{"id":"F2007L04077","name":"Vehicle Standard (Australian Design Rule 59/00 – Standards For Omnibus Rollover Strength) 2007","slug":"vehicle-standard-australian-design-rule-59-00-standards-for-omnibus-rollover-strength-2007","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":160902,"registerId":"commonwealth-F2007L04077-current","compilationNumber":null,"startDate":"2026-04-04","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"APPENDIX A","sectionType":"part","heading":"APPENDIX A","content":"# APPENDIX A\n\nAGREEMENT\n\nCONCERNING THE ADOPTION OF UNIFORM TECHNICAL PRESCRIPTIONS \nFOR WHEELED VEHICLES, EQUIPMENT AND PARTS WHICH CAN BE FITTED \nAND/OR BE USED ON WHEELED VEHICLES AND THE CONDITIONS FOR RECIPROCAL RECOGNITION OF APPROVALS GRANTED ON THE BASIS OF THESE PRESCRIPTIONS [\\[\\*\\]](#_ftn2)/\n\n(Revision 2, including the amendments which entered into force on 16 October 1995)\n\n\\_\\_\\_\\_\\_\\_\\_\\_\\_\n\nAddendum 65 : Regulation No. 66\n\nRevision 1\n\nIncorporating all valid text up to:\n\nSupplement 1 to the original version of the Regulation - Date of entry into force: 3 September 1997\n\n01 series of amendments - Date of entry into force: 9 November 2005\n\nand the following amendments included by the Department of Infrastructure and Transport:\n\nErratum to the 01 series of amendments;\n\nCorrigendum 1 to the 01 series of amendments, subject of Depositary Notification C.N.1151.2006 TREATIES-1 dated 13 December 2006;\n\nCorrigendum 2 to the 01 series of amendments, subject of Depositary Notification C.N.553.2007 TREATIES-1 dated 10 May 2007;\n\nSupplement 1 to the series 01 of the Regulation - Date of entry into force: 15 October 2008\n\n02 series of amendments to the Regulation: Date of entry into force: 19 August 2010\n\nUNIFORM TECHNICAL PRESCRIPTIONS CONCERNING THE APPROVAL OF LARGE PASSENGER VEHICLES WITH REGARD TO THE STRENGTH OF THEIR SUPERSTRUCTURE\n\n![](image.002.png) \n\\_\\_\\_\\_\\_\\_\\_\\_\\_\n\nUNITED NATIONS","sortOrder":0},{"sectionNumber":"CHARACTERISTICS OF PLASTIC HINGES","sectionType":"subdivision","heading":"CHARACTERISTICS OF PLASTIC HINGES","content":"#### CHARACTERISTICS OF PLASTIC HINGES\n\n1. Characteristic curves\n\nThe general form of a Plastic Zone (PZ) characteristic curve is a non-linear load-deformation relationship measured on structural parts of the vehicle in laboratory tests.\n\nPlastic Hinge characteristic curves are a bending moment (M) - rotational angle () relationship. The general form of a PH characteristic curve is shown in Figure A.8. A.1.1\n\n![Figure%20A8](image.050.png)\n\nFigure A8. A1.1 - Characteristic curve for a plastic hinge\n\n2. Aspects of deformation ranges\n\n2.1. The \"measured range\" of the PH characteristic curve is the range of deformation over which measurements have been made. The measured range may contain the fracture, and/or the rapid hardening range. Only values of the PH characteristics which appear in the measured range shall be used in the calculation.\n\n2.2. The \"working range\" of the PH characteristic curve is the range covered by the calculation.\n\nThe working range shall not exceed the measured range, and may contain the fracture, but not the rapid-hardening range.\n\n \n\n2.3. The PH characteristics to be used in the calculation shall contain the M- curve in the measured range.\n\n3. Dynamic Characteristics\n\nThere are two kinds of PH and PZ characteristics: quasi-static and dynamic. The dynamic characteristics of a PH may be determined in two ways:\n\n3.1. by dynamic impact testing of the component.\n\n3.2. by using a dynamic factor Kd to transform the quasi-static PH characteristics.\n\nThis transformation means that the values of the quasi-static bending moment may be increased by Kd.\n\nFor steel structural elements Kd \\= 1.2 may be used without laboratory test.\n\n![Figure%20A8](image.051.png)\n\nFigure A8.A1. 2 - Derivation of plastic hinge dynamic characteristics from the static curve","sortOrder":1},{"sectionNumber":"1. Additional data and information","sectionType":"section","heading":"1. Additional data and information","content":"##### 1. Additional data and information\n\nThe superstructure may be shown to meet the requirements specified in paragraphs 5.1.1. and 5.1.2. of this Regulation by a computer simulation method approved by the technical service.\n\nif the manufacturer chooses this testing method, the following information shall be supplied to the technical service in addition to the data, and drawings listed in paragraph 3.2. of this Regulation;\n\n1.1. A description of the applied simulation and calculation method which has been utilised, and clear precise identification of the analysis software, including at least, its producer, its commercial name, the version used and contact details of the developer.