{"id":"F2014L00055","name":"Vehicle Standard (Australian Design Rule 38/04 – Trailer Brake Systems) 2013","slug":"vehicle-standard-australian-design-rule-38-04-trailer-brake-systems-2013","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":128328,"registerId":"commonwealth-F2014L00055-current","compilationNumber":null,"startDate":"2026-04-03","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’ ;\n\n2.1.4 at least three ‘Axles’ in any ‘Axle Group’ with four ‘Axles’ .","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, 1997 or 2003 configured for 12 or 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.\n\n3.5 Where the trailer also receives an electrical ‘Control Signal’ via an electric ‘Control Line’, the electrical connection shall conform to ISO 11992-1 and 11992-2:2003 and be a point-to-point type using the seven pin connector according to ISO 7638-1 or 7638-2:1997. The data contacts of the ISO 7368 connector shall be used to transfer information exclusively for braking (including the ‘Antilock System’) and running gear (steering, tyres and suspension) functions as specified in ISO 11992-2:2003.\n\nThe braking functions have priority and shall be maintained in the normal and failed modes. The transmission of running gear information shall not delay braking functions. The power supply, provided by the ISO 7638 connector, shall be used exclusively for braking and running gear functions and that required for the transfer of trailer related information not transmitted via the electric ‘Control Line’.\n\nHowever, in all cases, whenever power supplied by the ISO 7638:2003 connector is used for the functions defined in this paragraph above, the braking system shall have priority and be protected from an overload external to the braking system. This protection shall be a function of the braking system. The power supply for all other functions shall use other measures. Whenever power supplied by the ISO 7638:1997 connector is used for the functions defined above, the braking system shall have priority and be protected from an overload external to the braking system. This protection shall be a function of the braking system.\n\n  \n\nAPPENDIX 2\n\nExample of Markings for Trailers\n\nFitted with a ‘Variable Proportioning Brake System’","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  \n\nNOTES\n\nThis compilation of Vehicle Standard (Australian Design Rule 38/04 – Trailer Brake Systems) 2013 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 38/04 – Trailer Brake Systems) 2013             | 13/01/2014F2014L00055 | 14/01/2014        |\n| Vehicle Standard (Australian Design Rule 38/04 – Trailer Brake Systems) 2013 Amendment 1 | 16/09/2014F2014L01224 | 17/09/2014        |\n| Vehicle Standard (Australian Design Rule 38/04 – Trailer Brake Systems) 2013 Amendment 2 | 29/05/2018F2018L00670 | 30/05/2018        |\n\nTable of Amendments\n\n| Clause affected | How affected | Amending instrument                                                                      |\n| --------------- | ------------ | ---------------------------------------------------------------------------------------- |\n| 4.5             | del          | Vehicle Standard (Australian Design Rule 38/04 – Trailer Brake Systems) 2013 Amendment 1 |\n| 4.6             | 4.6  4.5    | Vehicle Standard (Australian Design Rule 38/04 – Trailer Brake Systems) 2013 Amendment 1 |\n| 5.10            | am           | Vehicle Standard (Australian Design Rule 38/04 – Trailer Brake Systems) 2013 Amendment 1 |\n| 11.1            | am           | Vehicle Standard (Australian Design Rule 38/04 – Trailer Brake Systems) 2013 Amendment 1 |\n| Appendix 1      | am           | Vehicle Standard (Australian Design Rule 38/04 – Trailer Brake Systems) 2013 Amendment 1 |\n| 2.4             | 2.4  2.5    | Vehicle Standard (Australian Design Rule 38/04 – Trailer Brake Systems) 2013 Amendment 2 |\n| 2.4             | ad           | Vehicle Standard (Australian Design Rule 38/04 – Trailer Brake Systems) 2013 Amendment 2 |\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":"The provided text appears to be excerpts from Appendices to the main ADR 38/04 standard. The Table of Amendments shows minor administrative changes (clause renumbering, deletions) but no evidence of scope creep beyond the original purpose of regulating trailer brake systems. The content remains focused on technical brake system requirements as originally intended."