DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  1 
 
 
 
  
Vehicle Standard (Australian Design Rule  35/06 – 
Commercial Vehicle Brake Systems ) 2018  
I, PAUL FLETCHER, Minister for Urban Infrastructure, determine this vehicle 
standard under section 7 of the Motor Vehicle Standards Act 1989. 
 
   Dated    2018 
             
Paul Fletcher  [DRAFT NOT FOR SIGNATURE]  
  
Minister for Urban Infrastructur e 
 
DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  2 
 
CONTENTS  
 
1. LEGISLATIVE PROVISIO NS .......................................................................... 3 
2. FUNCTION  ........................................................................................................ 3 
3. APPLICABILITY  .............................................................................................. 3 
4. DEFINITIONS  ................................................................................................... 6 
5. DESIGN REQU IREMENTS  ............................................................................. 6 
6. PERFORMANCE REQUIREM ENTS ............................................................. 19 
7. GENERAL TEST CONDITI ONS  ................................................................... 19 
8. PARTICULAR TEST COND ITIONS  ............................................................. 22 
9. ALTERNATIVE STANDARDS  ..................................................................... 29 
APPENDIX 1  ................................................................................................................. 37 
APPENDIX 2  ................................................................................................................. 38 
APPENDIX 3  ................................................................................................................. 41 
APPENDIX 3 – ANNEX 1  ............................................................................................ 47 
APPENDIX 4  ................................................................................................................. 57 
APPENDIX 5  ................................................................................................................. 59 
 DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  3 
 
1. LEGISLATIVE PROVISIO NS 
1.1. Name of Standard  
1.1.1. This s tandard is the Vehicle Standard (Australian Design Rule 
35/06 – Commercial Vehicle Brake Systems ) 2018. 
1.1.2. This s tandard may also be cited as Australian Design Rule 
35/06 — Commercial Vehicle Brake Systems . 
1.2. Commencement  
1.2.1. This s tandard commences on the day after it is registered.  
2. FUNCTION 
2.1. The function of this standard is to specify braking requirements  on 
commercial vehicles and large passenger vehicles to ensure safe braking 
under normal  and emergency conditions. 
3. APPLICABILITY  
3.1. This vehicle standard applies to category LEG, MB, MC, MD, ME, NA, 
NB and NC vehicles ; from the dates set out in clauses 3.1.1 to  3.1.4 and 
the table under clause 3.10  below. 
3.1.1. 1 July  2019 for all new model c ategory LEG, MB, MC and NA  vehicles.  
3.1.2. [1 November  2019]  for all new model c ategory MD, ME, NB and NC  
vehicles.  
3.1.3. [1 November  2021]  for all c ategory MD, ME, NB and NC  vehicles . 
3.1.4. There is no mandatory application date for all other vehicles. They may comply with this vehicle standard , or continue to comply with earlier 
versions of this vehicle standard, as applicable for the particular vehicle category . 
3.2. For the purposes of clause s 3.1.1 and 3.1.2 a "new model" is a vehicle 
model first produced with a ‘ Date of manufacture ’ on or after the agreed 
date in each clause respectively . 
3.3. Category MB, MC or NA vehicles complying with the requirements of 
ADR 31/… will be accepted as complying with this standard.  
3.4. Category LEG vehicles that are fitted with a single foot pedal controlling 
both front and rear service brakes must comply with all requirements of this standard applicable to c ategory NA vehicles .  Other category LEG 
vehicles must comply with ADR 33/… 
3.5. This standard does not apply to combinations of drawing vehicle and trailer.  
3.6. A vehicle comprising 2 or more non- separable articulated units must be 
considered as a single vehicle for the purposes of this standard. 
3.7. Category MB, MC and NA vehicles certified to this standard must also  
be certified to ADR 88/ … – Electronic Stability Control (ESC) Systems 
and ADR 89/ … – Brake Assist Systems (BAS) . DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  4 
 
3.8. Category NA vehicle types approved to the United Nations Regulation 
No. 13 – UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES OF CATEGORIES M, N AND O WITH REGARD TO BRAKING,  incorporating the 11 series of amendments, will be deemed  
to comply  with this standard.  
3.9. Category MD, ME, NB and NC vehicle types approved to the United Nations Regulation No. 13 – UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES OF CATEGORIES M, N AND O WITH REGARD TO BRAKING,  incorporating the 11 series of 
amendments,  will be deemed  to comply  with this standard, provided that 
the requirements of clauses 5.3.5, 5.3.6, 5.3.7, 5.8.1.1, 5.8.2 and 8.12.6.2 (where applicable) are met.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  5 
 
3.10. Applicability Table  
 
Vehicle Category  ADR 
Category 
Code  * UNECE 
Category 
Code  * Manufactured on or 
After  Acceptable Prior Rules  
Moped 2 wheels  LA L1 not applicable   
Moped 3 wheels  LB L2 not applicable   
Motor cycle  LC L3 not applicable   
Motor cycle and sidecar  LD L4 not applicable   
Motor tricycle  LE L5   
    LEM   not applicable   
    LEP   not applicable   
    LEG   1 July 2019 see clause 3.1.4  
Passenger car  MA M1 not applicable   
Forward -control passenger vehicle  MB M1 1 July 2019**  see clause 3.1.4  
Off-road passenger vehicle  MC M1 1 July 2019**  see clause 3.1.4  
Light omnibus  MD M2   
up to 3.5 tonnes ‘ GVM’  and up to 
12 seats     MD1   [1 November 2019]** /02, /03, /04, /05  
up to 3.5 tonnes ‘GVM’ and more 
than 12 seats     MD2   [1 November 2019]** /02, /03, /04, /05  
over 3.5 tonnes and up to 
4.5 tonnes ‘GVM’    MD3   [1 November 2019]** /02, /03, /04, /05  
over 4.5 tonnes and up to 5 tonnes ‘GVM’     MD4   [1 November 2019]** /04, /05  
Heavy omnibus  ME M3 [1 November 2019 ]** nil 
Light goods vehicle  NA N1 1 July 2019**  see clause 3.1.4  
Medium goods vehicle  NB N2   
over 3.5 tonnes up to 4.5 tonnes  ‘GVM’    NB1   [1 November 2019]** /04, /05  
over 4.5 tonnes up to 12 tonnes  ‘GVM’     NB2   [1 November 2019]** /04, /05  
Heavy goods vehicle  NC N3 [1 November 2019 ]** nil 
Very light trailer  TA O1 not applicable   
Light trailer  TB O2 not applicable   
Medium trailer  TC O3 not applicable   
Heavy trailer  TD O4 not applicable   
* The category code may also be in the format L 1, L2, L3 etc.  ** See clause 3.1. DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  6 
 
4. DEFINITIONS  
4.1. For vehicle categories, definitions and meanings used in this standard, 
refer to : 
4.1.1. Vehicle Standard (Australian Design Rule Definitio ns and Vehicle 
Categories) 2005;   
4.1.2. APPENDIX  1 of this standard;  
4.1.3. Defini tions in clause 1 of APPENDIX 3 of this standard; and   
4.1.4. Definitions in clause 1 of APPENDIX 5 of this standard.  
5. DESIGN REQUIREMENTS  
5.1. ‘Service Brake System’  
5.1.1. The vehicle must be equipped with a ‘Service Brake System’ operable on all road wheels through the medium of a single ‘ Control’ so placed that it 
can be actuated by the operator from the normal driving position. 
5.1.2. The vehicle must have one or more service brake failure ‘ Visible 
Indicators’ meeting the requirements of clause 5.2 . 
5.1.3. Where separate methods of actuation are provided for any of the functions of the brake system, the actuation of one function must not cause the operation of another function.  
5.1.4. Each ‘Service Brake System’  must incorporate devices which 
automatically compensate for any increased movement of its  component s 
arising from wear.  Such devices must themselves contain provision for securing them throughout their working range in any position to which they adjust. 
5.1.5. Category MD4, ME , NB or NC vehicles , with not more than four axles, 
must be equipped with an ‘Antilock System’ . 
5.1.6. Each vehicle that is equipped with an ‘Antilock System’ , must meet the 
requirements of APPENDIX 2.  
5.1.7. Except as set out in clause 5.1.7.1 below, a  manual device m ust not be 
provided to disconnect or change the control mode of the ‘Antilock System’  of a category MD4, ME, NB or NC vehicle.  
5.1.7.1. Category  NB or  NC vehicles designed for off -road us e (refer 
APPENDIX 1 for definition), may be fitted with a device to disconnect or change the control mode of the ‘Antilock System’ , where such a device 
meets the requirements of APPENDIX 2.  
5.1.8. Except as set out in clauses 5. 1.8.1, 5.1.8.2 and 5.1.8.3 below , category  
ME vehicles  and category NC ‘Prime Movers’  must be equipped with a 
‘Vehicle Stability Function’  which:  
a) Includes both ‘Roll -over Control’ and ‘Di rectional Control’; and 
b) Is operational over the full speed range of the vehicle, except at vehicle speeds less than 20 km/h, when it has been manually or automatically disabled , the vehicle is being driven in reverse, or 
during system initialisation . DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  7 
 
5.1.8.1. An ‘Articulated Omnibus’  or ‘Route Service Omnibus’  need not be 
equipped with a ‘Vehicle Stability Function’ . 
5.1.8.2. A ‘Prime Mover’  with four or more ‘Axles’ , need not be equipped with a 
‘Vehicle Stability Function ’. 
5.1.8.3. Vehicles designed for off -road use (refer APPENDIX 1 for definition) 
need not be equipped with a ‘ Vehicle Stability Function ’. 
5.1.9. Each vehicle required by clause 5.1.8 above to be equipped with a 
‘Vehicle Stability Function’ , must meet the requirements of 
APPENDIX 3.  
5.1.10. All components and devices  in the ‘ Brake System’ must meet or exceed 
at least one appropriate and recogni sed international, national or 
association standard, where such standards exist, or the relevant parts 
thereof.  ‘ Recogni sed’ can be taken to include SA, SAE, BS, JIS, DIN, 
performance and design related  ISO standards  and UN regulations . 
5.1.11. Traction control systems may utilize part of the ‘ Service Brake System’  
provided that, except for parts common to both the traction control system and the  ‘Service Brake System’,  the traction control system or any 
failure of it cannot interfere with normal braking.  
5.1.12. In the case of a vehicle equipped to tow a trailer which uses air at a positive pressure:  
5.1.12.1. The pressure developed at full application of the ‘C ontrol ’ of the ‘Service 
Brake System’ , must be between 650 kPa  (1.0 ‘E’ ) and 850 kPa  
(1.31 ‘E’) at the coupling head of the pneumatic ‘Control Line’  and 
between 650 kPa and 900 kPa  at the coupling head of the ‘Supply Line’ , 
irrespective of the load condition of the vehicle.  This m ust be  tested , 
including at any critical or worst case load condition, at the cut -in and 
cut-out pressures of the energy source , with a reservoir of 0.5 litre 
capacity connected to the pneumatic ‘Control Line’ , the energy source 
stopped and  the ‘Supply Line’  blocked off . 
5.1.12.2. Where the vehicle is also equipped with an electric ‘Control Line’ , full 
application of the control of the ‘S ervice Brake System’  must  provide a 
digital demand value corresponding to a pressure between 650 kPa  
(1.0 ‘E’)  and 850 kPa  (1.31 ‘E’)  (see ISO  11992:2003 including 
ISO 11992- 2:2003 and its Amd.1:2007). 
5.1.12.3. The pressure developed without any application of the  ‘Service Brake 
System’ , must be between 650 kPa and 900 kPa  at the coupling head of 
the ‘Supply Line’ . 
5.1.12.4. The unladen vehicle  must commence to develop  a braking force on at 
least one ‘Axle’  of each ‘Axle Group’ , before the ‘Control Signal’  at each 
‘Control Line’  coupling reaches 0.154  ‘E’ (100 kPa or the equivalent 
digital demand value  in the case of an y electric ‘Control Line’ ). DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  8 
 
For the purpose of this clause, an ‘Axle’  is deemed to have commenced to 
develop a braking force, when the total static brake torque for the axle 
concerned reaches the lesser of:  
a) [100] N.m; or  
b) [1] per cent of the product of the static vertical load (N) on the ‘Axle’ concerned and the rolling radius of the tyres (m) fitted to the wheels, at ‘Unladen Mass’ . 
5.1.13. Brake line couplings must not be interchangeable and must be polarized.  Couplings must comply with the requirements of AS 4945- 2000 
Commercial road vehicles -  Interchangeable quick connect/release 
couplings for use with air -pressure braking systems.  
5.1.14. Where the vehicle is equipped to tow a trailer which uses air at a positive pressure, the  ‘Established Retardation Coefficient’  of the ‘Service Brake 
System’  measured using the general test conditions of part 7 and the 
particular test conditions of clause 8.13 must be between the upper and lower boundaries of  Figure 1 for each value of ‘Control Signal’  used, 
when fully laden.  
5.1.14.1. Where the vehicle is a variant of a previously tested vehicle and the effects of the changes on braking performance are known by a test conducted on a complete vehicle, a component or a sub- assembly of 
components, the requirements of this clause can be met by ‘ Approved’ 
calculations.  
5.1.14.2. The r equirements relating to the figure  specified in this clause 5.1.14 are 
applicable for vehicles with a pneumatic ‘Control Line’  only , as well as  
for vehicles with an additional electric ‘Control Line’ . In both cases, the 
reference value ( horizontal coordinate of the figure ) will be the value of 
the transmitted pressure in the ‘Control Line’ : 
a) For a pneumatic ‘Control Line’ , this will be the actual 
pneumatic pressure in the ‘Control Line’ ; 
b) In the  case of  an additional electric ‘Control Line’ , this will be 
the pressure corresponding to the transmitted digital demand value in the electric ‘Control Line’ , according to ISO 
11992:2003 including ISO 11992- 2:2003 and its Amd.1:2007. 
5.1.14.3. Vehicles equipped with both pneumatic and electric ‘Control Lines’  must  
satisfy the requirements of the figure  related to both ‘Control Lines’ . 
However, identical braking characteristic curves are not required for each of these  ‘Control Lines’ . 
5.1.15. Where the vehicle has a ‘Rated Towing Capacity’ of more than 4.5 tonnes, either:  
5.1.15.1. the vehicle must have certification which provides for the operation of trailer brakes using air at a positive pressure as described in clauses  
5.1.12 and 5.1.14;  or 
5.1.15.2. the ‘Manufacturer’  must supply to the  ‘Administrator’  sufficient data to 
allow the  vehicle’s ‘ Service Brake System’  to be modelled  under laden 
braking conditions.  Provision of the data derived from the tests DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  9 
 
performed as described by clause 8.13.2 will be considered as sufficient 
to meet the requirements of this clause.  
5.1.15.3. Where the vehicle is a variant of a previously tested vehicle and the effects of the changes on braking performance are known by a test conducted on a complete vehicle, a component or a sub- assembly of 
components, the requirements of this clause can be met by ‘ Approved’ 
calculations.  
5.1.16. Where the ‘Service Brake System’  incorporates a single ‘ Brake Power 
Unit 35/...’ , an ‘ Audible Indicator’  must be provided which must operate 
at all times when the service brake failure ‘ Visible Indicator’ operates as 
specified in clause 5.5.  
5.1.17. Each air reservoir in a compressed air ‘Brake System’  must be fitted with 
a manual condensate drain valve at the lowest point. An automatic condensate valve may be fitted provided it also drains the lowest point.  The manual drain valve may be incorporated in the automatic valve.  
5.2. ‘Visible Indicator’  
5.2.1. The ‘ Visible Indicator’ must operate whenever any of the conditions 
listed in clauses 5.2.2 to 5.2.4 as applicable occur while the ignition or electrical control switch is in the “engine on” position or while the engine is running.  
5.2.2. For a ‘Service Brake System’  incorporating a hydraulic brake circuit and 
no ‘Brake Power Unit 35/...’  in that hydraulic circ uit, condition A  or 
optionally condition B must be met;  
Condition A  
A.1 When a pressure failure occurs in any part of the ‘ Service Brake System’ , 
except for pressure failure caused by either:  
A.1.1 a structural failure of a housing that is common to two or more sub -
systems; or  
A.1.2 failure of a component of a ‘ Brake Power Assist Unit’ . 
A.2 In the event of such failure, the indicator operation requirement is 
deemed to be satisfied if the indicator operates before or upon application of: 
A.2.1 a differential line pressure of not more than 1.55 MPa between the active 
and failed brake systems measured either at a master cylinder outlet, or at 
a slave cylinder outlet if the master cylinder controls a slave cylinder at a booster unit;  
A.2.2 a ‘Pedal E ffort 35/...’ of 225 N in the case of unassisted ‘ Service Brake 
Systems’ ; or 
A.2.3 a ‘Pedal Effort 35/...’ of 115 N in the case of ‘ Service Brake Systems’ 
with a ‘Brake Power Assist Unit’ . DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  10 
 
