‘Changes must align with global rules’
The Motor Industry Association (MIA) is backing the proposed mandate of new safety features for imported light vehicles but says the rules need to be introduced over a “realistic transition period”.
As part of its submission on the government’s plans, it is calling on officials to harmonise implementation dates with major jurisdictions, particularly the Australian Design Rules (ADRs), or adopt later dates.
Aimee Wiley, chief executive, says each safety standard should also include a minimum two-year lead-in period between the new-model introduction date and the all-models date.
“The MIA and its members have long supported the introduction of modern safety technologies that align with established international standards,” she adds.
“Ensuring that New Zealand’s regulatory requirements are consistent with key source markets is essential for certainty, compliance and the timely availability of safe vehicles to consumers.”
She continues that the MIA wants the updated Land Transport Rules to explicitly reference the applicable international standards for each safety feature, rather than only providing the high-level descriptions used in NZTA’s consultation document.
“Manufacturers rely on certainty and specificity. Clear identification of the minimum required standard for each safety feature is essential to ensure compliance and to support in-service inspection regimes, including confirmation that system malfunction indicator lamps operate correctly,” explains Wiley, pictured.
The MIA’s submission notes anti-lock braking systems (ABS) and electronic stability control (ESC) are already mandated in New Zealand for light passenger vehicles. Therefore, the only action required is to reference the appropriate minimum international standard.
It describes autonomous emergency braking (AEB) as a highly effective safety system that is already widely fitted voluntarily by importers.
The MIA supports mandating AEB for light vehicles, excluding motorcycles, aligned with UN Regulation No. 152 (R152) and ADR 98/01, which deems R152 (01 series) technically equivalent.
Core functional requirements under UN R152 include being able to detect imminent forward collisions, provide driver warnings, apply braking automatically to avoid or mitigate collisions, permit driver override at any time and to ensure safe vehicle operation in case of system failure.
Wiley highlights there is no mandate for emergency lane-keeping system (ELKS) technology in Australia, Japan, or the US. Europe mandated ELKS under EU 2021/646 from July 2022, with a two-year delay allowed for vehicles equipped with hydraulic power steering.
The submission notes Australia consulted on ADR 107/00 (ELKS) this year and proposed implementation dates are November 1, 2027, for new models and a year later for all new vehicles.
“However, Japan is unlikely to mandate ELKS until 2029 or 2031, and US development of a Federal motor Vehicle Safety Standard remains behind schedule,” adds Wiley.
“The MIA does not believe that automatic lane-keep systems such as those defined in UN R157 are appropriate for mandatory fitment in New Zealand at this time and must be considered as out of scope of this proposal.
“New Zealand should adopt ELKS only when all major source markets have mandated it, to avoid disadvantaging consumers through reduced model availability or increased costs.”
Lane departure warning systems are widely and voluntarily adopted in New Zealand’s light vehicle imports. The MIA supports mandating such technology for all light vehicles except motorcycles and mopeds, provided the rule references the correct international standards.
It adds acoustic vehicle alerting systems (AVAS) are also widely adopted internationally for quiet vehicles and it backs introducing this for models that operate silently or with minimal propulsion noise. “Some hybrid vehicles generate sufficient internal combustion noise at low speeds and therefore may not require AVAS,” says Wiley.
She notes international standards do not yet include L-category vehicles, so the requirement should exclude motorcycles and mopeds.
Heavy vehicle proposals
Wiley raised similar issues in her feedback to the government about mandating safety features for imported heavy vehicles.
“We are concerned that the consultation material does not specify the exact international regulations that NZTA intends to adopt,” she says.
“To support compliance and reduce ambiguity, the MIA expects the Land Transport Rule to present the required international standards for each feature, including applicable series amendments, exemptions and scope definitions.”
She notes nothing in the proposal pertains to on-road agricultural machinery or construction equipment, and says these should remain out of scope, consistent with international regulatory practice.
The MIA also recommends all introduction dates for heavy vehicle standards align with, or occur later than, the equivalent ADR requirements, with a minimum two-year window between introducing rules for new units and then applying them to all models.
