{"id":"F2005L04016","name":"Vehicle Standard (Australian Design Rule 38/02 – Trailer Brake Systems) 2005","slug":"vehicle-standard-australian-design-rule-38-02-trailer-brake-systems-2005","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":39952,"registerId":"commonwealth-F2005L04016-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1. PERFORMANCE REQUIREMENTS","sectionType":"part","heading":"1. PERFORMANCE REQUIREMENTS","content":"# 1. PERFORMANCE REQUIREMENTS\n\n1.1 The ‘Brake System’ of trailers must comply with the requirements of this ADR including clause 7.5 with the ‘Antilock Systems’ operational and in the event of a failure of the ‘Antilock System’ .\n\n1.2 At speeds exceeding 15 km/h the wheels on the ‘Axle(s)’ specified in clause 2.1 of this APPENDIX must remain unlocked when a ‘Control Signal’ of 1.0 ‘E’ (650 kPa) is suddenly applied from an initial speed of 40 km/h +5 to -1 km/h and from an initial speed of at least 80 km/h on a road surface having approximately uniform surface friction on both sides of the vehicle.\n\n1.2.1 This test is to be performed with the trailer laden to both ‘Lightly Laden Test Mass’ and ‘Maximum Loaded Test Mass’ and using the general test conditions from clause 10 and the particular test conditions from clause 11, amended as regards ‘Control Signal’ amplitude and application rates .\n\n1.2.2 Brief periods of locking of the wheels are allowed, but stability must not be affected.\n\n1.1.3 The operation of an ‘Antilock System’ must not be adversely affected by magnetic or electric fields.","sortOrder":0},{"sectionNumber":"2. INSTALLATION REQUIREMENTS","sectionType":"part","heading":"2. INSTALLATION REQUIREMENTS","content":"# 2. INSTALLATION REQUIREMENTS\n\n2.1 An ‘Antilock System’ complying with clause 1 of this APPENDIX must be fitted to:\n\n2.1.1 each ‘Single Axle’;\n\n2.1.2 at least one ‘Axle’ in any ‘Tandem Axle Group’;\n\n2.1.3 at least two ‘Axles’ in any ‘Triaxle Group’ .","sortOrder":1},{"sectionNumber":"3. ANTILOCK SYSTEM - ELECTRICAL SYSTEM.","sectionType":"part","heading":"3. ANTILOCK SYSTEM - ELECTRICAL SYSTEM.","content":"# 3. ANTILOCK SYSTEM \\- ELECTRICAL SYSTEM.\n\n3.1 ‘Antilock Systems’ must be powered by a 12V electrical supply system, through a connection to the towing vehicle, using a connector conforming to DIN Standard 72570 configured for 12 volt operation.\n\n3.2 The connector must be wired to have the following functions :\n\n3.2.1 For trailers not equipped to tow another trailer:\n\nPin 1 +ve high current trailer solenoid valve supply\n\nPin 2 +ve low current trailer electronic unit supply\n\nPin 3 \\-ve low current trailer electronic unit supply\n\nPin 4 \\-ve high current trailer solenoid valve supply\n\nPin 5 trailer antilock failure, switched to -ve (eg pin 3 or pin 4) upon fault detection\n\n3.2.2 For trailers equipped to tow another trailer:\n\nPin 1 +ve high current trailer solenoid valve supply, 30 amps minimum rated capacity\n\nPin 2 +ve low current trailer electronic unit supply, 4 amps minimum rated capacity\n\nPin 3 \\-ve low current trailer electronic unit supply, 6 amps minimum rated capacity\n\nPin 4 \\-ve high current trailer solenoid valve supply, 30 amps minimum rated capacity\n\nPin 5 trailer antilock failure, switched to -ve (eg pin 3 or pin 4) upon fault detection, 2 amps minimum rated capacity\n\n3.3 Any break in the supply of electricity to an ‘Antilock System’ and any electrical failure of an ‘Antilock System’ other than a failure of one or all of the electrical conductors between pins 3, 4 and 5 on the electrical connector and the antilock control module must be signalled to the towing vehicle by connecting Pin 5 on the electrical connector to -ve (ie pin 3 or pin 4).\n\n3.4 Each ‘Antilock System’ must connect pin 5 to -ve (eg pin 3 or pin 4) when initially energised and disconnect pin 5 from -ve after not less than 2 seconds or at the latest when the trailer reaches a speed of 15 km/h and no defect is present.","sortOrder":2}],"analysis":{"flash_summary":{"complexity_score":6,"scope_assessment":{"changed":false,"description":"The supplied text prescribes performance, installation and electrical requirements for trailer antilock systems but does not state any change to the ADR's basic coverage. There is no language in the provided instrument indicating it expands or narrows the scope of vehicles covered; it specifies technical and compliance requirements within the existing trailer category."