{"id":"F2006L02687","name":"Vehicle Standard (Australian Design Rule 10/00 – Steering Column) 2006","slug":"vehicle-standard-australian-design-rule-10-00-steering-column-2006","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":59953,"registerId":"commonwealth-F2006L02687-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"Vehicle Standard (Australian Design Rule 10/00 – Steering Column) 2006","content":"![Commonwealth Coat of Arms of Australia](image.001.png)\n\nVehicle Standard (Australian Design Rule 10/00 – Steering Column) 2006\n\nI, JAMES ERIC LLOYD, Minister for Local Government, Territories and Roads, determine this vehicle standard under subsection 7 (1) of the Motor Vehicle Standards Act 1989.\n\nDated 31 July 2006\n\n\\[SIGNED\\]\n\nJames Eric Lloyd\n\nMinister for Local Government, Territories and Roads\n\nCONTENTS\n\n0. legislative provisions.............................................3\n\npurpose and SCOPE.....................................................3\n\nAPPLICABILITY......................................................3\n\n10.1. DEFINITIONS..................................................4\n\n10.2. REQUIREMENTS...............................................5\n\n10.3. EXEMPTION FROM TEST REQUIREMENTS.......................5\n\n10.4. ALTERNATIVE STANDARDS....................................5\n\n  \n\n0. legislative provisions\n\n0.1. NAME OF STANDARD\n\n0.1.1. This Standard is the Vehicle Standard (Australian Design Rule 10/00 – Steering Column) 2006.\n\n0.1.2. This Standard may also be cited as Australian Design Rule 10/00 — Steering Column.\n\n0.2. COMMENCEMENT\n\n0.2.1. This Standard commences on the day after it is registered.\n\n0.3. REPEAL\n\n0.3.1. This Standard repeals each vehicle standard with the name Australian Design Rule 10/00 — Steering Column that is:\n\n1.  made under section 7 of the Motor Vehicle Standards Act 1989; and\n2.  in force at the commencement of this Standard.\n\n0.3.2. This Standard also repeals each instrument made under section 7 of the Motor Vehicle Standards Act 1989 that creates a vehicle standard with the name Australian Design Rule 10/00 — Steering Column, if there are no other vehicle standards created by that instrument, or amendments to vehicle standards made by that instrument, that are still in force at the commencement of this Standard.\n\npurpose and SCOPE\n\nThis Australian Design Rule (ADR) is part of the Australian motor vehicle standards system and is a national standard for the purposes of the Motor Vehicle Standards Act 1989.\n\nThe function of this Australian Design Rule is to minimise crushing or penetrating injuries to drivers due to the \\`Steering Column’ as a result of frontal impact.\n\nAPPLICABILITY\n\nThis ADR applies to the design and construction of vehicles as set out in the table here under.\n\n  \n\n| Vehicle Category                              | ADR Category Code [*] | UNECE Category Code * | Manufactured on or After | Acceptable Prior Rules |\n| --------------------------------------------- | --------------------- | --------------------- | ------------------------ | ---------------------- |\n| Moped 2 wheels                                | LA                    | L1                    | Not Applicable           |                        |\n| Moped 3 wheels                                | LB                    | L2                    | Not Applicable           |                        |\n| Motor cycle                                   | LC                    | L3                    | Not Applicable           |                        |\n| Motor cycle and sidecar                       | LD                    | L4                    | Not Applicable           |                        |\n| Motor tricycle                                | LE                    | L5                    | Not Applicable           |                        |\n| Passenger car                                 | MA                    | M1                    | 1 July 1988              | Nil                    |\n| Forward-control passenger vehicle             | MB                    | M1                    | Not Applicable           |                        |\n| Off-road passenger vehicle                    | MC                    | M1                    | Not Applicable           |                        |\n| Light omnibus                                 | MD                    | M2                    |                          |                        |\n| up to 3.5 tonnes ‘GVM’ and up to 12 seats     | MD1                   |                       | Not Applicable           |                        |\n| up to 3.5 tonnes ‘GVM’ and more than 12 seats | MD2                   |                       | Not Applicable           |                        |\n| over 3.5 tonnes and up to 4.5 tonnes ‘GVM’    | MD3                   |                       | Not Applicable           |                        |\n| over 4.5 tonnes and up to 5 tonnes ‘GVM’      | MD4                   |                       | Not Applicable           |                        |\n| Heavy omnibus                                 | ME                    | M3                    | Not Applicable           |                        |\n| Light goods vehicle                           | NA                    | N1                    | Not Applicable           |                        |\n| Medium goods vehicle                          | NB                    | N2                    |                          |                        |\n| over 3.5 tonnes up to 4.5 tonnes ‘GVM’        | NB1                   |                       | Not Applicable           |                        |\n| over 4.5 tonnes up to 12 tonnes ‘GVM’         | NB2                   |                       | Not Applicable           |                        |\n| Heavy goods vehicle                           | NC                    | N3                    | Not Applicable           |                        |\n| Very light trailer                            | TA                    | O1                    | Not Applicable           |                        |\n| Light trailer                                 | TB                    | O2                    | Not Applicable           |                        |\n| Medium trailer                                | TC                    | O3                    | Not Applicable           |                        |\n| Heavy trailer                                 | TD                    | O4                    | Not Applicable           |                        |\n\n1.  DEFINITIONS\n\n10.1.0. Refer to Vehicle Standard (Australian Design Rule Definitions and Vehicle Categories) 2005.\n\n1.  ‘Steering Column’ - a structural housing that surrounds a 'Steering Shaft’.\n2.  'Steering Shaft' - a component that transmits steering torque from the steering wheel to the steering gear.\n\n  \n\n1.  REQUIREMENTS\n    1.  The ‘Steering Column’ assembly including the steering device which is actuated by the driver shall be so constructed that when it is impacted by a body block in accordance with SAE Recommended Practice J944 ‘Steering Wheel Assembly Laboratory Test Procedure, December 1965 or J944a - \"Steering Control System Passenger Car - Laboratory Test Procedure', November 1968 or other 'Approved’ procedure, the body block, moving at a speed of not less than 6.7 m/s in a direction equivalent to a horizontal longitudinal direction relative to the top of the 'Steering Column’ in the vehicle, shall be brought to rest in such a manner that at no time shall the load exerted on the body block by the ‘Steering Column' assembly including the steering device which is actuated by the driver exceed 11.1 kN.\n    2.  The upper end of the ‘Steering Column’ and the ‘Steering Shaft’ shall not be displaced horizontally 'Rearward' parallel to the longitudinal axis of the vehicle relative to an undisturbed point on the vehicle more than 127 mm, determined by dynamic measurement, in a barrier collision test at 48 km/h minimum conducted in accordance with SAE Recommended Practice J850, 'Barrier Collision Tests', February 1963 or other 'Approved' practice.\n    3.  When conducting the barrier collision test, a dummy may be used providing the dummy does not contact the ‘Steering Column’ assembly or steering wheel during the test\n    4.  The speed at the time of impact shall be at least 48 km/h. If the speed measured is greater than the nominal speed of 48 km/h the measured displacement of the upper end of the 'Steering Column’ and the ‘Steering Shaft’ may be reduced to a value appropriate to the nominal speed by multiplying it by the square of the ratio between the nominal speed and either the measured speed or 53.1 km/h, whichever is the lesser.\n    5.  The minimum mass of the test vehicle shall not be less than the 'Unladen Mass' of the vehicle.\n2.  EXEMPTION FROM TEST REQUIREMENTS\n\nIn cases where passenger cars meet the requirements of Clause 10.2.2, other vehicles in which the forward part of the body form and the greater part of the mechanical equipment are the same as those in the said passenger car need not be tested as specified in Clause 10.2.2 unless they incorporate structural or mechanical variations likely to affect compliance.\n\n1.  ALTERNATIVE STANDARDS\n    1.  The technical requirements of ECE R 12/00 or 12/01 - \"Protection against the Steering Mechanism\" shall be deemed to be equivalent to the technical requirements of this Rule.\n    2.  The technical requirements of FMVSS 203 32 FR 2414, February 3, 1967 \"Impact Protection for the Driver from the Steering Control System\" incorporating amendments 36 FR 232 December 2. 1971 shall be deemed to be equivalent to the technical requirements of Clause 10.2.1 of this Rule.\n    3.  The technical requirements of FMVSS 204-32 FR 2421 February 3, 1967 “Steering Column Displacement – Passenger Cars” incorporating amendment 36 FR 232 December 2, 1971 shall be deemed to be equivalent to the technical requirements of Clause 10.2.2 of this Rule - provided that the vehicle has met the requirements of S5.1 of that standard.\n\n---\n\n[\\[\\*\\]](#_ftnref1) The category code may also be in the format L1, LA etc.","sortOrder":0}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"The legislation maintains its original narrow scope. It applies only to passenger cars (Category MA) from 1988 onwards, with all other vehicle categories explicitly excluded. The purpose statement clearly limits the rule to minimising steering column injuries in frontal impacts, and the content remains tightly focused on that specific safety objective without expansion into broader vehicle safety domains."