Condition B   
B.1 When a drop in the level of brake fluid occurs in the reservoir(s), either 
to less than the ‘ Manufacturer’s’ designated minimum level or to less 
than 25 percent of the reservoir(s) fluid capacity whichever is the greater volume. 
B.2 In the case where a master cylinder reservoir also contains fluid for the  
use of a system other than the brake system, the indicator system and the reservoir must be so designed that the indicator lamp will only be activated when there are variations in the fluid level in that part of the 
reservoir provided exclusively for the use of the brake system.  
5.2.3. For a ‘Service Brake System’ incorporating one or more ‘ Brake Power 
Units 35/...’ in any section of the ‘Service Brake System’ , the ‘Visible 
Indicator’  must operate when the supply pressure in any one ‘ Brake 
Power Unit 35/...’ drops to or below 65 percent of the ‘ Average 
Operating Pressure’ . 
5.2.4. For vehicles equipped to tow a trailer using air at positive pressure, when 
the pressure in the ‘Supply Line 35/...’  drops to or below 450 kPa, the 
‘Visible Indicator’ must operate as required by clause 5.2.1.  
5.2.4.1. The ‘Visible Indicator ’ may also operate when the ‘Supply Line 35/...’  
energy level is reduced at a rate of not less than 0.15E/sec provided that in all cases the ‘Visible Indicator’  must operate as required by clause 
5.2.1. when the pressure in the ‘Supply Line 35/...’  drops to or below 
450 kPa.  
5.2.4.2. the ‘Visible Indicator’  must not operate when a trailer is not connected 
and no other defect is present.  The absence of a trailer may be determined by the pressure in the ‘Supply Line 35/...’  dropping to or 
below 35 kPa. 
5.2.5. Where the requirement of clause 5.2 necessitates the provision of more than one system failure sensor, the sensors may be interconnected to actuate only one ‘Visible Indicator’ . 
5.2.6. As a check of function, the ‘Visible Indicator’  must be so designed that it 
operates when:  
5.2.6.1. the ignition or electrical control switch is turned from the ‘engine off ’ 
position to the ‘engine on’ position, and the engine is not operating, and (unless a failure exists in the brake system ) it must not operate when the 
engine is running; or  
5.2.6.2. the ignition or electrical control switch is in the ‘engine start’ position, and (unless a failure exists in the brake system) it must not operate after the return of the ignition or electrical control s witch to the ‘engine on’ 
position; or  
5.2.6.3. the ignition or electrical control switch is in a position between the ‘engine on’ position and the ‘engine start’ position, which is designated by the ‘Manufacturer’ as a check position, and (unless a failure exists i n DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  11 
 
the brake system) it must not operate after the return of the ignition or 
electrical control switch to the “engine on” position; or  
5.2.6.4. the engine start circuit is energised and (unless a failure exists in the brake system) it must not operate when the “engi ne start” circuit is not 
energised; or  
5.2.6.5. the ignition or electrical control switch is in the “engine on” position and the ‘Parking Brake System 35/ ...’ is engaged for vehicles where the 
‘Service Brake System’  failure ‘Visible Indicator’  and the Parking Brake  
indicator lamp are combined. 
5.2.7. For vehicles equipped with an automatic transmission, the operation as a check of indicator function is not required when the transmission control lever is in a “forward” or “reverse” drive position.  
5.2.8. The ‘Visible Indicator’  system must be so designed that once having 
become operative to signal a brake failure it must operate whenever the ignition or electrical control switch is in the “engine on” position and the fault remains uncorrected.  
5.2.9. The ‘Visible Indicator’  may take the f orm of an indicator lamp or of a 
mechanical signalling device.  
5.2.10. Where an indicator lamp is used the lamp must be labelled with at least the word “BRAKE” or, the symbol for “BRAKE FAILURE” specified in International Standard ISO 2575: 2000 -  “Road Vehicles -  Symbols for 
controls indicators and tell -tales” placed either directly on the lens or 
adjacent to it in such a way that the label is illuminated by the same light 
source as the lens.  
5.2.10.1. The letters of the label must be not less than 3 mm high and must be of a 
contrasting colour to their background when illuminated. 
5.2.10.2. If the label is directly on the lens the colour of either label or lens must be red and if the label is not on the lens the colour of the lens must be red. 
5.2.10.3. An illuminated lamp may be either steady -burning or flashing.  
5.2.11. Where a mechanical signalling device is used, it must display at least the word “BRAKE” in letters not less than 10 mm high when the signal is deployed.  Letters and background must be of contrasting colours, one of 
which is red.  
5.2.12. The ‘ Service Brake System’  failure ‘Visible Indicator’  and its specified 
label or display must be totally located forward of a transverse vertical plane through the point representing the intersection of the steering wheel axis of rotation and the plane of the steering wheel, and totally within the space bounded by:  
5.2.12.1. the right -hand internal side wall;  
5.2.12.2. a vertical plane along the longitudinal centre line of the vehicle;  
5.2.12.3. a horizontal plane through a point on the lower edge of the instrument panel; and  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  12 
 
5.2.12.4. a horizontal plane 150 mm above the highest point on the windscreen 
glass.  
5.3. ‘Parking Brake System 35/ ...’ 
5.3.1. The vehicle must be equipped with a ‘ Parking Brake System 35/ ...’ such 
that in the applied position retention is effected by mechanical means, and the braking effect  is achieved by either:  
5.3.1.1. the frictional force developed between two friction surfaces; or  
5.3.1.2. the frictional force developed between two friction surfaces, together with a ‘ Parking Mechanism 35/...’ . 
5.3.2. The parking brake ‘ Control’ must be separate from the service brake 
‘Control’ and incorporate a device to retain it in the “brake on” position, 
and it must be designed to minimise the possibility of inadvertent release of the brake.  This requirement will be deemed to be satisfied if at least two separate and distin ct movements are necessary to disengage the 
parking brake.  
5.3.3. The ‘Parking Brake System 35/...’  must incorporate devices which 
compensate for any increased movement of its components arising from wear.  Such devices must themselves contain provision for secur ing them 
throughout their working range in any position to which they may be adjusted to or to which they may themselves automatically adjust.  
5.3.4. The ‘ Control’ by which the ‘ Parking Brake System 35/...’ is actuated 
must be located so that it is readily access ible to the driver in the normal 
driving position. 
5.3.5. On every motor vehicle equipped to tow a trailer which uses air at positive pressure the operation of the ‘Parking Brake System 35/...’  must 
cause the pressure in the ‘Supply Line 35/...’  to drop below 35 kPa.  
5.3.6. Once the ‘Supply Line 35/...’  pressure has dropped below 35 kPa in 
accordance with clause 5. 3.5 the ‘Supply Line 35/...’  must be restored to 
normal when the ‘Parking Brake System 35/ …’ is released.  
5.3.7. An additional ‘Control’  may be fitted to provide for the independent 
release of trailer parking brakes , provided that:  
5.3.7.1. two independent actions are required to operate this ‘Control’ ; 
5.3.7.2. once the ‘Supply Line 35/...’  pressure has dropped below 35 kPa in 
accordance with clause 5. 3.5, the ‘Supply Line  35/...’  is restored to the 
normal condition, when  the ‘Control’  is operated with  the engine (or 
motor) running ; and  
5.3.7.3. the ‘Control’  automatically reset s to provide for operation of the 
‘Parking Brake System  35/…’ as described in clause 5.3.5, no later than 
upon the next application of the ‘Control’  for the ‘Parking Brake 
System  35/...’ . DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  13 
 
5.4. Parking Brake Indicator Lamp  
5.4.1. If the vehicle is not fitted with a ‘ Spring Brake System’ or a ‘ Parking 
Brake System 35/ ...’ utilizing ‘ Lock Actuators’ , it mu st be provided with 
a lamp which indicates that the parking brake is engaged.  
5.4.2. The lamp may be common with or distinct and separate from any  
‘Service Brake System’  failure ‘ Visible Indicator’ lamp.  
5.4.3. In the case of a common lamp, the lamp must be labelled wit h the word 
“BRAKE”; or the symbol for “BRAKE FAILURE” -  specified as 
Number 4.31 in the ISO document referred to in clause 5.2.10.  
5.4.4. In the case of a distinct and separate lamp the lamp must be labelled with 
at least the words “PARK BRAKE” or “PARKING BRAKE”; or the 
symbol for “PARKING BRAKE” specified as Number 4.32 in the ISO 
document referred to in clause 5.2.10 placed either directl y on the lens or 
adjacent to it in such a way that the label is illuminated by the same light source as the lens.  
5.4.5. The letters of the label must be not less than 3 mm high and must be of contrasting colour to their background when illuminated.  If the label  is 
directly on the lens the colour of either label or lens must be red and if the label is not on the lens the colour of the lens must be red.  
5.4.6. The parking brake indicator lamp and its specified label must be located within the space boundaries specified i n claus e 5.2.12. 
5.5. Secondary Brake Systems  
5.5.1. The vehicle must be equipped with a ‘ Secondary Brake System’ . 
5.5.2. Hydraulic ‘Service Brake System’ must be ‘Split Service Brake System’.  
5.5.3. If the vehicle is equipped with one or more ‘ Brake Power Units 35/...’ 
the ‘Secondary Brake System’ must be capable of application through the 
medium of a ‘ Control’ . 
5.5.4. The ‘ Control’ of the ‘ Secondary Brake System’ must be capable of 
releasing and applying the secondary brake after its first application.  The ‘Control’ must be so placed that it can be operated by the driver in the 
normal driving position. 
5.5.5. A ‘Secondary Brake System’  may utilise elements of the ‘Service Brake 
System’ . 
5.5.6. Where the ‘Secondary Brake System’  is a ‘Spring Brake System’ : 
5.5.6.1. in a single circuit  ‘Service Brake System’ , the energy supply system for 
maintaining the secondary brake in its released position must include a ‘Stored Energy’ device that does not service any other device or 
equipment;  
5.5.6.2. in the event of failure of the energy supply to any one circuit of a  
‘Service Bra ke System’  employing two or more independent circuits, the 
energy requirements for retaining the secondary brakes in the released position must be supplied from the ‘ Stored Energy’ device(s) of the other 
circuits or optionally from an independent ‘ Stored E nergy’ device; and  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  14 
 
5.5.6.3. with the  ‘Stored Energy’  device charged to its  ‘Average Operating 
Pressure’ it must have sufficient capacity to permit the  ‘Secondary Brake 
System’  to be applied and released not fewer than : 
5.5.6.3.1. Two (2) times when the brakes are adjusted so that the distance travelled 
by the device which directly actuates the brake shoe or pad is a maximum ; or 
5.5.6.3.2. Three (3) times when the brakes are adjusted to the ‘Manufacturer’  
specifications.  
5.5.7. In a vehicle equipped with a ‘ Brake Power Assist Unit’ normally 
supplied with high pressure fluid by an engine driven pump, a back -up 
system must be regarded as a ‘ Secondary Brake System’  if the back -up 
source of power assistance is immediately energized by a pump driven independently of the vehicle engine.  
5.5.8. Every motor vehicle equipped to tow a trailer must be so equipped that its brake system remains operative and has the performance of the Laden Secondary Brake Test (item 7 of Table 1) in the event of the trailer becoming disconnected. This protection must be automatic . 
5.5.8.1. Protection systems may vent the trailer  ‘Supply Line 35/...’  but this must 
not commence;  
5.5.8.1.1. until the energy level in the  ‘Supply Line 35/...’  falls below 0.54 ‘E’ 
(350 kPa) or,  
5.5.8.1.2. if the  ‘Supply Line 35/...’  energy level is reducing at a rate of not less 
than 0.15E/sec (100 kPa/sec), until the energy level in the  ‘Supply Line 
35/...’  falls below 0.65 ‘E’ (420 kPa).  
5.5.9. Every motor vehicle which provides its ‘Secondary Braking System’  by 
means of a ‘Split Service Brake System’ and which is equipped to tow a trailer  which uses air at positive pressure, must be so equipped that the 
operation of the  ‘Secondary Brake System’ causes a control signal 
proportional to the degree of braking to be present in the ‘Control Line 35/...’ . 
5.5.10. An additional  ‘Control’  may be fitted to provide for the independent 
application of a trailer ‘Parking Brake System 38/00’.   Operation of the ‘Control’  must cause the pressure in the  ‘Supply Line 35/...’ to drop 
below 35 kPa and remain below 35 kPa independently of the motor vehicle’s ‘Service B rake System’.  
5.5.10.1. The ‘Control’ which actuates this function must be located so that it is readily accessible to the driver in the normal driving position and, marked with the words ‘TRAILER EMERGENCY BRAKES’ and a description of how to operate the control, e. g. ‘TRAILER EMERGENCY 
BRAKES – PULL’.  The ‘Control’ must also be marked with the words ‘NOT FOR PARKING’.  The letters must be not less than 5 mm high.  Letters and background must be contrasting colours, one of which 
is red.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  15 
 