},"complexity_factors":["Technical performance tests with precise speed tolerances (40 km/h +5 to -1 km/h; >80 km/h) and dual-load conditions (Lightly Laden and Maximum Loaded)","Cross-references to other clauses (eg. clause 7.5, clause 10, clause 11) for test methods and conditions not reproduced here","Axle-group installation rules differing by single, tandem and triaxle configurations","Detailed electrical connector specification (DIN 72570) and explicit pin functions","Minimum current-rating requirements for individual pins and different requirements for trailers that tow other trailers","Fault-signalling rules with specific exceptions (breaks in supply signalled except certain conductor failures)","Timing and behaviour requirements for fault-pin (Pin 5) when initially energised and at speed thresholds","Electromagnetic immunity requirement (operation not adversely affected by magnetic/electric fields)","Allowance for brief wheel locking but requirement that stability not be affected — introduces a subjective stability test element","Interoperability and compliance burden: dependence on towing-vehicle wiring, connector conformity and the need for testing and verification"],"plain_english_summary":"This instrument requires trailers to have operational antilock brake systems (ABS) that meet specific performance, installation and electrical-connector standards, and to signal ABS faults to the towing vehicle. It sets test conditions (speeds, load states, tolerances) and wiring/pin-current requirements for the towing-vehicle connector. Manufacturers, retrofitters and owners of towing/trailer electrical interfaces must fit, wire and test ABS equipment to comply, creating equipment, installation and testing costs and dependencies on a compatible towing-vehicle connector."},"kimi_summary":{"content_quality":"ok","complexity_score":5,"scope_assessment":{"changed":false,"description":"The legislation appears focused on its original purpose of regulating trailer brake systems and antilock technology. The scope remains tightly constrained to technical safety standards for trailer braking performance and electrical connectivity."},"complexity_factors":["Technical engineering specifications embedded in legislative text (pressure measurements in kPa, voltage/amperage ratings, DIN standards)","Multiple defined terms in single quotes ('Antilock System', 'Axle(s)', 'Control Signal', 'E', 'Lightly Laden Test Mass', etc.) — approximately 12+ defined terms","Nested conditional requirements (different pin configurations for trailers that can/cannot tow other trailers)","Cross-references to clauses within the same document (clause 7.5, clause 2.1, clause 10, clause 11) without providing those clauses in the excerpt","Dual testing regimes (multiple speed thresholds: 15 km/h, 40 km/h, 80 km/h; multiple load conditions)","Precise electrical engineering specifications (pin-by-pin wiring diagrams with specific amperage minimums)","Exception clauses (brief wheel locking allowed if stability maintained)","Temporal conditions (2-second delay requirements, speed thresholds for fault signal clearing)"],"plain_english_summary":"This law sets Australia’s safety rules for trailer braking: requiring brakes that resist wheel lock and keep trailers stable in hard stops, and mandating anti‑lock braking systems (ABS) on single and multi‑axle trailers. It also standardises the 12‑volt 5‑pin electrical connector between trailer and tow vehicle and requires a fault warning signal if ABS fails. It applies to manufacturers, importers/compliance certifiers, and benefits towing‑vehicle operators by reducing skids, jack‑knifing and stopping distances."},"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"}},"importantCases":[],"_links":{"self":"/api/acts/vehicle-standard-australian-design-rule-38-02-trailer-brake-systems-2005","history":"/api/acts/vehicle-standard-australian-design-rule-38-02-trailer-brake-systems-2005/history","analysis":"/api/acts/vehicle-standard-australian-design-rule-38-02-trailer-brake-systems-2005/analysis","conflicts":"/api/acts/vehicle-standard-australian-design-rule-38-02-trailer-brake-systems-2005/conflicts","importantCases":"/api/acts/vehicle-standard-australian-design-rule-38-02-trailer-brake-systems-2005/important-cases","documents":"/api/acts/vehicle-standard-australian-design-rule-38-02-trailer-brake-systems-2005/documents"}}