\n\n1.2. The material models and the input data utilized.\n\n1.3. The values for defined masses, centre of gravity and the moments of inertia used in the mathematical model.","sortOrder":2},{"sectionNumber":"2. The mathematical model","sectionType":"section","heading":"2. The mathematical model","content":"##### 2. The mathematical model\n\nThe model shall be capable of describing the real physical behaviour of the rollover process, in accordance with Annex 5. The mathematical model shall be constructed, and assumptions prescribed, in such a way that the calculation gives conservative results. The model shall be built up with the following considerations:\n\n2.1. the technical service may require tests to be carried out on the actual vehicle structure to prove the validity of the mathematical model and to verify the assumptions made in the model.\n\n2.2. the total mass and the centre of gravity position used in the mathematical model shall be identical to those of the vehicle to be approved.\n\n2.3. the mass distribution in the mathematical model shall correspond to the vehicle to be approved. Moments of inertia used in the mathematical model shall be calculated on the basis of this mass distribution.","sortOrder":3},{"sectionNumber":"3. Requirements for the algorithm and si","sectionType":"section","heading":"3. Requirements for the algorithm and simulation program, and for computing equipment","content":"##### 3. Requirements for the algorithm and simulation program, and for computing equipment\n\n3.1. The position of the vehicle in unstable equilibrium at point of rollover, and the position at first contact with the ground shall be specified. The simulation program may start at the\n\n \nunstable equilibrium position, but shall start, at the latest, at the point of first contact with the ground.\n\n3.2. The initial conditions at the point of first contact with the ground shall be defined using the change of potential energy from the unstable equilibrium position.\n\n3.3. The simulation program shall run, at least, until the maximum deformation is reached.\n\n3.4. The simulation program shall produce a stable solution, in which the result is independent of the incremental time step.\n\n3.5. The simulation program shall be able to calculate the energy components for the energy balance at every incremental time step.\n\n3.6. Non-physical energy components introduced by the process of mathematical modelling (for example, \"hourglass\" and internal damping) shall not exceed 5 per cent of the total energy at any time.\n\n3.7. The friction coefficient used at the ground contact shall be validated with physical test results, or the calculation shall prove that the friction coefficient chosen produces conservative results.\n\n3.8. All the possible physical contacts between parts of the vehicle shall be taken into account in the mathematical model.","sortOrder":4},{"sectionNumber":"4. Evaluation of the simulation","sectionType":"section","heading":"4. Evaluation of the simulation","content":"##### 4. Evaluation of the simulation\n\n4.1. When the stated requirements for the simulation program are met, the simulation of the changes in geometry of the interior structure and comparison with the geometrical shape of the residual space can be evaluated as defined in the paragraphs 5.1. and 5.2. of this Regulation.\n\n4.2. If the residual space is not infringed during the rollover simulation, the approval shall be granted.\n\n4.3. If the residual space is infringed during the rollover simulation, the approval shall be refused.","sortOrder":5},{"sectionNumber":"5. Documentation","sectionType":"section","heading":"5. Documentation","content":"##### 5. Documentation\n\n5.1. The report on the simulation shall contain the following information:\n\n5.1.1. all the data and information stated in paragraph 1. of this annex,\n\n5.1.2. a drawing showing the mathematical model of the superstructure,\n\n \n\n5.1.3. a statement of the values of angle, velocity, and angular velocity at the unstable equilibrium position of the vehicle and at the position of first contact with the ground,\n\n5.1.4. a table of the value of the total energy and the values of all its components (kinetic energy, internal energy, hourglass energy), at time increments of 1 ms covering, at least, the period from first contact with the ground until the maximum deformation is reached,\n\n5.1.5. the assumed ground friction coefficient,\n\n5.1.6. plots or data which show in an appropriate way that the requirements specified in paragraphs 5.1.1. and 5.1.2. of this Regulation are met. This requirement can be satisfied by the provision of a plot, against time, of the distance between the inside contour of the deformed structure and the periphery of the residual space,\n\n5.1.7. a statement of whether, or not, the requirements specified in paragraphs 5.1.1. and 5.1.2. of this Regulation have been met,\n\n5.1.8. all the data and information necessary for the clear identification of the vehicle type, its superstructure, the mathematical model of the superstructure, and the calculation itself.