older vehicles or building test capability are not available for other investment (new equipment, hiring).  \n\n- Rent-seeking / capture risk: because many technical standards are adopted by reference (AS, AS/NZS, ADRs) and the Regulator prescribes equivalence, there is a risk that decision processes around equivalence, transitional approvals and prescribed standards could favour particular technical solutions unless transparency and auditability are maintained (see sch.1, sch.2 sec.13B and references to VSB 12 and other documents).  \n\nImplementation and enforcement risks\n\n- High technical specificity means enforcement requires competent technical inspectors and calibrated test equipment; differences in capability across jurisdictions risk uneven enforcement (secs 96–98; sch.3 sections on couplings and braking).  \n\n- Transitional pathways referencing prior Commonwealth approvals and RAV entry (sch.1 secs 3–4A; sch.2 secs 2–3) complicate uniform application and create scope for disputes about which vehicles remain exempt or approved.\n\nKey sections to look at quickly\n\n- sec.3: what standards are prescribed and where they sit (Schedules 1–3).  \n- sch.1: how ADRs are applied and exemptions/transitions (sch.1 secs 1–5).  \n- sch.2: the bulk of single heavy-vehicle technical rules (lighting, brakes, emissions, noise, dimensions; notably secs 8, 39–47, 59–61, 84–90, 96–99).  \n- sch.2 secs 96–98: DT80 emissions test procedure and laboratory/dynamometer technical minima (these are operationally demanding).  \n- sch.3: B-double and road train specific rules (couplings, kingpins, braking and air systems; e.g. sch.3 secs 8–17, 18–31).\n\nBottom line (mechanical facts, no policy verdict)\n\n- The Regulation is a technical code that makes compliance with ADRs and specified Australian/international standards mandatory for heavy vehicles and heavy combinations, sets precise construction, equipment and performance thresholds, defines exemptions/transitional pathways tied to Commonwealth approvals, and places detailed testing, labelling and inspection obligations on vehicle owners, manufacturers and test facilities. It shifts compliance costs and operational change primarily onto vehicle manufacturers, importers and fleet operators while leaving standards‑updating and some equivalence determinations to the national Regulator (sec.3; sch.1; sch.2; sch.3)."},"issue_detection":{"absurdities":[],"contradictions":[]}},"importantCases":[],"_links":{"self":"/api/acts/heavy-vehicle-vehicle-standards-national-regulation","history":"/api/acts/heavy-vehicle-vehicle-standards-national-regulation/history","analysis":"/api/acts/heavy-vehicle-vehicle-standards-national-regulation/analysis","conflicts":"/api/acts/heavy-vehicle-vehicle-standards-national-regulation/conflicts","importantCases":"/api/acts/heavy-vehicle-vehicle-standards-national-regulation/important-cases","documents":"/api/acts/heavy-vehicle-vehicle-standards-national-regulation/documents"}}