title lifeline australia© 2004 vehicle standards in australia artsa improving heavy vehicle road...

Title Lifeline Australia© 2004

Vehicle Standards in Australia

ARTSA Improving Heavy Vehicle Road Safety Summit

16-17 April 2015

Steven Hoy

Section Head - Standards Development & International

Vehicle Safety Standards Branch


Vehicle Standards in Australia

• The Australian Government sets vehicle standards (Australian Design Rules) that must be met by vehicles before they are first supplied to the Australian market- This is done through the Motor Vehicle Standards Act 1989 (MVSA)

- “The main objects of this Act are:

a) to achieve uniform vehicle standards to apply to new vehicles when they begin to be used in transport in Australia; and

b) to regulate the first supply to the market of used imported vehicles.” (MVSA, s3)

• The states and territories regulate in-service standards and vehicle operations- Principally through legislation based on the Australian Vehicle

Standards Rules and the Australian Road Rules, managed by the National Transport Commission, and the National Heavy Vehicle Law


The ADRs: Coverage

• The ADRs cover the full array of on road vehicles

– Mopeds, motorcycles, cars, trailers (including caravans), motorhomes, trucks and buses

• There are currently 62 active ADRs

– 54 are safety related

– 5 are emissions/energy related

– 3 are primarily anti-theft related (indirectly safety)

• The Safety ADRs cover a diverse range of matters

– Such as braking, lighting, door latches and hinges, seat belts and anchorages, instrumentation, mirrors, front underrun protection for heavy vehicles and occupant protection


Meeting the ADRs: “The Compliance Plate”


The international context

• Australia is harmonising with international vehicle regulations (UN Regulations, Global Technical Regulations (GTRs)), where warranted– The vehicle industry is global

– Over 85% of vehicles are imported and Australia constitutes about 1% of the global vehicle market

– Australia participates actively in the development of international vehicle regulations

• International vehicle regulation provides for improvements in vehicle safety at the lowest cost, leading to a younger vehicle fleet

• Harmonisation for heavy vehicles is more complex than for light vehicles


The United Nations Economic Commission for Europe

UN 1958 Agreement (“UN Regulations”) UN 1998 Agreement (“GTRs”)


1958 AgreementContracting Parties (currently 62)


1998 AgreementContracting Parties (currently 34)


The two Agreements compared

• 1958 Agreement:• Develops international UN Regulations in a forum open to any

country to join in.• Allows interested countries to approve products to the UN

Regulations; and so• have other countries accept the products without further testing.

• 1998 Agreement:• Develops “template” GTRs in a forum open to any country to join in• Requires any Contracting party to review the case for adopting a

new GTR in its domestic regulations within a year (in our case the ADRs)


“E” marking and “e” marking What’s the difference?

• Under the 1958 Agreement, if regulations are “applied”, a Contracting Party must accept component or system type approvals issued by the other Contracting Parties who have applied the regulation, in lieu of any national requirements

– “E” marking is an approval to a UN Regulation. As Australia is a party to the 1958 Agreement, it can participate in development, voting and the dispute process for products approved with an E mark.

– “e” marking is an approval to European Union (EU or EC or EEC) regulations. Australia has no rights to any activities regarding these approvals and cannot do so as it is not part of the European Union.


International Whole Vehicle Type Approval (IWVTA)

• Currently, different vehicle certification systems exist around the world. IWVTA aims to establish a global system involving mutual recognition between all participants.

• IWVTA upgrades the current international type approval system under the 1958 Agreement, which covers approval of vehicle systems and parts, to a “whole vehicle” level.

• IWVTA is expected to begin in 2016, after updating of the 1958 Agreement.


IWVTA

Introduction

Mutual recognition of approvals at the whole vehicle level

Vehicle type approval not required to be obtained from each country

IWVTA

Mutual recognition of approvals of vehicle systems and parts

Vehicle type approval required to be obtained from each country

Current UN System

Amend agreementReport to

WP.29Draft amending proposals

Discuss and agree on the inventory

Report to WP.29

Submit to WP.29


IWVTA and UN R0

• New requirements for whole vehicle type approval are being developed. Initially they apply to M1 (light passenger) vehicles only under a new UN Regulation No.0:

– A Contracting Party to the 1958 Agreement would be able to apply UN Regulation No.0 (UN R0)

– A Contracting Party that applies UN R0 could issue whole vehicle type approvals and must accept vehicles with a valid “Universal” IWVTA

– At first, only some component and system approvals will be covered by IWVTA

• IWVTA will gradually be expanded out to cover more components and systems and then other vehicle categories such as heavy vehicles


IWVTA – Benefits and Challenges

IWVTA will reduce the burden on industry and government by eliminating the duplication of whole vehicle type approval for each country• This will reduce both time and resources for all parties in terms of

certification as well as follow-on auditing of production facilities

IWVTA will allow countries to issue and accept earlier versions of UN Regulations• Australia already does this via some alternative standards in the ADRs,

but this sits outside of the UN arrangements

However, there must be commensurate safeguards built in to International Whole Vehicle Type Approvals to avoid increasing the risk of non-compliance• Approval procedures, audit procedures and rectification procedures have

all been tightened, to allow increased acceptance of vehicles based on the mutual recognition of approvals.