5.6. Special p rovisions for all vehicles with ‘ Hydraulic Brake Systems’  
5.6.1. In cases where the ‘Service Brake System’  incorporates a master cylinder, 
each service brake sub -system serviced by the master cylinder must have 
either:  
5.6.1.1. a reservoir which contains fluid exclusively for the use of tha t service 
brake sub- system; or  
5.6.1.2. a reservoir which contains fluid for the use of 2 or more service brake 
sub-systems, in which case that part of the reservoir capacity provided 
exclusively for the use of each service brake sub -system must be not less 
than the volume displaced by the master cylinder piston servicing the 
sub-system, during a full stroke of the piston. 
5.6.2. The capacity of each reservoir must be not less than the fluid 
displacement resulting when all the wheel cylinders or calliper pistons serviced  by the reservoir move from a new -lining, fully -retracted 
position, as adjusted according to the ‘ Manufacturer’s’ recommendations 
to a fully -worn, fully -applied position.  For the purpose of this clause, 
“fully -worn, fully -applied” means that the lining is  worn to whichever of 
the following conditions allows the greatest shoe or pad movement:  
5.6.2.1. the limit recommended by the ‘ Manufacturer’ ; 
5.6.2.2. level with rivet or bolt heads on riveted or bolted linings;  
5.6.2.3. within 3 mm of the pad mounting surface on bonded pads; or  
5.6.2.4. within the following distance of the shoe mounting surface on bonded 
linings: 
Nominal Bonded  Lining Thickness  Worn thickness  
< 5 mm    0.8 mm  
> 5 mm  < 10 mm  3 mm  
> 10 mm  < 13 mm  5 mm  
>13 mm  < 19 mm  6 mm  
>19 mm   7 mm  
5.6.3. Each ‘Brake Power Unit 35/...’ must be provided with a reservoir of capacity not less than the total capacity of the reservoirs required under the requirements of clause 5.6.2 plus the fluid displacement necessary to charge the piston(s) or accumulator(s) provided for the purpose of storing energy.  
5.6.4. A statement specifying the type of fluid to be used in the brake system and displaying at least the words “WARNING.  Clean filler cap before removing” must be permanently affixed, stamped, engraved or embossed with letters not less than 3 mm high, either on or partially within 150 mm 
of one brake fluid reservoir filler plug or cap and totally within 300 mm of all reservoir filler plugs or caps.  If not stamped, engraved or DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  16 
 
embossed, the lettering must be of a cont rasting colour to that of the 
background.  
5.7. Special p rovisions for systems u sing ‘ Stored Energy’  (except ‘Spring 
Brake Systems’)  
5.7.1. Any ‘ Stored Energy’ device for the operation or to assist in the operation 
of the braking system, must be so protected that failure of the device 
generating the energy does not result in depletion of the ‘ Stored Energy’ . 
5.7.2. For systems incorporating ‘ Brake Power Units 35/...’, the combined 
volume of all ‘Brake Power Unit 35/...’ devices at positive pressure must be not less than 12 tim es the combined volume of all the service brake 
chambers.  
5.7.2.1. The volume of a brake chamber of a type specified in Table 4 is taken as being either the rated volume listed in th is table or the actual volume of 
the brake chamber at the maximum travel of the brake piston/pushrod, whichever is lower.  
5.7.2.2. The volume of a brake chamber not listed in Table 4 is the actual volume of the brake chamber at the maximum travel of the brake piston/pushrod.  
5.7.3. Any device generating energy at positive pressure for a ‘ Brake Power 
Unit 35/...’ must be of sufficient capacity to increase the pressure in the ‘Stored Energy’ device(s) actually fitted to the vehicle from 85 percent of 
the ‘Average Operating Pressure’ to the ‘ Average Operating Pressure’ 
with the vehicle’s engi ne operating at the ‘ Manufacturer’ recommended 
maximum engine speed within a time given by the expression: 
 
 
5.7.4. In 5.7.3, ‘ Brake Power Unit 35/...’ test capacity is:  
5.7.4.1. the minimum combined volume of all the service brake chambers required by  clause 5.7.2 above , plus ; 
5.7.4.2. in the case of a motor vehicle equipped to tow a trailer which uses air at a positive pressure, an additional 1.0 litre per tonne of  ‘Rated Towing 
Capacity’  to allow for trailer service chambers.  
5.7.4.2.1. For vehicles with a ‘Gross Combination Mass’  in excess of 65 tonnes, 
the value of ‘Rated Towing Capacity’ for the purpose of this calculation must be as described in the definition of ‘Rated Towing Capacity’  with a 
value of 65 tonnes used in place of the actual vehicle ‘Gross Combination Mass’. 
5.7.5. For ‘Service Brake System’  incorporating ‘ Brake Power Units 35/...’ and  
operating at positive pressure;  
5.7.5.1. a gauge(s) must be fitted to indicate the pressure in each independent storage system. The gauge(s) must be visible to the driver when seated in the normal driving position and must be accurate to within 7 percent of  
Time =  Actual  ‘ Brake Power Unit  35/...’  capacity  ×   25(sec)  
‘ Brake Power Unit  35/...’  test capacity    DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  17 
 
the cut -out pressure of the pressure li miting device fitted to the energy 
source.  
5.7.5.2. a pressure test connection complying with clause 4 of ISO Standard 
3583- 1984 Road vehicles – Pressure test connection for compressed – air 
pneumatic braking equipment , must be fitted at either the inlet to, or in 
the body of, the brake chamber with the slowest reaction time in each ‘Axle Group’  (in respect of brake timing as specified in clause 8.12).  
5.7.5.3. a pressure test connection complying with clause 4 of ISO Standard 3583- 1984 Road vehicles – Pressure test connecti on for compressed – air 
pneumatic braking equipment , mus t be fitted in the body of the ‘ Stored 
Energy’ device used for the ‘Service Brake System’  which is charged last.  
5.7.6. For ‘Service Brake Systems’ incorporating ‘ Brake Power Assist Units’ 
and where the Seco ndary Brake is not applied by the service brake 
‘Control’ , the combined volume of all ‘ Stored Energy’ devices must be 
such that with no replenishment of ‘ Stored Energy’ the performance 
prescribed for the Laden Secondary Brake Test in clause 8.7 must be 
achieved:  
5.7.6.1. where the energy source is a pump, on the eighth actuation of the service brake ‘ Control’ , after 7 actuations with vehicle stationary, either to full 
stroke or to the application of a ‘ Pedal Effort 35/...’ not less than 685 N 
whichever occurs first;  or  
5.7.6.2. where the energy source is the engine of the vehicle, on the fourth actuation of the service brake ‘ Control’ , after 3 actuations with vehicle 
stationary, either to full stroke or to the application of a ‘ Pedal Effort 
35/...’ not less than 685 N, which ever occurs first . 
5.7.7. An energy generating device producing energy at negative pressure must be capable of achieving the volume -pressure relationship required to 
satisfy the conditions specified in clause 5.7.6 in a time not exceeding 3 minutes with:  
5.7.7.1. the engi ne operating at not greater than 65 percent of speed 
corresponding to either maximum power output or governed speed where the energy generating device is a vacuum pump; or  
5.7.7.2. the engine operating at idle speed with the gear selector in “neutral” position wher e the engine itself is the energy generating device.  
5.7.8. Where the device generating the energy for any number of ‘Brake Power Unit 35/...’  supplies energy to other devices, the design must  be such that 
all the ‘Brake Power Unit 35/...’  are preferentially char ged to an energy 
level of not less than 0.69 ‘E’ (450 kPa).  
5.7.9. In the case of ‘Service Brake Systems’  incorporating ‘Brake Power Unit 
35/...’  the design must be such that all ‘Brake Power Unit 35/...’  must 
preferentially service the brake system if the energy level falls below 0.69 ‘E’ (450 kPa).  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  18 
 
5.8. Electrical supply for trailer brake systems  
5.8.1. Each  vehicle equipped to tow a trailer with an ‘Aggregate Trailer Mass 
(ATM) ’ greater than 4.5 tonnes, must meet  the requirements of 
APPENDIX 4  and clause 5.8.1.1 below . 
5.8.1.1. The continuous current capacity of the electrical conductive material 
between each contact of each ISO 7638 connector1,2 and its current 
source (or return /ground) must be at least the following:  
 Vehicle designed to tow 
a single trailer only  Vehicle designed to be 
used in ‘B -Double’  and/or 
‘Road Train’  combinations  
 12 volt 
connector  24 volt 
connector  12 volt or 24 volt  
connector  
Contact 1 20 amps  10 amps  20 amps  
Contact 2 4 amps  2 amps  4 amps  
Contact 3 6 amps  3 amps  6 amps  
Contact 4 20 amps  10 amps  20 amps  
Contact 5 2 amps  1 amp  2 amps  
5.8.2. Each  vehicle designed to be used in ‘Road Train’  combinations , must be 
equipped with a special connector conforming to ISO 7638- 1:2003 
together with a permanent electrical supply system configured for 24 volt 
operation.3 
5.9. Illuminat ion of  stop lamps  
5.9.1. Activation of the ‘Service Brake System’  by a driver ‘C ontrol ’ must 
generate the signal necessary to illuminate the stop lamps.  
5.9.2. Activation of the ‘Service Brake System’  by ‘Automatically Commanded 
Braking’ must  generate the signal necessary to illuminate the stop lamps . 
However, this  signal may be suppressed when the retardation generated 
is less than 0.7 m/s2. 
5.9.3. Activation of only p art of the ‘Service Brake System’  by ‘Selective 
Braking’  must not generate the signal which illuminates the stop lamps.  
                                                 
1 ISO 7638 connector means an ISO 7638- 1 (24 volt) connector or an ISO 7638- 2 (12 volt) 
connector.  
2 Any vehicle may be equipped with more than one ISO 7638 connector. Provided all applicable 
requirements of this standard are met, this may include a connector for a 12 volt nominal supply 
voltage together with a connector for a 24 volt nominal supply voltage.  
3 This does not prevent fitment of an a dditional ISO 7638- 2 connector for a 12 volt nominal supply 
voltage.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  19 
 
5.9.4. In the case of vehicles equipped with an electric ‘Control Line’ , the 
signal necessary to illuminate the stop lamps must be generated by  the 
vehicle when a message "illuminate stop lamps" is received via the 
electric ‘Control Line’ . 
5.9.5. A vehicle that utilises electronic signalling to control initial application 
of the ‘Service Brake System’  (including for example by ‘Automatically 
Commanded B raking’ and/or ‘Selective B raking’); and is e quipped with 
an ‘Endurance Braking S ystem’ and/or an ‘E lectric R egenerat ive Braking 
System of C ategory A ’; must also me et the requirements of 
APPENDIX 5.  
6. PERFORMANCE REQUIREM ENTS  
6.1. The vehicle must be capable of meeting the range of performance tests set out in Table 1, or as an alternative Table 5 for certain  tests and 
particular categories of vehicles , subject to the general test conditions of 
part 7 and the particular test conditions of part 8.  
6.2. The sequence of testing may be in the order set out in Table  1.  Where 
the sequence of testing is not in the order set out in Table  1, the tests 
must , except as provided for tests  conducted in accordance with  clause 
6.2.1 below, be grouped as follows:  
Items 1 and 2;  
Items  3 or 3A, 4 or 4A , and 5 inclusive;  
Items 6 or 6A, 7 or 7A , and 8 inclusive;  
Item 9 immediately followed by item 10;  
Items 11, 12 and 13 may be conducted at any time. 
6.2.1. Items 3 to 8, including the alternatives in Table 5 , may also be conducted 
at any time, provided the temperature at the approximate centre of the 
facing length and width of the most heavily loaded shoe or disc pad of each brake is heated through a series of preceding decelerations to not less than 65°C and not more than 100°C at  the commencem ent of each 
test, and the brakes  are not adjusted (except as permitted by clause 8.2)  
between tests (including before/after any intervening decelerations/tests ). 
7. GENERAL TEST CONDITI ONS  
7.1. The ambient temperature at the test site must be within the range of 0°C to 40°C.  
7.2. The following adjustments must be checked before commencing tests, and set to vehicle ‘ Manufacturer’s’ recommendations:  
7.2.1. injection or ignition timing;  
7.2.2. engine idle speed;  
7.2.3. engine governed speed if adjustable governor is fitted; and 
7.2.4. all brake adju stments.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  20 
 
7.3. The tyres fitted to the vehicle must be of the size and type specified by 
the vehicle ‘ Manufacturer’ as original equipment for the vehicle, and 
must be inflated to pressures not less than those recommended by the vehicle ‘ Manufacturer’ . 
7.4. The ‘ Frict ion Elements’ of the vehicle brakes must be of the make and 
grade specified by the vehicle ‘ Manufacturer’ . 
7.5. Decelerations must be conducted on sections of a test track or roadway that meets the following requirements:  
7.5.1. in the case of the Service Brake Fade T est, the surface must be 
substantially level and any effective upward average gradient between the start and end of each deceleration test sectio n must not exceed one 
percent.  
7.5.2. The requirements of this clause are deemed to be met if it is demonstrated that over the total number of brake applications of the Service Brake Fade Test sequence of clause 8.9, the total effective contribution to vehicle retardation of the deceleration test section’s gradients is not greater than the vehicle retardation which would result from an average upward gradient of not more than one percent;  
7.5.3. in the case of other deceleration tests, the upward gradient, if any, must not exceed one percent.  
7.6. Except when conducting burnishing procedures, decelerations must be conducted in a direc tion such that the component of wind velocity 
opposite to the direction of travel of the vehicle does not exceed 15 km/h. 
7.7. Where a test requires that the gear selector be in “drive” the transmission selector control must be in the control position recommended by the ‘Manufacturer’  as appropriate to the speed of the vehicle at the 
commencement of the deceleration mode.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  21 
 
7.8. If the vehicle is not capable of attaining the initial speed requirement 
specified for a particular deceleration test  in Table 1, then, unles s 
otherwise specified, the initial speed must be within 10 km/h of the ‘Maximum Laden Vehicle Speed’ .  The Minimum ‘ Average 
Deceleration’  so required must be determined from the expressions:  
  S2 u  a2
=  
and 
  K VV15.0K  S
22
1 


+ =  
 
where:  
S =  maximum ‘ Stopping Distance’, in metres  
V =  initial speed, in km/h  
K1, K2 =  constants, dependent on test and category, (see Table 3)  
u =  initial speed, in m/s  
a =  minimum ‘ Average Deceleration’ , in m/s2 
7.9. For all effectiveness, secondary brake and partial failure tests, all parts of 
the vehicle must remain inside a straight lane not exceeding 3.7 metres in width, the vehicle being positioned at the approximate centre of the lane 
at the commencement of the deceleration.  
7.10. Except in the case of the Parking Brak e Test, each test procedure may be 
preceded by a series of stops or decelerations, provided the temperature measured at the surface of the disc or drum does not exceed 100°C 
immediately prior to the commencement of the required test . 
7.11. Except as permitted by clause 8.2 brakes must not be adjusted during 
testing.  Automatic brake adjusters, may be rendered inoperative prior to commencement of the optional Service Brake Burnishing Procedure.  In cases where this option is exercised, adjust ers must remain inoperative 
for the duration of the test program.  
7.12. The initial vehicle speed for each  test conducted according to Table 1 
must not be below that specified by more than 1 km/h or above that specified by more than 5 km/h. 
7.13. Where an ‘ Antilock Sy stem’ is fitted, it must be engaged throughout all 
tests except the partial failure tests where a failure in the ‘ Antilock 
System’ is simulated.  
7.13.1. Additional tests may be optionally conducted with the ‘ Antilock System’ 
disengaged to demonstrate that the vehi cle meets the performance 
requirements of all tests specified in part 8 when a failure in the ‘ Antilock 
System’ is simulated.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  22 
 