},"complexity_factors":["Short document: approximately 4 substantive clauses (10.1-10.4) plus administrative provisions","Only 2 defined terms specific to this instrument ('Steering Column', 'Steering Shaft'), with definitions cross-referenced to a separate ADR Definitions standard","Single primary applicability table with clear 'Not Applicable' designations for most vehicle categories","Technical test requirements reference external standards (SAE J944, SAE J850) rather than reproducing them in full","Simple exemption clause (10.3) and alternative standards clause (10.4) with straightforward cross-referencing to ECE and FMVSS equivalents","Minimal conditional logic — mainly speed adjustment formula in 10.2.4 and proviso in 10.4.3"],"plain_english_summary":"This law requires passenger car steering columns (from 1 July 1988) to collapse in a controlled way in frontal crashes, limiting peak reaction force to 11.1 kN and rearward displacement of the column top to no more than 127 mm in a 48 km/h test. It’s aimed at reducing crushing and penetrating driver injuries; manufacturers may use equivalent international standards or rely on testing of a base design for similar vehicles."},"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":false,"description":"This 2006 ADR primarily restates and replaces earlier ADR 10/00 instruments (see Repeal clauses 0.3.1–0.3.2) and preserves the same technical approach: dynamic tests limiting steering-column load and rearward displacement to reduce driver injury risk. It also expressly recognises equivalence with ECE R12 and specified FMVSS provisions (Clause 10.4), which is procedural rather than an expansion of substantive scope. In short, the instrument consolidates and updates prior rules and cross-references external standards but does not materially expand the Rule's original safety-focused scope."},"complexity_factors":["Short instrument with limited sections (0.1–0.3; 10.1–10.4) — relatively compact","References to external standards (SAE J944, J944a, J850; ECE R12; FMVSS 203, 204) that require examiners to consult other documents","Two numeric performance thresholds to meet (11.1 kN load; 127 mm displacement) plus an impactor speed requirement (≥ 6.7 m/s) and crash speed requirement (≥ 48 km/h)","One conditional adjustment formula for measured displacement when measured speed differs from nominal (Clause 10.2.4)","Cross-reference to an external definitions instrument (Vehicle Standard (Australian Design Rule Definitions and Vehicle Categories) 2005)","An exemption clause that creates a testing-path shortcut for similarly constructed vehicles (Clause 10.3)","Equivalence clauses allowing acceptance of multiple foreign standards, introducing some regulatory discretion (Clause 10.4)","Limited number of locally defined terms (two defined here) reduces internal complexity but increases reliance on external documents"],"plain_english_summary":"**What this Rule does (mechanics first)\n\n- Sets mandatory design and test limits for a vehicle's steering column and steering shaft so that, in a frontal impact, the steering column does not exert excessive loads on a person and does not move rearwards too far.\n\n- Requires two specific dynamic performance outcomes (Clause 10.2):\n  - Impact load limit: When impacted by a test body block according to SAE J944 / J944a (or another approved test), the maximum load transmitted to the body block by the steering column and steering device must not exceed 11.1 kN (Clause 10.2.1).\n  - Rearward displacement limit: In a barrier collision test at a speed of at least 48 km/h (conducted per SAE J850 or another approved procedure), the upper end of the steering column/shaft must not move rearwards (toward the driver) more than 127 mm, measured dynamically (Clause 10.2.2).\n\n- Gives technical details about testing: the impactor speed for the body block test must be at least 6.7 m/s (Clause 10.2.1); the displacement measured at a recorded speed higher than the nominal 48 km/h may be reduced by a specified squared-speed-ratio calculation (Clause 10.2.4); the test vehicle must have at least its unladen mass (Clause 10.2.5). A crash test may use a dummy only if the dummy does not contact the steering column or wheel during the test (Clause 10.2.3).\n\n- Provides an exemption (Clause 10.3): other vehicle types that share the forward body and major mechanical equipment of a tested passenger car do not need to be re-tested for displacement if they are the same in those areas and do not have structural or mechanical variations likely to affect compliance.\n\n- Recognises equivalent foreign standards (Clause 10.4): compliance with ECE R12 (versions 12/00 or 12/01) is treated as equivalent; FMVSS 203 and 204 (specific historical amendments cited) are treated as equivalent for the corresponding clauses.\n\n- Defines ‘Steering Column’ and ‘Steering Shaft’ locally and points to the ADR Definitions and Vehicle Categories 2005 for other terms (Clause 10.1).