},"complexity_factors":["Heavy reliance on defined terms marked with single quotes (e.g., 'Antilock System', 'Control Signal', 'Axle Group') that are defined elsewhere in the full ADR, creating cross-reference dependency","Technical specifications requiring precise electrical engineering knowledge (pin configurations, amperage ratings, DIN/ISO standards)","Nested conditional requirements (e.g., different pin configurations for 12V vs 24V systems in clause 3.2)","Multiple external standards incorporated by reference (DIN 72570, ISO/DIN7638:1996/1997/2003, ISO 11992-1, ISO 11992-2:2003, ISO 7638-1, ISO 7638-2:1997)","Performance testing requirements with specific numerical tolerances (+5 to -1 km/h, pressure values in kPa, timing requirements)","Fragmentary nature of provided text (appears to be excerpts from Appendices rather than complete legislation) makes full assessment difficult"],"plain_english_summary":"This law sets technical safety standards for trailer brake systems in Australia: it requires anti‑lock braking on trailers according to axle group size, standardised DIN/ISO electrical connectors and wiring for 12V/24V systems, fault‑warning signals to the towing vehicle, and technical markings on brake components. \n\nIt affects trailer manufacturers, importers, modifiers and tow‑vehicle makers and matters because it reduces jack‑knifing, skidding and compatibility risks by ensuring trailers and tow vehicles connect and brake safely together."},"flash_summary_failed":{"failed":true,"reason":"Unauthenticated. Configure AI_GATEWAY_API_KEY or use a provider module. Learn more: https://ai-sdk.dev/unauthenticated-ai-gateway","source":"analysis-cron"},"flash_summary":{"complexity_score":7,"scope_assessment":{"changed":true,"description":"The instrument has been amended: the Table of Amendments records deletion (clause 4.5), renumbering (e.g. 4.6→4.5, 2.4→2.5), and amendments to clauses 5.10, 11.1 and Appendix 1, plus additions to clause 2.4. These entries show the text and structure of requirements were modified since original registration; the amendments alter specific provisions, numbering and examples rather than adding new vehicle categories."},"complexity_factors":["Technical performance tests with dynamic conditions and multiple load states (clauses 1.1–1.2.1): requires specific speeds, control signal amplitude and allowed brief wheel locking.","Axle‑coverage installation rules with different minima for single, tandem, triaxle and four‑axle groups (clause 2.1.1–2.1.4).","Detailed electrical connector specification and per‑pin current ratings for 12V and 24V systems (clauses 3.1–3.2.2), raising design and manufacturing precision requirements.","Fault signalling and timing requirements for pin 5 and initial energisation behaviour (clauses 3.3–3.4), creating strict diagnostic/interface obligations.","Cross‑references and required conformity with multiple external standards (DIN 72570, ISO/DIN 7638, ISO 11992‑1/2, ISO 7638 variants) complicate compliance testing and supplier coordination (clauses 3.1, 3.5).","Priority rules and protective obligations for braking vs running‑gear functions over shared power/data lines (clause 3.5), introducing system‑level integration and overload‑protection responsibilities.","Amendments and renumbering recorded in the Table of Amendments add legal/administrative complexity for locating current requirements (Table of Amendments)."],"plain_english_summary":"This rule sets technical requirements for trailer brake systems: it requires specified antilock performance, mandates which axles must have ABS, and prescribes the electrical connector, pin functions, fault signalling and data‑link priorities (DIN/ISO). It affects trailer manufacturers, modifiers, tow‑vehicle wiring suppliers and owners by forcing design, wiring and testing choices. Compliance costs fall mainly on manufacturers and fitters; decision points are system design, axle coverage and connector wiring; behaviour changes include fitting approved ABS hardware and using the prescribed connector and fault signal arrangements."}},"importantCases":[],"_links":{"self":"/api/acts/vehicle-standard-australian-design-rule-38-04-trailer-brake-systems-2013","history":"/api/acts/vehicle-standard-australian-design-rule-38-04-trailer-brake-systems-2013/history","analysis":"/api/acts/vehicle-standard-australian-design-rule-38-04-trailer-brake-systems-2013/analysis","conflicts":"/api/acts/vehicle-standard-australian-design-rule-38-04-trailer-brake-systems-2013/conflicts","importantCases":"/api/acts/vehicle-standard-australian-design-rule-38-04-trailer-brake-systems-2013/important-cases","documents":"/api/acts/vehicle-standard-australian-design-rule-38-04-trailer-brake-systems-2013/documents"}}