7.14. Where a ‘Retractable Axle’  is fitted, a vehicle has a number of  
‘Configurations’. It must be demonstrated that in each ‘ Configurat ion’, 
the vehicle complies with the laden condition requirements of this Rule 
for that ‘Configuration’.  The laden condition for a  ‘Configuration’  with 
the ‘Axle’ retracted must be considered to be when the  ‘Axle Group’  is 
laden to the  ‘Prescribed Transiti on Mass’  for the ‘Configuration’  being 
considered.  As the vehicle must automatically change its  
‘Configuration’ at the  ‘Prescribed Transition Mass’  by lowering an 
‘Axle’ , for the purposes of demonstrating compliance with the 
requirements of this clause, t he automatic system for lowering the  ‘Axle’  
may be defeated.  
7.14.1. The requirements of clause 7.14 do not apply to;  
7.14.1.1. the ‘Service Brake System’  compatibility requirements for vehicles 
capable of drawing a trailer as described in clause 5.1.14.  T his 
requirement n eed only be demonstrated in the  ‘Configuration’  with all 
‘Axles’  in the ‘Fully Down’  position and in the maximum laden condition 
as specified in clause 8.13; or  
7.14.1.2. the Service Brake Actuation Time Test as described in clause 8.12.  
7.14.2. It must be demonstrated that in each ‘Configuration’ , including with the 
‘Retractable Axle’  manually lowered if the manual ‘Control’  for 
lowering of ‘Retractable Axle’  is fitted, the vehicle complies with the 
requirements of this rule in the lightly laden condition. 
7.15. In the case of a ‘Prime Mover’ , any test required to be performed with 
the vehicle fully laden, may be performed while towing an un -braked 
‘Semi -trailer’  loaded such that the required mass and mass distribution of 
the ‘Prime Mover’  is achieved.  
7.15.1. Except as provided in clause 7.15.1.1, a llowance must be made for the 
effect of the increased rolling resistance resulting from the combination of vehicles being used to carry out the tests. 
7.15.1.1. However, r olling resistance may be ignored for service brake laden 
effectiveness tests in accordance with Table 5  (Item 6A) , where a single 
un-braked, flatbed ‘Semi -trailer’  with one  ‘Axle’  only, a ‘GALR’  of at 
least 8,000 kg and a static load on its ‘Axle’  of at least 2,000 kg, is used.  
8. PARTICULAR TEST CONDITIONS  
8.1. Pre-test Instrumentation Check  
8.1.1. The number of decelerations for the purpose of instrumentation checks must not exceed 20.  
8.1.2. Such decelerations must be conducted from a speed of not more than 40 km/h and any instantaneous deceleration must not exceed 3 m/s
2. 
8.2. Service Brake Burnishing Procedure  
8.2.1. Burnishing, if conducted, consists of any desired number of decelerations to the ‘ Manufacturer’s’ recommendation.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  23 
 
8.2.2. On completion of the burnishing procedure, if conducted, the brake 
system may be adjusted in accordance w ith the ‘Manufacturer’s’  
recommendation.  
8.3. Service Brake Lightly Laden Effectiveness Test  
8.3.1. A series of tests must be conducted in the manner described in Table 1 (Item 3)  or as an alternative in the case of a vehicle incorporating a 
compressed air ‘Brake Syst em’, Table 5 (Item 3A) .  The vehicle will be 
deemed to satisfy the requirements of this test, if all the parameters specified in the relevant Table are met in  at least one test within a 
number of tests that must not exceed 6. 
8.4. Lightly Laden Secondary Brake Test  
8.4.1. Where the secondary brake is not applied by the service brake ‘Control’ , 
the vehicle must be decelerated using only the ‘Secondary Brake System’  
and deemed to satisfy the requirements of this test, if all the parameters specified in Table 1 (Item 4) are met in at least one test within a number of tests that must not exceed 6.  
8.4.2. Where the secondary brake is applied by the service brake ‘ Control’ , the 
vehicle will be deemed  to satisfy the requirements of this test if all the 
parameters specified in Table 1 (Item 4) or as an alternative in the case of a vehicle incorporating a compressed air ‘Brake System’ , Table 5 
(Item  4A), are met in at least one tes t within a number of tests that must 
not exceed 6 for each single failure of a fluid system, including where appropriate:  
8.4.2.1. each sub -system of a ‘ Split Service Brake System’ ; and  
8.4.2.2. failure of energy assistance in a ‘Brake Power Assist Unit’ . 
8.5. Lightly Laden Part ial Failure Test  
8.5.1. The requirements of this clause only applies to a vehicle fitted with a brake system where the secondary brake is applied by the service brake ‘Control’ .   The vehicle will be deemed to satisfy the requirements of this 
test if all the para meters specified in Table 1 (Item 5) are met in at least 
one deceleration mode within a number of deceleration modes which must not exceed 6 for each single type of partial failure, including:  
8.5.1.1. inoperative ‘ Antilock System’ ; and  
8.5.1.2. inoperative ‘Variable Propor tioning Brake System’ . 
8.5.2. One single failure must be induced prior to each set of deceleration modes and the vehicle must be restored at the completion of each set.  
8.6. Service Brake Laden Effectiveness Test  
8.6.1. A series of tests must be conducted in the manner described in Table 1 
(Item 6)  or as an alternative in the case of a vehicle incorporating a 
compressed air ‘Brake System’ , Table 5 (Item 6A) . The vehicle will be 
deemed to satisfy the requirements of this test, if all the parameters specified in the relevant Table are met in at least one test within a 
number of tests that must not exceed 6. DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  24 
 
8.7. Laden Secondary Brake Test  
8.7.1. Where the secondary brake is not applied by the service brake ‘Control’, 
the vehicle must be decelerated using only the ‘ Secondary Brake Syste m’ 
and deemed to satisfy the requirements of this test, if all the parameters 
specified in Table 1 (Item 7) are met in at least one test within a number 
of tests that must not exceed 6.  
8.7.2. Where the secondary brake is applied by the service brake ‘ Control’ , the 
vehicle will be deemed  to satisfy the requirements of this test if all the 
parameters specified in Table 1 (Item 7) or as an alternative in the case of 
a vehicle incorporating a compressed air ‘Brake System’ , Table 5 
(Item  7A) are met in at least one te st within a number of tests that must 
not exceed 6 for each single failure of a fluid system, including where appropriate:  
8.7.2.1. each sub -system of a ‘ Split Service Brake System’ ; and  
8.7.2.2. failure of energy assistance in a ‘Brake Power Assist Unit’ . 
8.8. Laden Partial Failure Test  
8.8.1. The test procedure and determination of compliance must be as specified in clause 8.5, except that the vehicle must be at ‘Maximum Loaded Test Mass 35/...’  and the test parameters to be achieved are as described in 
Table 1 (Item 8).  
8.9. Service Brake Fade Test  
8.9.1. In the case of vehicles in categories MB, MC, MD and NA, 15 
successive deceleration tests must be conducted at intervals no greater than 55 seconds apart, such that for an initial speed V
1 and a final speed 
V2 (km/h)  
(V12 - V2 2 )  > 7,500.  
8.9.2. In the case of vehicles in categories ME, NB and NC, 20 successive deceleration tests must be conducted each not more than 70 seconds after the preceding one and with the total of 20 applications completed within 20 minutes, such that for an initial speed V
1 and a final speed V 2 (km/h)  
(V12 - V2 2 )  ≥ 2,700.  
8.9.3. The initial speed must be maintained for at least 10 seconds prior to each deceleration.  
8.9.4. If the vehicle is not capable of attaining the initial speed required by clause 8.9.1. or clause 8.9.2, then the  speed employed in each mode for 
the initial speed must be not less than 80 percent of the ‘ Maximum Laden 
Vehicle Speed’ and the final speed must not be greater than half the initial speed.  
8.9.5. During all deceleration modes the lowest numerical overall drive r atios 
as specified in clause 7.7 must be continuously engaged. Deceleration 
modes must be conducted from the initial speed t o the final speed.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  25 
 
8.9.6. During acceleration periods the drive train must be employed to regain 
the initial speed in the shortest possible  time.  
8.9.7. Notwithstanding the foregoing requirements, changes of vehicle direction essential to testing and negotiation of curved sections of track may be undert aken at constant vehicle speed.  
8.9.8. If the vehicle’s performance characteristics are such as to preclu de it 
from maintaining the specified maximum interval between successive brake applications, the time interval may be increased to the minimum time required by the vehicle to achieve the specified initial speed and to maintain it for 10 seconds before each  successive deceleration mode.  
8.9.9. Vehicles must attain a sustained deceleration of not less than 3 m/s
2 
during the first deceleration mode.  Subsequent deceleration must be conducted employing a ‘ Control’ force not less than that established 
during the first deceleration mode without regard to the actual deceleration achieved.  
8.9.10. The Service Brake Fade Test must be followed immediately by the Service Brake Fade Effectiveness Check.  
8.10. Service Brake Fade Effectiveness Check  
8.10.1. The vehicle must be accelerated over a dist ance not exceeding 1.6 km 
from the final speed attained at the conclusion of the deceleration mode of the Service Brake Fade Test to the initial speed specified in Table 1 (Item 10) and the test carried out in accordance with that Item.  The vehicle will b e deemed to satisfy the requirements of this test if the 
deceleration achieved is not less than that specified in Table 1 (Item 10).  
8.11. Parking Brake Test  
8.11.1. This test must be conducted on a gradient of at least 18 percent, where the vertical rise is expressed as a percentage of the horizontal distance travelled to achieve this rise. The vehicle must be positioned on the gradient such that its longitudinal axis is parallel to the direction of the gradient.  The ‘ Parking Mechanism 35/...’ (if fitted) must be disen gaged.  
The service brake must be applied, transmission disengaged, and parking brake must be applied by a single application of the force specified, except that a series of applications to achieve the specified force may be made in the case of a parking b rake design that does not allow the 
application of the specified force in a single application.  The service brake must be released, for a period of not less than 5 minutes.  The vehicle must then be parked in the reverse position on the gradient for not less than 5 minutes with the vehicle in condition described above.  
8.11.2. The vehicle is deemed to pass this test if:  
8.11.2.1. for each of the 5 minute periods it remains stationary on the gradient; and  
8.11.2.2. the force required to actuate the parking brake does not exceed 685 N in the case of a foot -operated parking brake, and does not exceed 590 N 
applied at the centre of the handgrip, or not closer than 35 mm from the free end of the actuation lever, in the case of a hand -operated parking 
brake.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  26 
 
8.11.3. If the vehicle does not remain s tationary re -application of the service 
brake to hold the vehicle stationary, with re -application of the specified 
force to the parking brake ‘ Control’ (without release of the ratcheting or 
other holding mechanism of the parking brake) may be used twice to 
attain a stationary position.  
8.11.4. In cases where the ‘Parking Brake System 35/...’  does not utilise the 
service brake ‘Friction Elements’ , the ‘Friction Elements’  of the system 
may be burnished to the vehicle ‘Manufacturer’s’  recommendation prior 
to the test.  
8.12. Service Brake Actuation Time Test  
8.12.1. For vehicles using air at positive pressure as the operating fluid and incorporating one or more ‘ Brake Power Units 35/ ...’. 
8.12.2. The test must be conducted while the vehicle is stationary.  
8.12.2.1. Where a vehicle is fitted with a ‘ Variable Proportioning Brake System’ 
the test must be conducted with the  vehicle fully laden and/ or the  
‘Variable Proportioning Brake System’ set to the  fully laden  operating 
condition. 
8.12.3. Before commencing the test,  the ‘ Stored Energy’  device(s) must be 
charged to not more than the ‘ Average Operating Pressure’  and the 
brakes must be adjusted according to the  ‘Manufacturer’s’  specifications 
for normal use.  
8.12.4. The service brake ‘ Control’  must be operated through a full working 
stroke by an operator seated in the normal driving position.  
8.12.5. The pressure at the slowest reacting brake chamber must attain a level not less than 65 percent of the ‘Average Operating Pressure’  within a 
period not e xceeding 600 milliseconds measured from the instant the 
‘Control’  leaves the ‘Initial Brake Control Location’ . 
8.12.6. For a vehicle equipped to tow a trailer which uses air at positive pressure : 
8.12.6.1. When the service brake ‘Control’  is operated through a full working 
stroke by an  operator seated in the normal driving position, the pressure 
measured at the extremity of a pipe 2.5  m long with an internal diameter 
of 13 mm which must be joined to the ‘Coupling Head’  of the ‘Control 
Line 35/...’  must reach 420 kPa within 400 milliseconds of the instant the 
‘Control’  leaves the ‘Initial Brake Control Location’ ; and  
8.12.6.2. in the case of  hauling vehicles designed to be used in ‘Road Train’  
combinations, having fully applied the service brake ‘Control’  and  the 
pressure measured at the extremity of a pipe 2.5m long with an internal diameter of 13 mm which must be joined to the ‘Coupling Head’  of the 
‘Control Line 35/...’  has stabilised, the service brake ‘Control’  is fully 
released, the pressure measured at the extremity of the 2.5 m long pipe with an internal diameter of 13 mm joined to the ‘Coupling Head’  of the 
‘Control Line 35/...’  must fall below 35 kPa within 650 milliseconds of 
the ‘Control’  being released.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  27 
 
8.13. Service Brake Compatibility Test  
8.13.1. Vehicles equipped to tow a trailer which uses air at positive pressure 
must be braked to a stop from initial speed of 60 km/h. For the first test a ‘Control Signal’ of 0.2 ‘E’ (130 kPa) measured at the  ‘Coupling Head’  
must be used. Subsequent tests must be conducte d by increasing the 
‘Control Signal’  in increments of not greater than 0.2 ‘ E’ (130 kPa)  until 
an ‘Established Retardation Co- efficient’  of not less than 0.45 is reached. 
The vehicle must be laden to  the manufacturer’s  ‘GVM’ and in a separate 
series of tes ts to the Group ‘Axle Load’ limits as specified in Table 2 if 
this results in a vehicle mass lower than the manufacturer’s ‘GVM’.  
8.13.2. For the purposes of clause 5.1.9.2, where the vehicle has a ‘Rated Towing 
Capacity’  of more than 4.5 tonnes and the ‘Manufacturer’  elects not to 
provide certification which provides for the operation of trailer brakes using air at a positive pressure, the response of the ‘Service Brake System’  must be characterized as follows.  The vehicle must be laden to 
the Group ‘A xle Load’  limits as specified in Table 2 or the 
manufacturer ’s ‘GVM’  whichever is the lesser, and a series of tests 
conducted braking the vehicle to a stop from initial speed of 60 km/h.  The output energy level of the ‘Service Brake System’ , ‘Control’  and the 
‘ERC’  achieved must be recorded for each test.  For the first test an 
‘ERC’  in the range 0.05 to 0.1 must be achieved.  Subsequent tests must 
be conducted increasing the ‘ERC’  in not less than 5 evenly spaced steps 
until an ‘ERC’  of not less than 0.45 is reached.  
8.13.3. The ‘ Service Brake System’ ‘ERC’ must be determined according to 
either of the following:  
 
 
 where:  
  V is the initial speed in km/h  
 S is the ‘Stopping Distance’  in metres  
 T is the ‘ Stopping Time’ in seconds  
 T
R is the response time measured from the time the ‘Control’  leaves  
  the ‘Initial Brake Control Location’  until the energy le vel at the  
  least favoured actuator reaches 65 per cent  of ‘Average Operating 
  Pressure’  and is measured in a s eparate test in acco rdance with  
  clause 8.12.2 to 8.12.5.  
DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  28 
 