\n\n\nWho this affects\n\n- Vehicle manufacturers and designers: must design steering columns and associated structure to meet the load and displacement limits and to provide test evidence.\n- Vehicle importers and certification bodies: must ensure vehicles certified for Australia meet these ADR tests or the accepted equivalent standards before certification/registration under the Motor Vehicle Standards Act 1989.\n- Testing laboratories and crash-test facilities: may perform the SAE/approved tests or rely on evidence of compliance with recognised equivalent standards.\n- Regulators: decide which alternative/\"approved\" procedures are acceptable and enforce the ADR.\n- Indirectly, vehicle owners and drivers: receive the safety outcome the Rule targets, though they do not act to comply directly.\n\n\nWhy it matters (stated purpose and practical implications)\n\n- Stated purpose: to minimise crushing or penetrating injuries to drivers from the steering column during a frontal impact (Purpose and Scope section).\n\n- Practical implications and trade-offs:\n  - Costs/Who pays: design, validation testing, and any redesign needed to meet the 11.1 kN / 127 mm limits are costs borne by manufacturers. Certification and crash testing impose testing time and laboratory costs.\n  - Competition and market effects: allowing equivalence with ECE or FMVSS standards reduces duplicative testing for manufacturers selling into multiple markets and lowers compliance costs when vehicles already meet those international standards (Clause 10.4). That increases market efficiency for manufacturers complying with those standards.\n  - Compliance burden and discretion: some phrases allow discretion — e.g. tests conducted under \"other 'Approved' procedure\" (Clauses 10.2.1, 10.2.2) — which requires a regulator or approving authority to decide acceptability. That centralises a decision about what is an acceptable alternative test procedure.\n  - Implementation risks: the ADR references several dated SAE and FMVSS documents (1960s–1970s). Relying on older procedures can raise issues of interpretation, measurement methods or technological compatibility unless regulators update what is \"Approved.\" The speed-adjustment formula for displacement (Clause 10.2.4) adds a technical calculation step that testers must apply correctly.\n  - Concentrated benefits vs diffuse costs: the engineering and certification costs fall directly on manufacturers (concentrated), whereas the safety benefit is diffuse across drivers and the public.\n  - Substitution effects: acceptance of equivalent international standards enables manufacturers to meet this ADR by demonstrating compliance with those standards rather than performing the specific SAE tests cited here (Clause 10.4). This reduces duplication but depends on the equivalence remaining valid for any design changes.\n\n\nMechanisms not assertions (who decides, who pays, what changes)\n\n- Who pays: manufacturers pay for design, testing, and any redesign or certification work (Clauses 10.2, 10.3, 10.4).\n- Who decides: the Minister (instrument-making power), regulators and approval authorities decide which alternative procedures count as \"Approved\" and whether demonstration of equivalence is acceptable in particular certification cases (reliance on clause language and on the Motor Vehicle Standards Act 1989 under which the ADR is made).\n- What behaviour changes: vehicle makers must either design steering columns to meet the specified dynamic limits or show equivalence to ECE/FM standards; some vehicles that share front-end structure with a compliant passenger car can avoid repeat testing (Clause 10.3).\n\n\nSource-attributed purpose claim and testing of that claim\n\n- The instrument explicitly states its function is to minimise driver crushing/penetrating injuries from the steering column in frontal impacts (Purpose and Scope). Mechanically, it does that by imposing a maximum transmitted load (11.1 kN) and a maximum rearward displacement (127 mm) under defined dynamic tests (Clauses 10.2.1–10.2.2). The cost of that mechanical mitigation is engineering and testing expense (Clauses 10.2, 10.3) and potential design trade-offs with other vehicle attributes (stiffness, packaging).\n\n\nKey provisions cited: Clauses 10.1 (definitions), 10.2.1–10.2.5 (requirements and test rules), 10.3 (exemption), 10.4.1–10.4.3 (recognised equivalent standards)."},"flash_summary_failed":{"failed":true,"reason":"Unauthenticated. Configure AI_GATEWAY_API_KEY or use a provider module. Learn more: https://ai-sdk.dev/unauthenticated-ai-gateway","source":"analysis-cron"}},"importantCases":[],"_links":{"self":"/api/acts/vehicle-standard-australian-design-rule-10-00-steering-column-2006","history":"/api/acts/vehicle-standard-australian-design-rule-10-00-steering-column-2006/history","analysis":"/api/acts/vehicle-standard-australian-design-rule-10-00-steering-column-2006/analysis","conflicts":"/api/acts/vehicle-standard-australian-design-rule-10-00-steering-column-2006/conflicts","importantCases":"/api/acts/vehicle-standard-australian-design-rule-10-00-steering-column-2006/important-cases","documents":"/api/acts/vehicle-standard-australian-design-rule-10-00-steering-column-2006/documents"}}