\n\n5.2. It is recommended that the report also contains plots of the deformed structure at the moment when maximum deformation occurs, giving an overview of the superstructure and regions of large plastic deformation.\n\n5.3. At the request of the technical service, further information shall be provided and included in the report.\n\n\\-----","sortOrder":6},{"sectionNumber":"APPENDIX B","sectionType":"division","heading":"APPENDIX B","content":"### APPENDIX B\n\n1. DEFINITIONS\n 1. \"Passenger compartment\" means the space intended for passengers' use excluding any space occupied by fixed appliances such as bars, kitchenettes or toilets.\n 2. \"Driver's compartment\" means the space intended for the driver's exclusive use and containing the driver's seat, the steering wheel, controls, instruments and other devices necessary for driving the vehicle.\n 3. \"Residual space\" means a space to be preserved in the passengers', crew and driver's compartment(s) to provide better survival possibility for passengers, driver and crew in case of a rollover accident.\n 4. \"Superstructure\" means the load-bearing components of the bodywork as defined by the manufacturer, containing those coherent parts and elements which contribute to the strength and energy absorbing capability of the bodywork, and preserve the residual space in the rollover test.\n 5. “Body section” means a section containing at least two identical vertical pillars on each side representative of a part or parts of the structure of the vehicle.\n 6. “Total energy” means the energy assumed to be absorbed by the complete structure of the vehicle. This may be determined as shown in clause 8.\n2. GENERAL SPECIFICATIONS AND REQUIREMENTS\n 1. The superstructure of the vehicle shall be of sufficient strength to ensure that during and after it has been subjected to one of the methods of test or calculation prescribed in clause 3.:\n 2. No displaced part of the vehicle intrudes into the residual space, as specified in clause 4., and\n 3. No part of the residual space projects outside the deformed structure.\n 4. The requirements of paragraph 2.1. above shall apply to the vehicle including all its structural parts, members and panels and all projecting rigid parts such as luggage racks, ventilation equipment, etc. However, bulkheads, partitions, rings or other members reinforcing the superstructure of the vehicle and fixed appliances such as bars, kitchenettes or toilets shall be ignored for the purposes of paragraph 2.1.\n 5. In the case of an articulated vehicle each part of the vehicle shall comply with the requirements specified in paragraph 2.1. above.\n3. TEST METHODS\n 1. Each type of vehicle shall be verified according to one of the following methods at the discretion of the manufacturer or according to an alternative method approved by the ‘Administrator ‘:\n 1. A roll-over test on a complete vehicle in accordance with the procedure set out in clause 6.;\n 2. A roll-over test on a body section or sections representative of a complete vehicle in accordance with clause 7.;\n 3. A pendulum test on a body section or sections in accordance with clause 8.; or\n 4. A verification of strength of superstructure by calculation in accordance with clause 9.\n 5. If the methods prescribed in paragraphs 3.1.2., 3.1.3. or 3.1.4. cannot take account of a significant variation between one section of the vehicle and another, for example an air-conditioning installation on the roof, additional test methods or calculations shall be conducted.\n 2. In the absence of such additional information the vehicle may be required to undergo the method of test prescribed in paragraph 3.1.1.\n4. RESIDUAL SPACE\n 1. For the purpose of clause 2.1, the residual space means the volume within the passenger compartment which is swept when the transverse vertical plane defined in figure l(a) is moved in a straight line or lines so that the point \"R\" in figure l(a) passes from the \"R\" point of the rearmost outer seat, through the \"R\" point of every intermediate outer seat to the \"R\" point of the foremost outer passenger seat.\n 2. The position of the \"R\" point shown in figure l(b) shall be assumed to be 500 mm above the floor under the passengers’ feet, 300 mm from the inside surface of the side of the vehicle and l00 mm in front of the seat back in the centre line of the outboard seats.