8.14. Alternative p rocedures  
8.14.1. Where a vehicle design has a number of configurations such that the 
‘GVMs’ of these configurations span more than one vehicle category, testing at the higher of these ‘GVMs’ will be deemed to demonstrate compliance at the lower of these ‘GVMs’ provided that any differences in 
‘Lightly Loaded Test Mass’  are fully tested and  that the requirements of 
clause 5.1.14 (where applicable) are also met at the lower ‘GVMs’.  
8.14.2. Where clause 8.13.1 requires two tests at different masses, or where the 
provisions in clause 8.14.1 are utilised, the ‘ERC’  obtained by 
multiplying the ‘ERC’  determined from 8.13.3 at the tested mass, by the 
tested mass in tonnes, and then dividing that fi gure by the alternative 
mass in tonnes, will be deemed to be the ‘ERC’  for the alternative mass 
for the purposes of clause 5.1.14. DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  29 
 
9. ALTERNATIVE STANDARDS  
9.1. The technical requirements of the United Nations Regulation No. 13 -  
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF 
VEHICLES OF CATEGORIES M, N AND O WITH REGARD TO BRAKING, from the 10 series up to and including the 11 series of 
amendments, are deemed for c ategory NA vehicles, to be equivalent to 
all technical requirements of this standard.  
9.1.1. Vehicles will be deemed, for the purposes of certification to this national 
standard, to meet the requirements of Annex 18, of UN R13/10 and UN R13/11, if compliance can be demonstrated during a Conformity of 
Production assessment . 
9.1.2. The requirements of Annex 21 of UN R13/11 are not applicable for the 
purposes of certification of category NA vehicles  to this national 
standard . Vehicle stability requirements for c ategory NA vehicles are 
instead specified through ADR 88/… – Electronic Stability Control (ESC ) Systems.  
9.2. The technical requirements of the United Nations Regulation No. 13 – UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES OF CATEGORIES M, N AND O WITH REGARD TO BRAKING, from the 10 series up to and including the 11 series of amendments,  including as varied by clause 9.2.4 below,  are deemed for 
category MD, ME, NB and NC vehicles, to be equivalent to all technical 
requirements of this standard, except (where applicable) for the requirements of:  
a) Clause 5.1.9 (see clause 9.2. 3 below ), in the cas e of category 
ME vehicles with a ‘GVM’ exceeding 12 tonnes and category 
NC ‘Prime Movers’ ; 
b) Clauses 5.3.5 to 5.3.7, in the case of vehicles equipped to tow a trailer which uses air at positive pressure ; 
c) Clause 5.8.1.1, in the case of vehicles designed to be use d in 
‘B-Double’  and/or ‘Road Train’  combinations ; and  
d) Clauses  5.8.2 and 8.12.6.2, in the case of vehicles designed to be 
used in ‘Road Train’  combinations . 
9.2.1. Vehicles will be deemed, for the purposes of certification to this national standard, to meet the requirements of Annex 18, of UN R13/10 and UN R13/11, if  compliance can be demonstrated during a Conformity of 
Production assessment. 
9.2.2. Category MD and NB vehicles, category ME vehicles with a ‘GVM’ not exceeding 12 tonnes and category NC vehicles not equi pped to tow a 
‘Semi -trailer’, will be deemed for the purposes of certification to this 
national standard, to meet the requirements of Annex 21 of UN  R13/11, 
if compliance can be demonstrated during a Conformity of Production assessment.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  30 
 
9.2.3. The requirements of  Annex  21 of UN R13/11 are not applicable for 
category ME vehicles with a ‘GVM’ exceeding 12 tonnes and category 
NC ‘Prime Movers’ , not otherwise deemed according to clause 3.9 above 
to comply with this standard.  These vehicles  must instead meet the 
appli cable requirements of clauses 5.1.8 and 5.1.9  of this standard.  
9.2.4. An additional hand ‘Control’  may be fitted to enable the ‘Service Brake 
System’  of a towed  trailer , to be operated independently of the ‘Service 
Brake System’  and/or ‘Secondary Brake System’  of the towing vehicle . 
 DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  31 
 
TABLE 1  
STANDARD TESTS AND PROCEDURES  
Item 
No.*  Tests and 
Procedures  Vehicle Category  Initial 
Speed 
(km/h)  Minimum 
‘Average 
Deceleration’ 
(m/s2) Vehicle 
Mass Transmission  
Condition(s)    Maximum 
‘Control’  
Force (N)  
1. Pre-test 
Instrumentation Check  All 40 
Max.  See Text  __ __ __ 
2. Service Brake 
Burnishing Procedure   
(optional)  All See 
Text See Text  __ __ __ 
3. Service Brake 
Lightly Laden  MB,MC,MD,ME  100 
 4.19 
 L N and/or †  685 
 Effectiveness 
Test NA,NB,NC,LEG  100 3.78    
4. Lightly Laden  MB,MC,MD,ME  60 2.10 L N and/or †  590 (hand)  
 Secondary  NA,LEG  70 2.00   685 (foot)  
 Brake Test  NB 50 1.85    
  NC 40 1.80    
5. Lightly Laden  MB,MC,MD,ME  60 2.10 L N and/or †  685 
 Partial Failure  NA,LEG  70 2.00    
 Test NB 50 1.85    
  NC 40 1.80    
6. Service Brake  MB,MC,MD,ME  100 4.19 M N and/or †  685 
 Laden        
 Effectiveness 
Test NA,NB,NC,LEG  100 3.78    
7. Laden  MB,MC,MD,ME  60 2.10 M N and/or †  590 (hand)  
 Secondary  NA,LEG  70 2.00   685 (foot)  
 Brake Test  NB 50 1.85    
  NC 40 1.80    
8. Laden Partial  MB,MC,MD,ME  60 2.10 M N and/or †  See Text  
 Failure Test  NA,LEG  70 2.00    
  NB  50 1.85    
  NC 40 1.80    
9. Service Brake 
Fade  All See 
Text See Text  M D See Text  
10. Service Brake  MB,MC,MD,ME  60 3.02 M N and/or †  685 
 Fade  NA,LEG  70 2.84    
 Effectiveness  NB 50 2.63    
 Check  NC 40 2.47    
  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  32 
 
Item 
No.*  Tests and 
Procedures  Vehicle Category   Initial 
Speed 
(km/h)  Minimum 
‘Average 
Deceleration’ 
(m/s2) Vehicle 
Mass Transmission  
Condition(s)  Maximum 
‘Control’  
Force (N)  
11. Parking Brake 
Test All __ __ M N 590 (hand)  
685 (foot)  
12.  Service Brake 
Actuating Time Test See Text  N.A.  N.A.  N.A.  N.A.  See Text  
13. Service Brake 
Compatibility Test See Text  60 See Text  See 
Text N and/or †  685 
 * Item No. also corresponds to sub- clause number of clause 8  
“M” means ‘Maximum Loaded Test Mass 35/...’  
“L” means ‘ Lightly Loaded Test Mass 35/...’  
“D” means transmission control in “drive” position appropriate to test speed and engine/motor connected  
“N” means transmission control in “neutral” position  
“†” means clutch disengaged (e.g. clutch pedal fully depressed)  
“N.A .” means not applicable  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  33 
 
TABLE 2  
GROUP ‘AXLE LOAD’  LIMITS  
Number of ‘ Axles’  
 in ‘Axle Group’  Tyre Type “a” and  
Configuration  Group ‘Axle Load’  
Limit (tonnes)  
1   
 S 6.0 
 D 9.0 
 W1 6.7  
 W2 7.0  
 D 10.0 (RFS)  
2    
 S S 11.0 
 S D 13.0 
 W 1 W 1 13.3  
 D D 16.5 
 W2 W 2 14.0  
 D D   17.0 (RFS)  
3    
 S S S  15.0 
 D D D  20.0 
 W1 W 1 W 1 or W 2 W 2 W 2 20.0 
 D D D 22.5 (RFS)  
4 S S S S  15.0 
 W1 W 1 W 1 W 1 or D D D D  20.0 
 D D D D  27.0 (RFS)(PBS)  
 
Tyre Type “a”:   
 S Single tyre per wheel  
 D Dual tyres per wheel  
 W 1  ‘Wide Single Tyre’ (375 to 450 mm width)  
 W 2  ‘Wide Single Tyre’ (over 450 mm width)  
 RFS ‘Road Friendly Suspension’ (Note: for information only. Not part of this 
standard).  
 PBS ‘Performance Based Standards’ approved vehicle as defined under Division 3 of the Heavy Vehicle (General) National Regulation (Note: for information only. Not part of this standard)  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  34 
 
TABLE 3  
CONSTANTS FOR DETERMINING AVERAGE DECELERATION 
TEST  CATEGORY  K 1 K 2 
Service Brake Effectiveness Tests  MB, MC, MD, ME  1.0 130 
 LEG, NA, NB, NC  1.0 115 
Secondary Brake Tests  MB, MC, MD, ME  1.0 65 
 LEG, NA, NB, NC  1.67 115 
Fade Effectiveness Checks   MB, MC, MD, ME  1.25 130 
 LEG, NA, NB, NC  1.25 115 
 
TABLE 4  
BRAKE CHAMBER RATED VOLUMES  
Brake chamber type (nominal area 
of piston in square inches)  Stroke  
(inches ) Rated V olume  
(ml) 
Type 9  ≥ 1.75  
≤ 2.10 409 
Type 12  ≥ 1.75  
≤ 2.10 491 
Type 14  ≥ 2.25  
≤ 2.70 655 
Type 16  ≥ 2.25  
≤ 2.70 753 
Type 18  ≥ 2.25  
≤ 2.70 819 
Type 20  ≥ 2.25  
≤ 2.70 884 
Type 24  ≥ 2.50  
≤ 3.20 1097 
Type 30  ≥ 2.50  
≤ 3.20 1458 
Type 36  ≥ 3.00  
≤ 3.60 2212 
 
  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  35 
 
TABLE 5  
ALTERNATIVE TESTS AND PROCEDURES FOR PARTICULAR VEHICLES  
 
Item 
No.*  Tests and 
Procedures  Vehicle 
Category  Sub-type Initial 
Speed  
(km/h)  Maximum  
‘Stopping 
Distance’ (m) Vehicle 
Mass Transmission  
Condition(s)  
3A. Service Brake  ME All  85.4 L  
 Lightly Laden  NB2  All  94.5 L  
 Effectiveness 
Test**  NC ‘Prime 
Mover’  ≥ 96 71.7 L + 
(up to  N and/or †  
   All Others   94.5 500 kg)  
4A. Lightly Laden  ME All  156.2  L  
 Secondary  NB2  All   L  
 Brake Test***  
NC All ≥ 96 174.7  L + 
(up to 
500 kg)  N and/or †  
6A. Service Brake  ME All  85.4   
 Laden  NB2  All  94.5   
 Effectiveness 
Test**  NC ‘Prime 
Mover’  ≥ 96 76.2 M N and/or †  
   All Others   94.5   
7A. Laden  ME All  156.2    
 Secondary 
Brake Test***  NB2, NC  All ≥ 96 174.7  M N and/or †  
 
* numeric part of Item No. also corresponds to sub- clause number of clause 8  
** applicability is limited to vehicles incorporating a compressed air ‘Brake System’  and for which the 
service brake ‘Control’  solely modulates stored energy  
*** applicability is limited to vehicles incorporating a compressed air ‘Brake System’  and for which the 
‘Secondary Brake System’  is applied, released and modulated by means of a service brake ‘Control’  
which solely modulates stored energy 
“M” means ‘Maxi mum Loaded Test Mass 35/...’  
“L” means ‘Lightly Loaded Test Mass 35/...’  
“N” means transmission control in “neutral” position  
“†” means clutch disengaged (e.g. clutch pedal fully depressed)  
 DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  36 
 
 
 
DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  37 
 
  APPENDIX 1  
Definition s used in this standard for medium and heavy goods 
vehicles  and heavy omnibuses  ‘designed for off -road use’  
1. Heavy o mnibuses with a ‘Gross Vehicle Mass’  not exceeding 12 tonnes 
and m edium goods vehicles  
1.1. Category ME vehicles with a ‘Gross Vehicle Mass’  not ex ceeding 12 tonnes 
and category NB vehicles are considered to be ‘designed for off -road use ’ if 
all their wheels are designed to be driven simultaneously, including vehicles 
where the drive to one axle can be disengaged, or if the following three requiremen ts are satisfied: 
(a) At least one front axle and at least one rear axle are designed to be driven simultaneously, including vehicles where the drive to one axle can be disengaged;  
(b) There is at least one differential locking mechanism or at least one mechanism having a similar effect;  and 
(c) They can climb a 25 per cent gradient calculated for a solo vehicle.  
2. Heavy o mnib uses with a 
‘Gross Vehicle Mass’  exceeding 12 tonnes  and 
heavy goods vehicles  
2.1. Category ME vehicles with a ‘Gross Vehicle Mass’  exceeding 12 tonnes and 
category NC vehicles are considered to be ‘designed for off- road use ’ if all 
of the following requirements are satisfied:  
(a) All wheels are driven;  
(b) There is at least one differential locking mechanism or at least one mechanism having a similar effect;  
(c) They can climb a 25 per cent gradient calculated for a solo vehicle;  and 
(d) At least four of the following six criteria  are satisfied:  
(i) The ‘Approach A ngle’ is at least 25°;  
(ii) The ‘Departure A ngle’ is at least 25°;  
(iii) The ‘Breakover A ngle’ is at least 25°;  
(iv) The ‘Ground C learance ’ under the front axle is  at least 250 mm; 
(v) The ‘Ground C learance ’ between the axles is  at least 300 mm;  
(vi) The ‘Ground C learance ’ under the rear axle is  at least 250 mm.  
3. Load and checking conditions  
3.1. The measurements referred to in clause 2.1 are determined with the vehicle loaded to its ‘Gross Vehicle Mass’ . 
3.2. When measuring the ‘Approach Angle’  and the ‘Departure Angle’ , no 
account  is taken of underrun protective devices.  
 DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  38 
 
  APPENDIX 2  
‘Antilock System ’ requirements  
1. General requirements  for all vehicles incorporating an ‘ Antilock 
System ’ 
1.1. At speeds exceeding 15 km/h, the wheels on at least one axle in each axle 
group must remain unlocked when a ‘Control’  force of 685 N is suddenly 
applied on the  ‘Control’  or in the case of a ‘Control’  which solely 
modulates  ‘Stored Energy’ , full stroke of the  ‘Control’  is suddenly applied,  
when braking from an initial speed of 40 km/h (+5 to - 1 km/h) and also 
from an initial speed of 80 km/h (or greater) on a road surface having approximately uniform s urface friction on both sides of the vehicle.  
1.1.1. These test s are to be performed according to  the general test conditions of 
part 7, with the vehicle laden to ‘ Lightly Loaded Test Mass 35/...’ and again 
with the vehicle laden to ‘ Maximum Loaded Test Mass 35/...’ . 
1.1.2. Brief periods of locking of the wheels will, however, be allowed but stability must not be affected.  
1.1.3. The transmission condition and the  minimum ‘Average Deceleration’  
achieved , for each combination of initial speed and vehicle mass , must be as 
set out  in Table 6 . 
1.1.4. These tests can be combined with those required in clauses 8.3 and 8.6, and 
can be conducted at any point in the brake test sequence.  
1.2. Any break in the supply of electricity to the ‘ Antilock System’ and any 
electrical failure of the ‘ Antilock System’ must be signalled to the driver by 
an optical warning signal appropriately labelled and located in accordance with clause 5.2.12 of this standard.  The lamp may be common with or distinct and separate from any  ‘Service Brake System’ failur e ‘Visible 
Indicator’ lamp.  
1.2.1. In case of c ategory NC vehicles, the warning signal must be; 
1.2.1.1 red or yellow if after the failure of ‘Antilock System’ , the vehicle meets the 
performance requirements of all tests specified in part 8. 
1.2.1.2 red, if after the failure of ‘Antilock System’ , the vehicle does not meet the 
performance requirements of all tests specified in part 8. 
1.2.2. In case of vehicles other than category NC vehicles, the warning light must 
be red or yellow.  
1.2.3. The warning signal must light up when the ‘ Antilock Sy stem’  is energised 
and must go off after not less than 2 seconds or at the latest when the vehicle reaches a speed of 15 km/h and no defect is present.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  39 
 
