Recent Australian Design Rule (ADR) Developments and Implementation of UN Regulations in Australia 39th APEC Transportation Working Group Christchurch, New Zealand 31 March – 4 April 2014 Presenter’s name: Kate Deer Organisation: Department of Infrastructure and Regional Development Economy: Australia

The Australian Design Rules (ADRs) National Road Safety Strategy (NRSS) Recent ADR developments – Electronic Stability Control (ESC) – Brake Assist Systems (BAS) – Antilock Braking Systems (ABS) Global Technical Regulation (GTR) on Pole Side Impact (PSI) Topics

Commonwealth legislation – Motor Vehicle Standards Act 1989 Uniform national vehicle standards covering safety, emissions, anti-theft Policy to harmonise with UN regulations – Contracting Party to UNECE 1958 and 1998 Agreements for developing vehicle regulations – World Trade Organisation and Agreement on Technical Barriers to Trade ADRs developed and reviewed on an ongoing basis The Australian Design Rules (ADRs)

UN Decade of Action for Road Safety (DoA) – Global road safety crisis Australia’s National Road Safety Strategy (NRSS) closely aligned with the DoA NRSS agreed by Australian Transport Ministers in May 2011 Initiatives are grouped under four key areas: – Safe roads, safe speeds, safe vehicles, safe people Aims to reduce road deaths and serious injuries in Australia by 30 per cent by National Road Safety Strategy (NRSS)

Under the NRSS, Australia is committed to considering a number of vehicle safety initiatives Over the past 12 months, in line with these commitments: – Australia has mandated through the ADRs: BAS for light passenger and light commercial vehicles ESC for light commercial vehicles ABS for heavy trucks and buses and ABS/load proportioning brake systems for heavy trailers, which is also in line with the National Heavy Vehicle Braking Strategy (NHVBS) released in 2008 – Australia has continued to lead work through WP29 – the World Forum on Harmonization of Vehicle Regulations – on the development of a Global Technical Regulation (GTR) on Pole Side Impact The NRSS and ADR Developments

In November 2013, Australia mandated BAS for light passenger vehicles and light commercial vehicles – Requirements apply from November 2015 and are aligned with scope of UN Regulation 13-H – Braking of Passenger Cars BAS shown to reduce the number and severity of crashes involving vulnerable road users, but can have broader application to other types of crashes where braking is a factor. Brake Assist Systems (BAS)

In 2009, Australia mandated ESC for light passenger vehicles – Requirements applied from November 2011 for newly approved models and from November 2013 for all remaining models, and are also aligned with UN R 13-H In November 2013, Australia extended requirements to have ESC to light commercial vehicles – Like BAS, requirements apply from November 2015 and are aligned with scope of UN R 13-H ESC helps drivers steer in the intended direction during a skid and is effective at averting loss of control or run-off road crashes The case for mandating ESC for heavy vehicles will be considered next, in line with the NRSS and the National Heavy Vehicle Braking Strategy Electronic Stability Control (ESC)

Australia has diverse range of heavy vehicles – important to ensure braking technologies are compatible The NHVBS was released in 2008 and has been incorporated into the NRSS Under Phase I of the NHVBS, Australia has mandated ABS for heavy trucks and buses and ABS or load proportioning brake systems for heavy trailers from July 2014 As part of these requirements: – Trucks/buses equipped for towing must have facilities to power trailer Electronic Braking Systems (EBS) such as ABS/ESC, as well as provide the correct signalling for EBS operation where fitted – Trailers with rear couplings must provide wiring suitable to transmit ABS/ESC/EBS functions to follow-on trailers Significant safety benefits for heavy vehicle industry Phase II considers the case for ESC and is scheduled to commence this year. Antilock Braking Systems (ABS) & the National Heavy Vehicle Braking Strategy (NHVBS)

The Global Technical Regulation (GTR) on Pole Side impact (GTR 14) was adopted by WP29 on 13 November 2013GTR 14 Australia chaired the informal working group that developed the GTR Global Technical Regulation on Pole Side Impact

GTR on Pole Side Impact – Safety Benefits Vehicle occupant side impact fatalities account for around 20% of the road toll in many countries (e.g. Australia, Germany, Great Britain, Korea, USA) Head injuries are a common cause of death in side impact crashes and serious brain injuries have very high lifetime costs The GTR performance requirements are expected to reduce vehicle occupant injury risk (particularly head injury risk) in pole side impact crashes as well as vehicle-to-vehicle side impact crashes

The GTR establishes oblique vehicle-to-pole side impact performance requirements, including: – Head, thorax, abdominal and pelvis injury criteria limits – Door latch and hinge system integrity requirements – Post-crash fuel system integrity requirements Summary of GTR performance requirements The vehicle-to-pole side impact test Moving vehicle to stationary rigid pole side impact Oblique (75 degree) impact angle Up to 32 km/h impact speed 254 mm (10 inch) diameter rigid pole WorldSID 50 th percentile adult male (seated on the struck side of the vehicle) – The most biofidelic side impact dummy available

Transposition of the GTR into a UN Regulation Australia has transposed the GTR on Pole Side Impact into a draft new UN Regulation which has been submitted to the UN WP 29 Working Party on Passive Safety (GRSP) for consideration at their 55 th session, to be held May 2014 in Geneva draft new UN Regulation

Conclusions There has been rapid expansion of safety research and available safety technology in recent years The ADR program works towards an agreed set of priorities in line with international regulations through UN WP29 activities and also Australia’s National Road Safety Strategy

Thank you