Development of ADRs

• New and amended ADRs are developed in consultation with States and Territories, industry and road user groups– There are strong consultative structures, including the Strategic

Vehicle Safety and Environment Group (SVSEG), the Australian Motor Vehicle Certification Board and the Technical Liaison Group (TLG), as well as targeted consultation

– SVSEG has agreed an ADR work program which is consistent with the Safe Vehicles section of the National Road Safety Strategy 2011-20 (NRSS) as well as the latest 2015-17 Action Plan

– SVSEG has also assumed responsibility for leading on non-regulatory vehicle actions in the Strategy

• ARTSA is an active and constructive participant in SVSEG and the TLG


The NRSS and NRSSAP

• The NRSS Action Plan 2015-17 includes:– Implementation of side impact occupant protection for light vehicles

– Development of a Regulation Impact Statement (RIS) on ABS for motorcycles (in conjunction with VicRoads)

– Development of a RIS on ESC for heavy vehicles (in close cooperation with the heavy vehicle industry)

– Further work will include development of RISs for Lane Departure Warning Systems and Advanced Emergency Braking Systems (AEBS) for heavy vehicles; and research on AEBS for light vehicles and reversing cameras (in conjunction with Transport for NSW)


The ADR Program for Heavy Vehicles– National Heavy Vehicle Braking Strategy (NHVBS) (ADRs

35/38 Braking)• Phase I ABS/LP (2013-15)

• Phase II ESC (2015+)

– Lane Departure Warning (LDW) (2015+)

– Advanced Emergency Brake Systems (AEBS) (2015+)

– Cabin Strength (TBA)

– Vehicle Configuration & Dimensions, General Safety and Specific Purpose Vehicles (ADRs 42, 43, 44) (Review)

– Road Trains/B-doubles and Road Speed Limiting (ADRs 63, 64, 65) (Review)

– Monitor developments in safety technology: ABS, EBS, ESC (DSC and RSC), BA, P-e BA, FCW, LDW, ISAssist, ISAdapt, ACC, SBR, DRLs


The NHVBS Phase II ESC– Development of a RIS on ESC for heavy vehicles (ADRs 35/38 Braking)

• Q1-2 2014 – Implement NHVBS Phase I (certification and industry code for multi-vehicle combinations)

• Q2 2014 to Q1 2015 – Research on performance in multi-vehicle combinations and on reliability

• Q3-4 2014 – Research on effectiveness

• Q1-3 2015 – RIS and consultation process

• Q4 2015 – Finalisation.

– Research on performance in multi-vehicle combinations and on reliability:

• Survey released through the peak bodies (such as ARTSA)

• Open for operators/maintenance facilities to respond up until the end of June 2015:

http://www.infrastructure.gov.au/roads/motor/design/adr_comment.aspx




Deregulation

• Has the potential to significantly enhance safety

– By enabling the most modern vehicles to be brought into the fleet quicker and at a lower price

– By enabling greater focus on key safety issues


Deregulation

• Harmonisation of the ADRs has been accelerated– 27 (of 62) ADRs are aligned to UN Regulations through ‘application’, providing

immediate update in the ADRs– 18 ADRs are closely aligned with UN Regulations, and the relevant UN

Regulations will be applied as soon as practicable– Further opportunities for alignment/application will be explored– Australia’s involvement in IWVTA (initially for light passenger vehicles), will

streamline certification processes

• Obsolete content is being removed from the ADRs• The review of the Motor Vehicle Standards Act

provides further opportunities to identify ways of doing things better, smarter and safer

• Ideas for harmonisation (recognising complexity) are welcome


Deregulation

• Non-regulatory approaches can complement regulatory approaches – Encouraging higher performance in areas where there is regulation and

innovation in areas where regulation is yet to be developed or is not justifiable at this stage

– Responding rapidly to new technologies

• Australian Government is supporting ANCAP as a member and through major funding – ANCAP plays a leading role among non-regulatory approaches to vehicle

safety and can continue to encourage safety levels beyond those set in the regulatory standards

• Scope for increased use of codes of practice, advisories and self-regulation– ARTSA currently active in the area of codes including for multi-vehicle

combinations


Conclusions

• Australia is harmonising with international vehicle regulations where warranted, including through IWVTA

• The ADR Program is an agreed set of priorities in line with international vehicle regulations and the NRSS

• Both regulatory and non-regulatory measures must keep evolving and improving – They work best when there is an appropriate mix

• Deregulation, including harmonisation, will enable a greater focus on key safety issues

title lifeline australia© 2004 vehicle standards in australia artsa improving heavy vehicle road...

Documents

title lifeline australia

uniform vehicle standards

motor vehicle standards

vehicle operations

vehicle industry

australia artsa

adrs slide

agreement gtrs slide