  2. Specific p rovisions for c ategory NB and NC vehicles  incorporating an 
‘Antilock  System’  
2.1. Where a manual d evice to disconnect or change the control mode of the 
‘Antilock System’ , is fitted to a c ategory NB or NC  vehicle desi gned for 
off-road use  (refer APPENDIX 1 for definition), the following conditions 
must  be met:  
2.1.1. The vehicle with the ‘Antilock System’ disconnected or the control mode 
changed by the device referred to in clause 2.1 above must  satisfy all the 
relevant requirements in clause 8 of this standard;  
2.1.2. An optical warning signal must  inform the driver that the ‘Antilock System’  
has been disconnected or the control mode changed; the red or yellow 
‘Antilock System’ failure warni ng signal required by  clause 1.2 of this 
appendix  may be used for this purpose. The warning signal may be constant 
or flashing;  
2.1.3. The ‘Antilock System’ must  automaticall y be reco nnected/returned to 
on-road mode when the ignition (start) device is again set to the "ON" (run) 
position; or for vehicles fitted with a switch to positively select all- wheel 
drive, when all -wheel drive is deselected; or for veh icles fitted with 
permanent all -wheel drive; when any centre differential is unlocked ; or for 
all-wheel drive vehicles fitted with a two speed transfer case, upon 
engagement of the higher of the two ranges;  and 
2.1.4. The vehicle user's handbook provided by the manufacturer should warn the driver of the consequences of manual disconnection or mode change of the 
‘Antilock System’ . 
2.2. The device referred to in clause 2.1 above may, in conjunction with the vehicle, disconnect/change the control mode of the ‘Antilock System’ of a trailer. A separate device for the vehicle or the trailer alone is not permitted.  
3. Alternative requirements  
3.1. The technical requirements of  Annex 6 of the United Nations Regulation 
No. 13-H – UNIFORM PROVISIONS CONCERNING THE APPROVAL 
OF PASSENGER CARS W ITH REGARD TO BRAKING SYSTEMS, 
incorporating the 01 series of amendments , are deemed  to be equivalent to 
the technical requirements of this appendix for category M B, MC and NA 
vehicles . 
3.2. The technical requirements of  Annex 13 of the United Nations Regulatio n 
No. 13 – UNIFORM PROVISIONS CONCERNING THE APPROVAL OF 
VEHICLES OF CATEGORIES M, N AND O WITH REGARD TO BRAKING, incorporating the 11 series of amendments, are  deemed  to be 
equivalent to the technical requirements of this appendix  for category MD, 
ME, NA, NB and NC vehicles . DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  40 
 
  TABLE 6  
‘ANTILOCK  SYSTEM ’ TESTS  AND PROCEDURES  
Tests and 
Procedures  Vehicle Category  Initial 
Speed 
(km/h)  Minimum 
‘Average 
Deceleration
’ (m/s2) Vehicle 
Mass Transmission 
Condition(s)  ‘Control’  
Force 
(N) 
‘Antilock 
System’  Lightly 
Laden 
Effectiveness (low speed)  MB,MC, NA 
MD1,MD2,MD3 -(if fitted)  
MD4,ME,NB,NC  40 (-1/+5)  
  S2 u 2
 L N and/or †  685 or 
full 
stroke 
(see text)  
‘Antilock 
System’  Lightly 
Laden Effectiveness (high speed)  MB,MC, NA 
MD1,MD2,MD3 -(if fitted)  
MD4,ME,NB,NC  ≥ 80 
     
‘Antilock 
System’  Laden 
Effectiveness (low speed)  MB,MC, NA 
MD1,MD2,MD3 -(if fitted)  
MD4,ME,NB,NC  40 (-1/+5)  
  S2 u 2
 M N and/or †  685 or 
full 
stroke 
(see text)  
‘Antilock 
System’  Laden 
Effectiveness (high speed)  MB,MC, NA 
MD1,MD2,MD3 -(if fitted)  
MD4,ME,NB,NC  ≥ 80 
     
 “M” means ‘Maximum Loaded Test Mass 35/...’  
“L” means ‘Lightly Loaded Test Mass 35/...’  
“N” means transmission control in “neutral” position  
“†” means clutch disengaged (i.e. clutch pedal fully depressed)  
 
u initial speed, in m/s  
S maximum ‘Stopping Distance’ , in metres =  0.15𝑉𝑉+𝑉𝑉2
𝐾𝐾 
V initial speed, in km/h  
 
K 130 for category MB, MC, MD and ME vehicles  
 115 for category NA vehicles  
 130 for category NB and NC vehicles, equipped to tow a trailer which uses air at a positive pressure  
 115 for category NB and NC vehicles, not equipped to tow a trailer which uses air at a positive pressure  
 DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  41 
 
   
 APPENDIX 3  
‘Vehicle Stability Function’ r equirements  for c ategory ME  vehicles  
and category NC ‘Prime Movers’  
1. Definitions  
1.1. ‘Ackerman Steer Angle’  means the angle whose tangent is the wheelbase 
divided by the radius of the turn at a very low speed. 
1.2. ‘Automatically Commanded Braking ’ and ‘Selective Braking ’ events:  
1.2.1. ‘Automatically Commanded Braking’ – means a function within a complex 
electronic control system where actuation of the braking system(s) or brakes of certain axles is made for the purpose of generating vehicle retardation with or without a direct action of the driver, resulting from the automatic evaluation of on board initiated information. 
1.2.2. ‘Selective Braking’ -  means a function within a complex electronic control 
system where actuation of individual brakes is made by automatic means in which vehi cle retardation is secondary to vehicle behaviour modification.  
1.3. ‘Control Trailer’ means a ‘Semi -trailer’  in accordance with Part 3 of 
Annex  2 to this appendix. 
1.4. ‘Entrance S peed ’ (of a J -Turn test) means  the 0.5 second average of the test 
vehicle raw speed d ata, prior to any ‘Vehicle Stability Function S ervice 
Brake A pplication ’, and rounded to the nearest 1.0  km/h. 
1.5. ‘Initial B rake T emperature’  means the average temperature of the service 
brakes on the hottest ‘Axle’  of the vehicle immediately before any J -Turn  
test procedure  is executed.  
1.6. ‘J-Turn Test Course ’ means a course in accordance with Part 2 of Annex 2 
to this appendix.  
1.7. ‘Lateral A cceleration ’ means the component of the acceleration  vector  of a 
point in the vehicle perpendicular to the vehicle x -axis (longitudinal) and 
parallel to the road plane.  
1.8. ‘Oversteer ’ means a condition in which the vehicle ’s ‘Yaw R ate’ is greater 
than the ‘Yaw R ate’ that would occur at the vehicle ’s speed as result of the 
‘Ackerman Steer Angle’ . 
1.9. ‘Peak F riction C oefficient’ or ‘ PFC’ means the ratio of the maximum value 
of braking test wheel longitudinal force to the simultaneous vertical force occurring prior to wheel lockup, as the braking torque is progressively increased.  
1.10. ‘Time Zero’ means  the instant the transverse centrelin e of the  front ‘Axle’  of 
the vehicle reach es the start gate ( the line within the lane at zero degrees of 
radius arc angle – see Figure 2 in Annex 2 to this appendix).  
1.11. ‘Understeer’ means a co ndition in which the vehicle's ‘Yaw R ate’ is less 
than the ‘Yaw R ate’ that would occur at the vehicle's speed as result of the 
‘Ackerman Steer Angle’ . DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  42 
 
   
 1.12. ‘Vehicle Stability Function ’ means an electronic control function for a 
vehicle which improves the dynamic stability of the vehicle.  
A ‘Vehicle Stability Function’  include s one or both of the following:  
(a) ‘Directional Control’;  
(b) ‘Roll -over Control’. 
Control functions within a ‘Vehicle Stability Function’:  
1.12.1. ‘Directional C ontrol ’ -  means a function within a ‘Vehicle Stability 
Function’ that assists the driver, in the event of ‘U ndersteer’ and ‘Oversteer’ 
conditions, within the physical limits of the vehicle in maintaining the 
direction intended by the driver in the case of a power -driven vehicle, and 
assists in maintaining the direction of the trailer with that of the towing vehicle in the case of a trailer.  
1.12.2. ‘Roll-over C ontrol ’ -   means a function within a ‘Vehicle Stability 
Function’ that reacts to an impending roll -over in order to stabilise the 
power -driven vehicle or towing vehicle and trailer combination or the trailer 
during dynamic manoeuvres within the physical limits of the vehicle.  
1.13. ‘Vehicle Stability Function Service Brake Application’ means the time when the ‘Vehicle Stability Function’ applies a service brake pressure at any wheel for a continuous duration of at least 0.5 second of at least 34 kPa for pneumatic brake systems and at least 172 kPa for hydraulic brake systems.  
1.14. ‘Yaw Rate ’ means th e rate of change of the vehicle’ s heading angle 
measured in degrees per second of rotation about a vertical axis through the 
vehicle's centre of gravity.  
1.15. ‘Zeroing R ange ’ means  the 0.5 second time period immediately prior to 
‘Time Zero’.  
2. Functional requirements  
2.1. For each category ME vehicle and each category NC ‘Prime Mover’  
required to be equipped with a ‘V ehicle S tability Function’  as defined  
above, the following shall  apply:  
2.1.1. In the case of ‘D irectional C ontrol ’, the function must  have the ability to 
automatically control individually the speed of the  left and right wheels on 
each ‘A xle’ or an ‘A xle’ of each ‘Axle G roup’  by ‘Selecti ve Braking ’ based 
on the evaluation of actual vehicle behaviour in comparison with a determination of the vehicle behaviour demanded by the driver . 
2.1.2. In the case of ‘R oll-over Control ’, the function must  have the ability to  
automatically control the wheel speeds on at least two wheels of each ‘Axle’ 
or ‘Axle G roup ’ by ‘S elective B raking ’ or ‘A utomatically C ommanded 
Braking ’ based  on the evaluation of actual vehicle  behaviour that may lead 
to vehicle roll -over.  
2.2. To realise the functionality defined above a ‘Vehicle Stability F unction’  
must  include, in addition to ‘Selective B raking ’ and/or ‘A utomatically 
Commanded B raking ’, at least the following:  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  43 
 
   
 2.2.1. The ability to modify  engine torque  output , as necessary, to assist the driver 
in maintaining control of the vehicle or ‘Combination Vehicle’ . 
2.2.2. In the case of ‘Directional C ontrol ’: The determination of actual vehicle 
behaviour from values of yaw rate, lateral acceleration, wheel speeds, and 
from the driver's control inputs to the braking and steering systems and to the engine. Only on- board generated information may be used.  If the se 
values are not directly measured, the ‘Manufacturer’  must supply to the  
‘Administrator’  sufficient evidence of the appropriate correlation with 
directly measured values under all driving conditions (e.g. including driving in a tunnel). 
2.2.3. In the case of ‘R oll-over C ontrol ’: The determination of actual vehicle 
behaviour from values of the vertical force on the tyre(s) (or at least lateral acceleration and wheel speeds) and from the driver's control inputs to the braking system and to the engine. Only on- board generated information may 
be used. If these values are not directly measured, the ‘Manufacturer’  must 
supply to the  ‘Administrator’  sufficient evidence of the appropriate 
correlation with directly measured values under all driving conditions (e.g. including driving in a tunnel). 
2.2.4. In the case of a vehicle equipped to tow a trailer which uses air at positive pressure : the ability to apply the service brakes of the trailer via the 
respective control line(s) independently of the driver.  
2.3. When a category ME vehi cle or category NC ‘Prime Mover’  is equipped 
with a means for an operator to manually disable a mandatory ‘Vehicle 
Stability Function’ , the ‘Vehicle Stability Function’  must be automatically 
reinstated no later than when the vehicle reaches a speed of 40 k m/h and at 
the initiation of each new ignition cycle.  
2.4. When a category ME vehicle or category NC ‘Prime Mover ’ is equipped 
with a means to automatically disable a ‘Vehicle Stability Function’  required 
by this standard, to provide increased traction by  modif ying the 
functionality of the drive train, the disablement and its re -instatement must 
be automatically linked to the operation which changes the functionality of the drive train.  
2.5. In the cases permitted by clauses 2.3 and 2.4 of this appendix above, a constant yellow optical warning signal must inform the driver that the 
‘Vehicle Stability Function’  has been disabled. The yellow warning signal 
specified in paragraph 3 of this a ppendix  below may be used for this 
purpose. The warning signal must be distinct and separate from any ‘Service 
Brake System’  failure ‘Visible Indicator’  lamp provided pursuant to clause 
5.2 of this standard.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  44 
 
   
 3. Intervention and f ailure w arning s ignals  
3.1. The tell- tale for the following intervention and failure signals must  be 
identified by the text “ESC” or the symbol shown in Diagram 1 for “ Vehicle 
Stability Function Intervention/ Failure  Tell-tale”.  This tell- tale must  be 
indicated as active either when constantly ill uminated  or flashing as 
indicated below . The illumination must  be yellow.  
3.1.1. The signal must  be visible to the driver, even in daylight, such that the 
driver can easily verify the satisfactory condition of the signal without 
leaving the driver's seat.  It must  be located in the same region set out in 
clause 5.2.12 of this standard.  
3.2. Interventions of the ‘V ehicle S tability Function’  must  be indicated to the 
driver by a flashing optical warning signal fulfilling the r equirements of 
clause 3.1 of this a ppendix . The indication must  be present as long as the 
‘Vehicle S tability Function’ is in an intervention mode. 
3.2.1. Additionally, interventions by systems related to the ‘V ehicle S tability 
Function’  (including traction control, trailer stability assist, corner brake 
control, and other similar functions that use throttle and/or individual torque control to operate and share common components with vehicle stability function) may also be indicated to the driver by this flashing optical warning signal.  
3.2.2. Interventions of the ‘V ehicle S tability Function’  used in any learning 
process to determine the vehicle operational characteristics must  not 
generate the above signal.  
3.3. A ‘V ehicle S tability Function’  failure or defect must  be detected and 
indicated to the driver by an optical  warning signal fulfilling the 
requirements of clause 3.1  of this appendix . 
3.3.1. The warning signal must  be constant and remain displayed as long as the 
failure or defect persists and the ignition (start) switch is in the 'on' (run) position.  
3.3.2. A procedure for ch ecking  if a vehicle meets the requirements of this clause, 
is set out in Part 7 of Annex 1 to this appendix.  
3.4. In the case of a power -driven vehicle equipped with an electric ‘Control 
Line’  and electrically connected to a trailer with an electric ‘Control Line’  
the driver must  be warned by a specific optical warning signal with the same 
provisions as the signal defined in clause 3.1 of this a ppendix, whenever the 
trailer provides the information "VDC Active" via the data communications part of the electric ‘Control Line’ . The optical signal defined in clause 3.1 of 
this appendix  may be used for this purpose  and operate as defined in clause 
3.2 of this appendix  (note: VDC or Vehicle Dynamic Control, as defined 
within ISO 11992- 2:2003 including Amd.1:2007, is defined within this 
national standard as a ‘Vehicle Stability Function’) . DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  45 
 
