{"id":"F2007L02223","name":"Vehicle Standard (Australian Design Rule 38/03 – Trailer Brake Systems) 2007","slug":"vehicle-standard-australian-design-rule-38-03-trailer-brake-systems-2007","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":67460,"registerId":"commonwealth-F2007L02223-current","compilationNumber":null,"startDate":"2026-04-02","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 6.5 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 9 and the particular test conditions from clause 10, 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 12 or 24 volt electrical supply system, through a connection to the towing vehicle, using a connector conforming to DIN Standard 72570 configured for 12 volt operation or ISO/DIN7638:1996 configured for 12 or 24 volt operation. If configured for 24 volt operation, the voltage must be marked on the plug.\n\n3.2 The connector must be wired to have the following functions:\n\n3.2.1 For trailers with a 12 volt system:\n\nPin 1 +ve high current trailer solenoid valve supply, 20 amps minimum rated capacity 30 amps peak 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, 20 amps minimum rated capacity 30 amps peak capacity\n\nPin 5 trailer ‘Antilock System’ failure, switched to -ve (eg pin 3 or pin 4) upon fault detection, 2 amps minimum rated capacity\n\n3.2.2 For trailers with a 24 volt system:\n\nPin 1 +ve high current trailer solenoid valve supply, 10 amps minimum rated capacity 15 amps peak capacity.\n\nPin 2 +ve low current trailer electronic unit supply, 2 amps minimum rated capacity\n\nPin 3 -ve low current trailer electronic unit supply, 3 amps minimum rated capacity\n\nPin 4 -ve high current trailer solenoid valve supply, 10 amps minimum rated capacity 15 amps peak capacity\n\nPin 5 trailer ‘Antilock System’ failure, switched to -ve (eg pin 3 or pin 4) upon fault detection, 1 amp 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},{"sectionNumber":"1. MARKING REQUIREMENTS","sectionType":"part","heading":"1. MARKING REQUIREMENTS","content":"# 1\\. MARKING REQUIREMENTS\n\n1.1 An example of markings for a mechanically controlled device in a trailer fitted with a compressed air ‘Brake System’ that meets clause 6.8.1 is shown below.\n\n| Control data | Vehicle loading | Axle No. 2 load at the ground[kg] | Inlet pressure[kPa] | Nominal outlet pressure [kPa] |\n| ------------ | --------------- | --------------------------------- | ------------------- | ----------------------------- |\n|              | LadenUnladen    | 70002000                          | 600600              | 600240                        |\n\n1.2 An example of markings for an air pressure controlled device in a trailer fitted with a compressed air ‘Brake System’ that meets clause 6.8.2 is shown below.\n\n| Control data             | Vehicle loading | Axle No. 2 load at the ground[kg] | Suspension Pressure [kPa] | Nominal outlet pressure [kPa] |\n| ------------------------ | --------------- | --------------------------------- | ------------------------- | ----------------------------- |\n| Inlet pressure [kPa] 600 | LadenUnladen    | 70002000                          | 300100                    | 600240                        |\n\n  \nNOTES\n\nThis compilation of Vehicle Standard (Australian Design Rule 38/03 – Trailer Brake Systems) 2007 includes all the instruments set out in the Table of Instruments. The Table of Amendments provides a history of clauses that have been amended, inserted or deleted.\n\nTable of Instruments\n\n| Name of Instrument                                                                       | Registration Date     | Commencement Date |\n| ---------------------------------------------------------------------------------------- | --------------------- | ----------------- |\n| Vehicle Standard (Australian Design Rule 38/03 – Trailer Brake Systems) 2007             | 17/07/2007F2007L02223 | 18/07/2007        |\n| Vehicle Standard (Australian Design Rule 38/03 – Trailer Brake Systems) 2007 Amendment 1 | 16/09/2014F2014L01223 | 17/09/2014        |\n\nTable of Amendments\n\n| Clause affected | How affected | Amending instrument                                                                      |\n| --------------- | ------------ | ---------------------------------------------------------------------------------------- |\n| 2               | am           | Vehicle Standard (Australian Design Rule 38/03 – Trailer Brake Systems) 2007 Amendment 1 |\n| 2.4             |  2.5        | Vehicle Standard (Australian Design Rule 38/03 – Trailer Brake Systems) 2007 Amendment 1 |\n| 2.4             | ad           | Vehicle Standard (Australian Design Rule 38/03 – Trailer Brake Systems) 2007 Amendment 1 |\n|                 |              |                                                                                          |\n\nad = added or inserted\n\nam = amended\n\ndel = deleted or removed\n\nrr = removed and replaced\n\n = clause renumbered. This takes the format of old no.  new no.","sortOrder":3}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":6,"scope_assessment":{"changed":false,"description":"This appears to be a technical vehicle safety standard focused specifically on trailer brake systems and anti-lock braking requirements. The excerpt shows Amendment 1 (2014) made limited changes to clause 2 (installation requirements), but the core scope—regulating trailer brake performance and ABS installation—remains consistent with the original 2007 instrument. No significant scope creep is evident from this excerpt."