HVNL reform implementation

A review of the Heavy Vehicle National Law (HVNL), led by the National Transport Commission (NTC), commenced in 2019 and aimed to update the existing law to improve safety and productivity for Australia’s heavy vehicle sector. The review identified a series of reform options to enhance the effectiveness of the HVNL for governments, industry and the broader community.

This process resulted in the development of the Heavy Vehicle National Law Amendment Bill 2025 and the Heavy Vehicle National Amendment Regulations 2025 (together, the 2025 Amendment Package), which was passed without amendment by Queensland Parliament on 18 November 2025.

The amended HVNL is expected to commence in mid-2026.

Resources

The NHVR is actively preparing for the implementation of the new law, to ensure a smooth transition for industry and regulatory partners.

As more information becomes available, this page will be updated to include:

  • Details of the new law and regulations
  • Implementation timeframes 
  • Guidance and support material for industry and road managers.

In the meantime, you can:

What is changing?

Heavy Vehicle Accreditation (HVA)

  • New tiered accreditation framework introduced: General Safety Accreditation (GSA) and Alternative Compliance Accreditation (ACA).
  • GSA established as the core accreditation requirement; ACA provides flexible alternative compliance pathways.
  • Transition period up to three years where NHVAS and HVA run concurrently; operators transition on expiry of current accreditation or earlier by choice.
  • NHVAS will no longer accept new applicants once the amended law commences.
  • HVA embeds the Safety Management System (SMS) directly into application and audit processes, supported by the National Audit Standard (NAS).
  • Alternative Compliance Hours standard replaces both Basic Fatigue Management (BFM) and Advanced Fatigue Management (AFM).
  • Read more about the NHVAS transition to HVA scheme.

Audits

  • NAS enables impartial audits of SMS and accreditation requirements under GSA and ACA.
  • Up to three audits for new entrants (entry, initial compliance, compliance); initial compliance audit may be waived if all PSOE (Present, Suitable, Operating, and Effective) elements are demonstrated at entry.
  • One compliance audit per accreditation period, conducted within the final 9–1 months before expiry.
  • Operators are expected to conduct ongoing internal audits and maintain evidence to support regulatory assurance.

Safety Management System (SMS)

  • Single, outcome-focused SMS standard with defined auditable evidence requirements.
  • Five core SMS outcomes: Leadership & Commitment, Risk Management, People, Assurance & Improvement, Safety Systems.
  • SMS must be scalable and proportionate to operator size, complexity, and risk.
  • Regulator must be satisfied that SMS complies with the SMS Standard.

Unfit to Drive

  • Duty expanded: drivers must not drive if unfit for any reason (physical/mental illness, injury, drugs, alcohol, fatigue).
  • Legal authority empowers drivers to refrain from, or stop driving when unfit.
  • Supports proactive health and fitness management and aligns with WHS Act 2011 obligations.

Written and Electronic Work Diaries (WWD and EWD)

  • Updates align with amended HVNL, including:
    • Alternative Compliance Accreditation - Fatigue and Alternative Compliance Hours.
    • Simplified driver record-keeping.
    • Incorporation of the Unfit to Drive duty.
    • Minor updates to definitions.

Mass, Dimension and Loading

  • General Mass Limits (GLM) updated to align with Concessional Mass Limits (CML).
  • Vehicle length limit increased from 19m to 20m.
  • Euro VI concessions expanded to include road trains.
  • Updated tag trailer tow mass ratios and operating conditions.

Draft standards and guidelines

As part of the HVNL reform, heavy vehicle accreditation is transitioning from a prescriptive, compliance-based system to a risk-based approach focused on safety management. To support this shift, the National Transport Commission (NTC) has developed key documents, including:

  • SMS Standard: Outlines performance outcomes for compliant safety management systems.
  • Schedule 1 – SMS Evidence Requirements: Details evidence expectations and supports the NHVR’s assessment process.
  • Standard for Alternative Compliance Hours: Establishes a framework for alternative fatigue compliance and the use of the Risk Classification System.
  • Ministerial Guidelines for Heavy Vehicle Accreditation (Ministerial Guidelines): Directs the NHVR’s accreditation decisions.

To support these documents, the NHVR has developed the National Audit Standard (NAS) to provide a nationally consistent audit framework founded on contemporary, safety-focused principles. The NAS enables impartial audits of safety management systems and accreditation requirements under both General Safety Accreditation and Alternative Compliance Accreditation, ensuring audits contribute to ongoing safety improvements. The NAS incorporates key elements from the existing National Heavy Vehicle Accreditation Scheme Business Rules and Standards, as well as the Audit Framework and Code of Conduct, while introducing enhanced measures to reinforce its focus on safety outcomes.

The NAS was released alongside the Ministerial Guidelines and the SMS Standard for public consultation, which closed on 1 December 2025.

The NTC and NHVR have reviewed submissions and are working with governments to finalise the instruments for ministerial approval.

Draft amendments to the Heavy Vehicle Mass, Dimension and Loading National Regulation

Consultation on draft amendments to the Heavy Vehicle (Mass, Dimension and Loading) National Regulation (MDL) has now closed.

  • Increase to General Mass Limits (GML): The maximum mass available under GML will increase to align with the current Concessional Mass Limits (CML). Buses will not be eligible to access the increased GML.
  • Euro VI mass concessions: The Australian Government introduced ADR 80/04, aligning with the European Euro VI emissions standard. As ADR 80/04 vehicles incorporate more advanced emissions systems and are generally heavier than earlier models, the Heavy Vehicle (Mass, Dimension and Loading) National Regulations were amended to provide increased mass limits for these vehicles.
  • Length increase: The maximum length for general access vehicles, currently limited to 19 metres, will increase to 20 metres.

The NTC is reviewing submissions and will work to finalise the regulation for ministerial approval, in readiness for mid-2026 as part of the broader HVNL reform package.

To read more, visit the NTC website.

Euro VI (ADR 80/04) heavy vehicle emissions and mass provisions

The Australian Government introduced a new emissions standard for new heavy vehicles last year through Australian Design Rule (ADR) 80/04, which aligns with the European Euro VI standard.

To meet this higher emissions standard, ADR 80/04 vehicles incorporate additional and more advanced emissions systems. As a result, these vehicles are generally heavier than equivalent ADR 80/03 (Euro V) and earlier models.

In response, the Heavy Vehicle (Mass, Dimension and Loading) National Regulations were amended to increase mass limits for ADR 80/04 heavy vehicles. 

Current regulatory position

An issue has been identified in the Heavy Vehicle (Mass, Dimension and Loading) National Regulations that affects the operation of the Euro VI mass exception. In its current form, the legislation does not fully reflect the approved policy intent of the reform.

This issue is being addressed by the National Transport Commission (NTC), and amendments to the legislation are intended.

NHVR approach

The NTC has confirmed that the policy intent behind this regulation is that Euro VI vehicles may have up to 500kg additional mass distributed across the steer and drive axles, provided a 315mm tyre is fitted to the steer axle if this axle is loaded to more than 6.5 tonnes and no manufacturers' ratings are exceeded. 

While amendments are being made, the NHVR will administer and enforce the Euro VI mass provisions in line with the approved policy intent. This includes providing advice to our on-road Safety and Compliance Officers and updating the processes for operators to obtain PBS Vehicle Approvals that make use of the approved policy intent. This approach provides clarity and consistency for industry during the interim period. 

Further updates will be provided as amendments progress. For more information, see Euro VI vehicle mass transfer allowance.