   
 Diagram 1 – Vehicle Stability Function  Intervention/Failure  Tell -tale 
Note: The vehicle outline shown is not intended to be restrictive, but is the 
recommended outline. Alternative  vehicle outlines may be used in order to 
better represent the actual outline of a given  vehicle, so long as the 
distinctive ‘S’ skid mark to indicate a ‘ Vehicle Stability Function ’ is 
present.  
4. Performance requirements for category ME vehicles with a ‘GVM’  
exceeding 12 tonnes and category  NC ‘Prime Movers’  
4.1. Reference Speed  
4.1.1. Category ME  vehicles  with a ‘GVM’ exceeding 12 tonnes  and c ategory NC 
‘Prime Movers’  must satisfy the criteria of clauses 4.1.1.1 and 4.1.1.2 
below. 
4.1.1.1 The wheels of the ‘Prime Mover’ or  Omnibus  must  remain within the lane 
between the start gate (0 degrees of radius arc angle) and the end gate (120 
degrees of radius arc angle) , during at least two of each series of not more 
than four consecutive tests, conducted in accordance with clause 6.1.2 of 
Annex 1 to this appendix. 
4.1.1.2 The Reference Speed s determined for clockwise and anti -clockwise 
steering, from the tests conducted in accordance with clause 6.1.2 of Annex  1 to this appendix, must not exceed 48 km/h. 
4.2. Engine t orque  reduction  
4.2.1. Category ME  vehicles  with a ‘GVM’ exceeding 12 tonnes  and c ategory NC 
‘Prime Movers’  must satisfy the criteria  of clauses 4.2.1.1 and 4.2.1.2 
below , during at least two of each series (clockwise and anti -clockwise) of 
not more than four consecutive tests , conducted in accordance with clause 
6.2 of Annex 1 to this appendix . 
4.2.1.1 The ‘Vehicle Stability Function’  must reduce the driver -requested engine 
torque by at least 10 per  cent for a minimum continuous duration of 0.5 
second during the time period from 1.5 s econds after the vehicle crosses the 
start gate (0 degree of radius arc angle) to when it crosses the end gate 
(120 degrees of radius arc angle).  
4.2.1.2 The wheels of the ‘Prime Mover’  or Omnibus must remain within the lane 
between the start gate (0 degrees of radius arc angle) and the end gate 
(120 degrees of radius arc angle).  
DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  46 
 
   
 4.3. Directional Control and Roll -over Control r equirements  
4.3.1. Category ME vehicles with a ‘GVM’  exceeding 12 tonnes  and c ategory NC 
‘Prime Movers’  must satisfy the criteria of clauses  4.3.1.1 to 4.3.1.4 below, 
during at least six of each series (clockwise and anti -clockwise) of not more 
than eight consecutive tests, conducted in accordance with clause 6.3 of 
Annex  1 to this appendix. 
4.3.1.1 The vehicle speed measured at 3.0 seconds after the vehicle crosses the start 
gate (0 degrees of radius arc angle) must not exceed 47 km/h. 
4.3.1.2 The vehicle speed measured at 4.0 seconds after the vehicle crosses the start 
gate (0 degrees of radius arc angle) must not exceed 45 km/h. 
4.3.1.3 The wheels of the ‘Prime Mover’ or  Omnibus  must remain within the lane 
between the start gate (0 degrees of radius arc angle) and the end gate (120 degrees of radius arc angle).  
4.3.1.4 There must be ‘Vehicle Stability Function  Service Brake Application’ . DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  47 
 
   
 APPENDIX 3 – Annex 1 
‘Vehicle Stability Fun ction’ test procedures  for category ME vehicles 
with a ‘GVM’  exceeding 12 tonnes and category NC ‘Prime Movers’  
1. General t est conditions  
1.1. Ambient conditions  
1.1.1. The ambient temperature  at the test site for all J -Turn tests prescribed in this 
annex must be  between 0 °C and 40 °C. 
1.1.2. The maximum wind speed at the test site for all J -Turn tests prescribed in 
this annex must be no greater than 5 m/s.  
1.2. Road test surface  
1.2.1. All J -Turn tests prescribed in this annex must be conducted on a dry, 
uniform, solid- paved surfa ce. Surfaces with irregularities and undulations, 
such as dips and large cracks, are unsuitable.  
1.2.2. Unless otherwise ‘Approved’ , the road test surface must have a nominal1 
peak friction coefficient (PFC) of between 0.8 and 0.9, when measured 
using either:  
(a) The American Society for Testing and Materials (ASTM) E1136 –93 
(Reapproved 2003) standard reference test tyre, in accordance with 
ASTM Method E 1337–90 (Reapproved 2008), at a speed of 64.4 km/h, without water delivery; or  
(b) The k -test method specified in parag raph 1.1 of Appendix 2 t o 
Annex  13 of Revision 8 of the United Nations Regulation No. 13 
(E/ECE/324/Rev.1/Add.12/Rev.8) . 
1.2.3. Unless otherwise ‘Approved’ , the test surface for all J -Turn tests prescribed 
in this annex must have a consistent slope between level and one per cent.  
1.3. Vehicle c onditions  
1.3.1. The ‘Vehicle Stability Function’  must be  enabled for all test s, except the 
‘Vehicle Stability Function’  failure/de fect tests (see Part 7 of this annex ). 
1.3.2. All vehicle openings (doors, windows, bonnet , boot , cargo doors, etc.) shall 
be in a closed position except as required for instrumentation purposes. 
1.3.3. The tyres fitted to the vehicle must be of the size and type specif ied by the 
vehicle ‘ Manufacturer’ as original equipment for the vehicle, and must be 
inflated to the vehicle ‘ Manufacturer ’s’ recommended pressure for the 
‘GVM’ of the vehicle.  
1.3.4. The ‘Friction Elements’  of the vehicle brakes must be of the make and 
grade spe cified by the vehicle ‘Manufacturer’  as original equipment for the 
vehicle and must not be replaced during the sequence of J -turn tests 
prescribed in this annex. 
                                                 
1 The "nominal" value is understood as being the theoretical target value.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  48 
 
   
 1.3.5. In the case of a category NC ‘Prime Mover’ , each J -Turn test prescribed in 
this annex must be conducted while towing a ‘Control Trailer’ loaded such 
that the required mass and mass distribution of the ‘Prime Mover’  is 
achieved.  
1.3.6. In the case of a category NC ‘Prime Mover’ , an anti -jackknife system t hat 
allows a minimum articulation angle  of 30 degrees between the ‘Prime 
Mover’  and a ‘ Semi -trailer’  should be fitted (at the option of the 
‘Manufacturer’ ) for each test.  
1.3.7. Outriggers with a maximum mass  not exceeding 1,134 kg ( excluding 
mounting fixtures ) should be attached to each vehicle. 
1.3.8. A vehicle equipped with a differential locking mechanism, and/or a front wheel drive system that is engaged and disengaged by the driver, must be tested with these systems disengaged.  
1.3.9. Each ‘Retractable  Axle'  (where fitted ) must automatically assume the 
‘Fully -down’  position for each J -Turn test.  
1.3.10. The transmission selector control must be in a forward gear during each 
J-Turn test . 
1.3.11. A vehicle equipped with an engine braking system that is engaged and disengaged by the driver m ust be tested with the system disengaged.  
2. J-Turn Test Course specifications  
2.1. The ‘J -Turn T est Course’  consists of a straight entrance lane with a length 
of 22.9 metre s tangentially connected to a curved lane section with a radius 
of 45.7 metre s measured fro m the centre of the lane.  
2.2. For a category NC ‘Prime Mover’ , the lane width of the ‘J -Turn T est 
Course’  is 3.7 metre s. For a category ME omnibus  with a ‘GVM’ exceeding 
12 tonnes , the lane width of the ‘J -Turn T est Course’  is 3.7 metre s for the 
straight section and is 4.3 metres for the curved section. 
2.3. The start gate is the tangent point on the radius (the intersection of the straight lane and the curved lane sections) and is designated as zero degrees of radius of arc angle. The end gate is the point on the radius that is 120 degrees of radius arc angle measured from the tangent point.  
2.4. Figure 2 shows the ‘J-Turn Test C ourse ’ with the curved lane section 
configured in the anti-clockwise steering direction relative to the entrance 
lane. The course is also a rranged with the curved lane section configured in 
the clockwise steering direction relative to the entrance lane. The cones depicted in Figure  2 defining the lane width are positioned solely for 
illustrative purposes. DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  49 
 
   
 FIGURE 2  
‘J-Turn Test Course’  
(shown with curved lane section in the anti -clockwise direction)  
 
 
3. Control t railer s pecifications  
3.1. The ‘Control Trailer’ is an un- braked, flatbed ‘Semi -trailer’  with one ‘Axle’  
with a ‘GALR’  of at least 8 ,000 kg.  
3.2. The distance from the ‘Point of Articulation’  to the transverse centreline of 
the ‘Axle’  of the ‘Control Trailer’, must be at least 6,400 mm, but no more 
than 7,010 mm. 
3.3. The ‘Control Trailer’ is equipped with outriggers with a maximum mass  not 
exceeding 1,134 kg ( excluding mounting fixtures ). 
4. Pre-test procedures  
4.1. Establishing the vehicle t est m ass 
4.1.1. A category NC ‘Prime Mover’  must be loaded to ‘GVM ’ by coupling it to a 
‘Control Trailer’ loaded with ballast.  
4.1.1.1 The centre of gravity of this ballast must be directly above the kingpin of 
the ‘Control Trailer’.  The height of the centre of gravity of the ballast on the 
‘Control Trailer’ must be less than 610 mm above the top of the ‘Prime Mover’s’ ‘
Fifth Wheel Assembly ’. 
4.1.1.2 In the  case of a ‘Prime Mover’  with an adjustable ‘Fifth Wheel Assembly’ , 
the ‘Fifth Wheel Assembly’  must be adjusted to proportionally distribute the 
load on each of the ‘Prime Mover’s’  ‘Axle(s)’, according to the ‘GALR’  of 
each ‘Axle’ , without exceeding the ‘GALR ’ of any ‘Axle’ . 
DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  50 
 
   
 4.1.1.3 If the ‘Fifth Wheel Assembly’  cannot be adjusted to enable the ‘P rime 
Mover’  (with test driver and instrumentation on board) to be loaded to its 
‘GVM’, without exceeding the ‘GALR ’ of any ‘Axle’ , the ballast on the 
‘Control Trailer’ shall be reduced until each ‘GALR’  is no longer exceeded , 
while maintaining the distribu tion of load between the ‘Axle(s)’ of the 
‘Prime Mover’  as close as possible to the optimum. 
4.1.2. A category ME omnibus with a ‘GVM’ exceeding 12 tonnes must be  loaded 
with a test driver, test instrumentation, outriggers (see clause 1.3.7 of this 
annex ), ballast, and a simulated occupant in each of the vehicle's designated 
seating positions. O ccupant loads shall be simulated  by securing 68 kg  of 
ballast in each occupant seating position. This shall be achieved in one of two ways:  
(a) A 68 kg ballast mass sh all be placed to have its centre of gravity 
100 mm above and 100 mm forward of the ‘Seating Reference Point’  
(otherwise known as R Point) for each occupant seating position. It shall be fixed rigidly and securely so that it does not break away during J-Turn testing.  
(b) An anthropomorphic ballast with dimensions in accordance with Figure  3 and a mass of 68 kg, shall be placed in each occupant seating 
position. This ballast shall be restrained using the ‘Seatbelt Assembly’  
provided for each occupant seating posi tion. 
FIGURE 3  
Dimensions for the anthropomorphic ballast  
 
 
4.1.2.1 If the simulated occupant loads result in the omni bus being loaded to less 
than its ‘GVM’, additional ballast is added to the omni bus in the following 
manner until the omni bus is loaded to its ‘G VM’ without exceeding any 
‘GALR’ : First, 7kg of ballast for each passenger is secured above each 
passenger where there is a luggage compartment else under the seat of each passenger;  second, ballast is added to the lowest baggage compartment  
under the vehi cle. 
DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  51 
 
   
 4.1.2.2 If the simulated occupant loads result in the ‘GALR’  of any ‘Axle’  being 
exceeded or the ‘GVM’ of the omnibus  being exceeded, simulated occupant 
loads  shall be removed until the ‘GVM’ and each ‘GALR’  are no longer 
exceeded.  
4.2. Mass e stimation c ycle 
4.2.1. A mass estimation procedure for the ‘ Vehicle Stability Function ’ may be 
performed in  accord ance with the vehicle ‘Manufacturer’s’  instructions. 
This procedure may  be repeated if an ignition cycle occurs or is needed at 
any time between the initiation and comple tion of the J -turn test procedures 
prescribed in Part 6 of this a nnex. 
4.3. Tyre c onditioning 
4.3.1. The tyre s must be conditioned to wear away mould sheen and achieve 
operating temperature immediately before beginni ng the J -Turn test s. The 
test vehicle is driven around a circle 45 ± 5 metre s in rad ius at a speed that 
produces a ‘Lateral A cceleration ’ of approximately 0.1g for two clockwi se 
laps followed by two anti -clockwise laps.  
4.4. Brake burnishing 
4.4.1. The brakes may be burnished using any  number of brake applications 
recommended by the vehicle ‘Manufacturer’ . The brakes may be adjusted 
up to three times during the burnishing procedure, at intervals specified by 
the vehicle ‘Manufacturer’ , and may be adjusted at the conclusion of the 
burnis hing, in accordance with the vehicle ‘Manufacturer’s’  
recommendation.  
5. Brake t emperature conditioning and m onitoring 
5.1. The individual brake temperatures must be between 66 °C  and 204 °C for 
each J -turn test prescribed in Part 6 of this annex.  
5.2. The brakes shall  be warmed up to temperatures within the required 66 °C  to 
204 °C  range by subjecting the vehicle to a number of sequential brake 
applications. 
5.3. If the temperature of any brake exceeds  204 °C  during J -turn testing,  a cool 
down period shall be observed until the temperature of each individual brake is within the required  66 °C  to 204 °C  range . 
5.4. If the temperature of any individual brake falls  below 66 °C  during J -turn 
testing,  a series of sequential brake applications  shall be  conducted until the 
temperature of each individual brake is within the required  66 °C  to 204 °C  
range . 
5.5. Except as provided in clause 5.5.1 below, individual brake temperatures  
must be  measured by a plug -type thermocouple  installed at approximately 
1.0 mm depth in the approximate cent re of the facing length and width of 
the most h eavily loaded shoe or disc pad of each  brake.  A second 
thermocouple may be installed at the beginning of the test sequence if the lining wear is expected to reach a point causing the first thermocouple to contact the rubbing surface of a drum or rotor. This  second thermocouple 
should be  installed at a depth of approximately 2.0 mm and located within DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  52 
 