},"complexity_factors":["Heavy use of defined terms in single quotes (e.g., 'Antilock System', 'Control Signal', 'E', 'Axle(s)', 'Tandem Axle Group') requiring cross-referencing to understand requirements","Technical specifications with precise numerical tolerances (e.g., '40 km/h +5 to -1 km/h', specific pin amperages for 12V vs 24V systems)","Conditional logic based on vehicle configuration (different rules for single axles vs tandem vs tri-axle groups)","Cross-references to external standards (DIN Standard 72570, ISO/DIN7638:1996) and internal clauses (clause 6.5, clause 6.8.1, clause 9, clause 10) not fully reproduced in this excerpt","Dual voltage system requirements (12V and 24V) with completely different electrical specifications for each","Nested testing conditions (clause 1.2.1 references general test conditions from clause 9 and particular conditions from clause 10, then amends them)","Fragmentary structure with apparent duplication of headings and section numbers suggesting compilation from multiple sources"],"plain_english_summary":"This law sets mandatory technical safety standards for trailer brake systems in Australia—covering caravans, boat trailers and heavy truck trailers—to ensure safe stopping without wheel lock or skidding. It requires anti‑lock braking, standard electrical connectors that warn the towing driver of brake faults, specified performance braking tests, and visible brake‑system markings.\n\nIt affects trailer manufacturers, importers and operators by enforcing reliable braking, driver warning compatibility, and reduced risk of jack‑knifing or loss of control."},"flash_summary":{"complexity_score":6,"scope_assessment":{"changed":false,"description":"The 2014 Amendment listed in the Table of Amendments alters clause 2 (installation requirements) and renumbers/adjusts subclauses, but the instrument remains focused on trailer brake system performance, installation and electrical/marking requirements. Based on the excerpt and amendment table, the change appears to be a technical clarification/adjustment to installation rules rather than a substantive expansion of the ADR’s overall scope. Full assessment of materiality would require comparison with the pre-amendment text, but on its face the instrument has not grown significantly beyond its original purpose of standardising trailer brake system performance and wiring."},"complexity_factors":["Multiple cross-references to other ADR clauses (e.g. clauses 6.5, 6.8.1/6.8.2, 9 and 10) requiring consultation of separate test/definition provisions","Approximately 10–12 specialized defined terms used in the excerpt (e.g. ‘Antilock System’, ‘Axle’, ‘Control Signal’, ‘E’, ‘Lightly/Maximum Laden Test Mass’)","Technical electrical specification with separate pin functions and differing current ratings for 12 V and 24 V systems (Clause 3.2)","Conditional fault-signalling rules with a specific exception (Clause 3.3) and time/speed based behaviour on initial energisation (Clause 3.4)","Multiple installation permutations (single axle, tandem group, triaxle group) producing branching compliance obligations (Clause 2.1)","Performance test parameters containing numeric tolerances and allowed transient behaviours (speeds, pressure amplitude, brief locking allowed) (Clause 1.2–1.2.2)","Marking examples that depend on other compression/air-brake clauses (6.8.1/6.8.2) and include formatted data fields (Marking Requirements)","Amendment history and clause renumbering (Table of Amendments) requiring tracking of prior versions for historical compliance obligations"],"plain_english_summary":"**What this instrument does (mechanics first)**\n\n- Sets minimum performance, installation and electrical requirements for trailer antilock braking systems (ABS) as part of the Trailer Brake Systems Australian Design Rule (ADR 38/03). (See Parts 1–3 of the excerpt.)\n\n- Performance: Trailer ABS must keep specified wheels from locking at speeds above 15 km/h when a specified control pressure/signal is suddenly applied from set initial speeds and under defined loading and road conditions. Brief wheel lock is allowed provided vehicle stability is not affected. The ABS must also tolerate external magnetic or electric fields without degraded operation. (Clause 1.1–1.2.1, 1.2.2, 1.1.3.)\n\n- Installation: Specifies which axles on a trailer must have antilock control: every single axle, at least one axle within a tandem-axle group, and at least two axles within a triaxle group. (Clause 2.1.1–2.1.3.)\n\n- Electrical connector and wiring: Requires trailer ABS to be powered from the towing vehicle via a specific DIN/ISO connector format (DIN 72570 or ISO/DIN 7638), operating at 12 V or 24 V. The rule prescribes the function of each pin (power/ground for high-current solenoid valves, low-current electronic unit supply and a fault signal pin), minimum continuous and peak current ratings for each pin, and different ratings for 12 V versus 24 V systems. (Clause 3.1–3.2.)