   
 25.4 mm circumferentially of the thermocouple installed at 1.0 mm depth. 
For centre -grooved shoes or pads, the th ermocouples should be  installed 
within 3.2 mm to 6.4 mm of the groove and as close to the centre of the facing length as possible.  
5.5.1. A different method may be used to measure the individual brake temperatures, if it can be shown to be sufficiently accurate, for the purposes of this annex, in determining the temperature at the approximate centre of the facing length and width of the most heavily loaded shoe or disc pad of each brake.  
6. J-Turn t est p rocedures  
The vehicle must be  subjected to multiple series of tests using the ‘J -Turn 
Test Course’ . The vehicle travels through the course by driving down the 
entrance lane, crossing the start gate at the designated entrance speed, turning through the curved lane section, and crossing the end gate, while the driver a ttempts to keep all of the wheels of the vehicle within the lane.  
6.1. Reference Speed t ests 
The vehicle must be  subjected to a series of J -Turn test s to determine the 
Reference Speed for each steering direction. The Reference Speed is  used in 
the Engine Torque  Reduction Tests, and the Directional Control and 
Roll-over Control Tests . 
6.1.1. Preliminary Reference Speed determination  
6.1.1.1 The vehicle must be  subjected to two series of test s using the ‘J -Turn T est 
Course’ at increasing ‘Entrance S peeds ’. One series must be conducted 
using  clockwise steering, and the other series anti -clockwise steering.  
6.1.1.2 During each test, the driver attempts to maintain the selected ‘Entrance 
Speed ’ throughout the ‘J -Turn T est Course’ . 
6.1.1.3 The required  ‘Entrance Speed’ (± 2  km/h) for the first test of each series 
may be determined  by the ‘Manufacturer’ , using the expression:  
  45.7 a  3.6  V1 ××≤  
where:  
V1 = ‘Entrance Speed’ for the first test in a series (in km/h ) 
a = the minimum ‘Lateral A cceleration ’ (not to exceed 
3.89 m/s2) at which the ‘Manufacturer ’ anticipates , 
‘Vehicle Stability Function Service Brake Application’ may occur (in m/s
2) 
Otherwise (i.e. where not determined as per the above expression by the ‘Manufacturer’ ), the ‘Entrance Speed’ for the first test in each series must 
be 32 km/h ± 2 km/h.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  53 
 
   
 6.1.1.4 The ‘Entrance Speed’ shall be increment ally increased by up to 2 km/h for 
each subsequent test until ‘Vehicle Stability Function  Service B rake 
Application ’ occurs or any of the wh eels of the power driven vehicle depart 
the lane. The ‘Entrance S peed ’ at which ‘Vehicle Stability Function  Service 
Brake A pplication ’ occurs is the Preliminary Reference Speed.  
6.1.1.5 The Preliminary Reference Speed must be  determined for each direction: 
Clockwise steering and anti-clockwi se steering. During any test , if any of 
the wheels of the power driven vehicle  depart the lane at any point within 
the first 120 degrees of radius arc angle, the test shall be repeated at t he 
same ‘Entrance S peed ’. If any of the wheels of the power driven vehicle  
depart the lane again, then four consecutive test s shall be  repeated at the 
same ‘Entrance Speed’ less 1 km/h.  
6.1.2. Reference Speed determination  
6.1.2.1 Two series of test s must be performed us ing the ‘J -Turn T est Course’,  at the 
Preliminary Reference Speed (± 2 km/h)  determined in clause 6.1.1 above, to 
determine the Reference Speed. One  series shall consist of up to four 
consecutive test s performed using anti-clockwise steering. The other  series 
shall consist  of up to four consecutive test s performed using clockwise 
steering.  
6.1.2.2 During each test , the driver attempts to maintain a speed equal to the 
Preliminary Referen ce Speed throughout the ‘J -Turn T est Course’ . The 
Reference Speed is the minimum ‘ Entrance S peed ’ at which ‘Vehicle 
Stability Function  Service B rake A pplication ’ occurs for at least two of not 
more than four consecutive test s within each series conducted at the same 
‘Entrance S peed ’ (within ± 2 km/h). 
6.1.2.3 The Reference Speed must be  determined for each direction: clockwise 
steering and anti -clockwise steering. If ‘Vehicle Stability Function  Service 
Brake A pplication ’ does not occur during at least two test s within either 
series, the Preliminary Reference Speed shall be increased by  up to 2 km/h, 
and the procedure in this section repeated.  
6.2. Engine t orque r eduction t ests 
6.2.1. Two series of test s must be performed using the  ‘J-Turn T est Course’,  at the 
Reference Speed (± 2 km/h)  determined in clause 6.1.2 above . One  series 
shall consist  of up t o four consecutive test s performed using anti -clockwise 
steering. The other  series shall consist of up to four consec utive test s 
performed using clockwise steering.  
6.2.2. During each test , the driver must fully depress the accelerator pedal from the 
time when th e vehicle crosses the start gate until the vehicle reaches the end 
gate.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  54 
 
   
 6.3. Directional Control and Roll-over Control t ests 
6.3.1. Two series of tests must  be performed as follows using the ‘ J-Turn Test 
Course ’. One  series shall consist of up to eight  consecu tive tests performed 
using anti -clockwise steering. The other  series shall consist of up to eight  
consecutive tests performed using clockwise steering. T he ‘Entrance Speed’ 
for each test in each of these test series (clockwise steering and 
anticlockwise steerin g) must be at least , the greater of:  
(a) 1.25 × the Reference Speed (see clause 6.1.2 above);  or 
(b) 48 km/h. 
6.3.2. The brake temperatures shall be  monitored and the ‘Initial Brake 
Temperature’  confirmed to be between 66 °C and 204 °C. If the ‘Initial 
Brake Temperature’  is not between 66 °C and 204 °C, the brake 
temperatures  shall be  adjusted in accordance with Part 5 of this annex . 
6.3.3. During each test, the driver must  not release the accelerator pedal until after 
the ‘Vehicle Stability Function Service Brake Application’  has slowed the 
vehicle b y more than 4.8 km/h below the ‘Entrance S peed ’. 
7. ‘Vehicle Stability Function’  failure/ defect  test p rocedures  
7.1. Simulate one or more ‘Vehicle Stability Function’  failure (s) or defect(s)  by 
disconnecting the power source to any ‘Vehicl e Stability Function’  
component, or disconnecting any electrical connection between ‘Vehicle 
Stability Function’  components (with the vehicle power off). When 
simulating a ‘Vehicle Stability Function’  failure or defect , the electrical 
connections for the t ell-tale lamp(s) are not disconnected.  
7.2. With the vehicle initially stationary and the ignition locking system in the “Lock” or “Off” position, activate the ignition locking system to the “Start” position and start the engine. Place the vehicle in a forward gear and 
accelerate to 48 ± 8 km/h. Drive the vehicle for at least two minutes including at least one left and one right turning manoeuvre and at least one service brake application. Verify that, within two minutes of attaining this speed, the ‘Vehicle Stability Function’  failure/defect  indicator illuminates in 
accordance with clause 3.3 of Appendix 3 of this standard.  
7.3. Stop the vehicle, deactivate the ignition locking system to the “Off” or “Lock” position. After a five -minut e period, activate the vehicle’ s ignition 
locking system to the “Start” position and start the engine. Verify that the ‘Vehicle Stability Function’  failure/defect  indicator again illuminates to 
signal a failure/defect  and remains illuminated as long as the engine is 
running until the fault is corrected.  
7.4. Deactivate the ignition locking system to the “Off” or “Lock” position. Restore the ‘Vehicle Stability Function’  to normal operation, activate the 
ignition system to the “Start” position and start the engine. Verify that the tell-tale has extinguished. DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  55 
 
   
 8. Data p rocessing  
8.1. Raw vehicle speed data must be  filtered with a 0.1 second running average 
filter.  
8.2. The torque data collected from the vehicle communication network or 
CAN bus as a digital signal must not be  filtered.  
8.3. The torque data collected  from the vehic le communication network or 
CAN bus as an analogue signal must be  filtered with a 0.1- second running 
average.  
8.4. The time measurement for the J -Turn test procedure  must be  referenced to  
‘Time Zero’.  
8.5. Raw service brake pressure measurements must be  zeroed (calibrated). 
Zeroed brake pressure data must be  filtered with 0.1 second running average 
filters. Zeroed and filtered brake pressure data must be  dynamically of fset 
corrected using a ‘Zeroing R ange ’. DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  56 
 
   
 TABLE 7  
SUMMARY OF VEHICLE STABILITY FUNCTIO N TESTS  
Tests and Procedures  Vehicle Category  Initial 
Speed 
(km/h)  Vehicle 
Mass Transmission 
Condition(s)  
Preliminary Reference 
Speed Determination  ME (> 12 tonnes ‘GVM’  only) * 
NC ( ‘Prime Movers’ only) ** See text 
(clause 
6.1.1)  M D 
Reference Speed 
Determination  ME (> 12 tonnes ‘GVM’  only) * 
NC ( ‘Prime Movers’ only) ** See text 
(clause 6.1.2)    
Engine Torque 
Reduction Tests  ME (> 12 tonnes ‘GVM’  only) * 
NC ( ‘Prime Movers’ only) ** Reference 
Speed ± 2    
Directional and 
Roll-over Control Laden 
Effectiveness Tests  ME (> 12 tonnes ‘GVM’  only) * 
NC ( ‘Prime Movers’ only) ** ≥ 1.25 × 
Reference Speed    
 * excluding any ‘Articulated Omnibus’ , any ‘Route Service Omnibus’ , and any vehicle designed for 
off-road use (refer Appendix 1 for definition)  
** excluding any ‘Prime Mover’  with four or more axles, and any vehicle designed for off -road use 
(refer Appendix 1 for definition)  
“M” means ‘Maximum Loaded Test Mass 35/...’  
“D” means transmission control in “drive” position appropriate to test speed and eng ine/motor connected  
 DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  57 
 
   
 APPENDIX 4  
Electrical requirements for all vehicles equipped to tow a trailer 
with an ‘ATM’ greater than 4.5 tonnes  
1. Electrical supply system requirements  
1.1. The vehicle m ust have a permanent electrical supply system for connection 
to trailers using a special connector conforming to ISO 7638- 1:2003 
configured for 24 volt operation or ISO 7638- 2:2003 configured for 12 volt 
operation. The power supply must provide DC current having a nominal 
voltage level of 12 volts or 24 volts. 
1.2. Each  ISO 7638 connector must be wired to have the following functions:  
Contact  1  +ve high current trailer solenoid valve supply ; 
Contact  2  +ve low current trailer electronic unit supply ; 
Contact  3  -ve low current trailer electronic unit supply ; 
Contact  4  -ve high current trailer solenoid valve supply ; and  
Contact  5  trailer warning signal , switched to - ve (e. g. contact 3 or contact  
4) upon f ault detection.  
1.3. Either the optical warning lamp specified in clause 1.2 of APPENDIX 2  or 
an additional yellow optical warning signal (appropriately labelled) must light up whenever contact  5 of an ISO 7638 connector  is connected to 
ground or a - ve connector.  
1.4. The power supply provided by an ISO 7638 connector must  be used 
exclusively for braking and running gear functions and that required for the transfer of trailer related information not transmitted via an  electric ‘ Control 
Line’. 
1.4.1. However, in all cases, whenever power supplied by an  ISO 7638 connector 
is used for the functions defined in this clause above, the braking system must  have priority and be protected from an overload external to the braking 
system. This protection must  be a function of the braking system. The 
power supply for all other functions must  use other measures.  
2. Electric 
‘Control Line’  requirements  
2.1. Where the vehicle also provides an electric ‘Control Signal’  via an electric 
‘Control Line’ : 
2.1.1. The communication s via the electric ‘Contr ol Line ’ must  conform to 
ISO 11992- 1:2003 and ISO 11992- 2:2003 including its amendment 1:2007 . 
2.1.2. The electric ‘Control Line’  must  be a point -to-point type using a  seven 
contact  connector in accordance with ISO  7638 -1:2003 or ISO 7638 -2:200 3; 
as per  which , contact 6 must  be wired  for the CAN_H signal  and contact 7 
must  be wired  for the CAN_L signal.  DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  58 
 
   
 2.1.3. The electric ‘Control Line’  must meet the requirements of 
ISO 11992- 1:2003, including:  
(a) The wiring must be an unshielded twisted pair ; and 
(b) The maximum cable length of the electric ‘Control Line’  within the 
vehicle must  not exceed 1 5 m and the bus capacitance of the cable must  
not exceed 750 pF.  
2.2. The data contacts of an  ISO 7638 connector  incorporating an electric 
‘Control Line’  must  be used to transfer information exclusively for braking 
(including the  ‘Vehicle Stability Function’ and ‘Antilock System’ ) and 
running gear (steering, tyres and suspension) functions as specified in 
ISO 11992- 2:2003.  
2.2.1. The braking functions have priority and must  be maintained in the normal 
and failed modes. The transmission of running gear information must  not 
delay braking functions. 
2.3. When a power -driven vehicle is equipped with an electric ‘Control Line’  
and electrically connected to a trailer equipped wit h an electric ‘ Control 
Line’ , a continuous failure (> 40 ms) within the electric ‘Control Line’  must  
be detected in the power -driven vehicle and must  be signalled to the driver 
by a yellow  optical warning signal appropriately labelled and located in 
accord ance with clause 5.2.12 of this standard, when such vehicles are 
connected via the electric ‘ Control Line ’. 
 DRAFT Australian Design Rule 35/06 Commercial Vehicle Brake Systems  59 
 
   
 APPENDIX 5  
Additional requirements for certain vehicles equipped with an 
‘Endurance Braking System’ and/or an ‘E lectric R egenerative 
Braking System of C ategory A ’ 
1. Definitions  
1.1. ‘Electric R egen erative B raking  System ’ means a ‘Brake System ’ which, 
during deceleration, provides for the conversion of vehicle kinetic energy 
into electrical energy.  
1.2. ‘Electric R egenerative Braking System  of C ategory A’ means an ‘ Electric 
Regenerative Braking S ystem’ which is not part of the ‘Service Brake 
System’ . 
1.3. ‘Endurance Braking S ystem’ means an additional ‘Brake System ’ having the 
capability to provide and to maintain a braking effect over a long per iod of 
time without a significant reduction in performance. The term ‘Endurance Braking S ystem’ covers the complete system including the ‘Control’  device. 
1.3.1. The ‘ Endurance Braking S ystem’ may comprise a single device or a 
combination of several devices. Each device may have its own ‘Control’ . 
2. Requirements  
2.1. Each vehicle equipped with an ‘ Endurance Braking System’ and/or an 
‘Electric R egene rative Braking S ystem of  Category A’  must generate the 
signal necessary to illuminate the stop lamps, when the retardation generated by the ‘ Endurance Braking S ystem’ and/or ‘Electric Regenerative 
Braking S ystem’ exceeds 1.3 m/s
2.