\n\n- Fault signalling behaviour: Sets how ABS faults and loss of supply must be signalled to the towing vehicle (by switching Pin 5 to vehicle ground), how initial energisation must behave (Pin 5 grounded for at least 2 seconds or until the trailer reaches 15 km/h if no defect), and an exception that failures limited to conductors between pins 3, 4 and 5 do not require external signalling. (Clause 3.3–3.4.)\n\n- Marking examples: Provides example label formats for mechanically controlled and air pressure controlled devices showing what control and load information should be displayed. (Marking examples under Marking Requirements.)\n\n**Who is affected**\n\n- Trailer manufacturers and designers: must design braking systems, wiring harnesses and connectors to meet the electrical, installation and performance criteria (Clauses 1–3).\n\n- Towing-vehicle manufacturers and aftermarket wiring suppliers: must provide compatible connector interfaces and wiring to supply the prescribed voltages and currents and to interpret the trailer fault signal (Clause 3.1–3.4).\n\n- Trailer owners/operators and fitters: bear compliance and maintenance costs — fitting, testing and maintaining ABS hardware, wiring and connector functionality; they must ensure trailers meet labelling/marking examples where applicable.\n\n- Component suppliers and independent service businesses: required to supply ABS modules, solenoid valves and connectors that meet ADR pinouts and current ratings, which affects sourcing, inventory and aftermarket repair practices.\n\n**Why it matters (stated purpose and practical implications)**\n\n- Stated purpose: The ADR provisions aim to prevent trailer wheel lock under sudden braking (improving controllability/stability) and to ensure reliable electrical supply and fault signalling between trailer and towing vehicle (Clauses 1.1–1.2, 3.1–3.4).\n\n- Costs and incentives: Compliance imposes up-front engineering, parts and manufacturing costs (ABS modules, wiring, specified connector). Ongoing costs include maintenance, diagnostics and possible retrofits for older trailers. These costs are typically borne by manufacturers and ultimately passed to buyers (see Clauses 2.1 and 3.2).\n\n- Market effects: The rule creates product specifications that component suppliers must meet (pinouts, current ratings). This raises technical entry costs for small manufacturers and aftermarket suppliers but also creates a clearer component market (compatible connector and signalling standard). Independent repairers must stock compatible parts and follow specified wiring/diagnosis procedures.\n\n- Operational and compatibility risks: Correct functioning depends on compatible towing-vehicle wiring, correct grounding and adherence to pin ratings. The ADR allows a limited exception for failures restricted to specific conductor breaks (Clause 3.3), which could complicate diagnosis. The mandated initial grounding of Pin 5 (Clause 3.4) requires towing vehicles or their detectors to interpret that transient signal properly.\n\n**Trade-offs, implementation risks and administrative aspects**\n\n- Trade-offs: Greater safety control (reduced wheel lock risk) versus increased manufacturing and lifecycle costs. The regulation standardises connector/wiring behaviour (reducing ambiguity) but also ties product designs to the specified connector types and pin functions.\n\n- Implementation risk: Mismatches between trailer and towing-vehicle wiring, or incorrect installation, could prevent correct fault signalling or ABS operation. The ADR cross-references multiple test and marking clauses (e.g. clauses 6.5, 6.8, 9 and 10) — compliance requires following those test protocols.\n\n**Who pays, who decides, and what behaviour changes**\n\n- Who pays: Manufacturers and suppliers incur design/manufacturing costs; owners/operators pay for compliant trailers or retrofits and for maintenance.\n- Who decides: The regulator sets the ADR; manufacturers choose technical solutions within the ADR constraints; towing-vehicle makers must provide compatible connectors/wiring.\n- Behaviour change required: Fit ABS per installation rules, wire connectors exactly as specified, apply and maintain fault-signalling behaviour, and label the trailer as shown.\n\n(References: Clauses 1.1–1.2.2 & 1.1.3; 2.1.1–2.1.3; 3.1–3.4; Marking Requirements.)"},"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-38-03-trailer-brake-systems-2007","history":"/api/acts/vehicle-standard-australian-design-rule-38-03-trailer-brake-systems-2007/history","analysis":"/api/acts/vehicle-standard-australian-design-rule-38-03-trailer-brake-systems-2007/analysis","conflicts":"/api/acts/vehicle-standard-australian-design-rule-38-03-trailer-brake-systems-2007/conflicts","importantCases":"/api/acts/vehicle-standard-australian-design-rule-38-03-trailer-brake-systems-2007/important-cases","documents":"/api/acts/vehicle-standard-australian-design-rule-38-03-trailer-brake-systems-2007/documents"}}