\n5. INTERPRETATION OF TEST RESULTS\n 1. If body sections are tested, the test facility shall ensure that the vehicle complies with the conditions specified in clause 8.4 which contains requirements for the distribution of the main energy absorbing parts of the superstructure of a vehicle.\n\n![](image.052.png)\n\n \n\n6. ROLL-OVER TEST ON A COMPLETE VEHICLE\n\n6.1 TEST CONDITIONS\n\n6.1.1 While the vehicle need not be in a fully finished condition it shall be representative of production vehicles in respect of unladen mass, centre of gravity and distribution of mass as declared by the manufacturer.\n\n6.1.2 Driver and passenger seats shall be placed with their backs, if adjustable, in their most upright position. The height of the seats, if adjustable, shall be the highest position.\n\n6.1.3 Every door and opening window of the vehicle shall be closed and latched but not locked. Windows and glazed bulkheads or screens may be glazed or unglazed at the applicant’s discretion. If they are unglazed an equivalent weight shall be imposed on the vehicle at the appropriate positions.\n\n6.1.4 Tyres shall be inflated to the pressure prescribed by the vehicle manufacturer and, if the vehicle has an air-spring suspension system, the air supply to the air springs shall be ensured. Any automatic levelling system shall be adjusted with the vehicle on a flat, horizontal surface to the level specified by the manufacturer. Shock absorbers shall operate normally.\n\n6.1.5 Fuel, battery acid and other combustible, explosive or corrosive materials may be substituted by other materials provided that the conditions prescribed in clause 6.1.1 above are met.\n\n6.1.6 The impact area shall consist of concrete or other rigid material.\n\n6.2 TEST PROCEDURES (see figure 2)\n\n6.2.1 The vehicle shall be placed on a platform in order to be rolled over on one side. This side shall be specified by the manufacturer.\n\n6.2.2 The position of the vehicle on the platform shall be such that when the platform is horizontal:\n\n6.2.2.1 the axis of rotation is parallel to the longitudinal axis of the vehicle,\n\n6.2.2.2 the axis of rotation is 0-200 mm from the vertical step between the two levels,\n\n6.2.2.3 the axis of rotation is 0-l00 mm from the side of the tyre at the widest axle,\n\n6.2.2.4 the axis of rotation is 0-l00 mm below the horizontal starting plane on which the tyres stand, and\n\n6.2.2.5 the difference between the height of the horizontal starting plane and the horizontal lower plane on which impact takes place shall be not less than 800 mm.\n\n6.2.3 Means shall be provided to prevent the vehicle moving along its longitudinal axis.\n\n6.2.4 The test apparatus shall prevent the tyres from sliding sideways in the direction of roll-over by means of side walls.\n\n6.2.5 The test apparatus shall ensure the simultaneous lifting of the axles of the vehicle.\n\n6.2.6 The vehicle shall be tilted without rocking and without dynamic effects until it rolls over. The angular velocity shall not exceed 5 degrees per second (0.087 rad/sec).\n\n6.2.7 High-speed photography, deformable templates or other suitable means shall be used to determine that the requirement of clause 2.1 has been met. This shall be verified by the test facility at not less than two positions, nominally at the front and rear of the passenger compartment, the exact positions being chosen to ensure that compliance is demonstrated in the worts position(s).\n\nTemplates shall be fixed to substantially non-deformable parts of the structure, e.g. the floor of the vehicle.\n\nFigure 2\n\n![](image.053.png)\n\n \n\n7. ROLL-OVER TEST ON A BODY SECTION\n\n7.1 TEST CONDITIONS\n\n7.1.1 The body section shall represent a section of the unladen vehicle.\n\n7.1.2 The geometry of the body section, the axis of rotation and the position of the centre of gravity in the same vertical and lateral directions shall be representative of the complete vehicle.\n\n7.1.3 The mass of the body section, expressed as a percentage of the unladen mass of the vehicle, shall be specified by the manufacturer.\n\n7.1.4 The energy to be absorbed by the body section, expressed as a percentage of the total energy which would be absorbed by a complete vehicle, shall be specified by the manufacturer.\n\n7.1.5 The percentage of total energy described in clause 7.1.4 shall not be less than the percentage of total mass described in clause 7.1.3.\n\n7.1.6 The test conditions specified in clause 6.1.6 and in clauses 8.2.1 to 8.2.6 shall apply.\n\n7.2 TEST PROCEDURE\n\n7.2.1 The test procedures shall be the same as the procedure described in clause 6., except that the body section described above shall be used instead of a complete vehicle.\n\n8. PENDULUM TEST ON A BODY SECTION\n\n8.1 ENERGY LEVEL AND DIRECTION OF IMPACT\n\n8.1.1 The energy to be transmitted to a particular body section shall be the sum of the energies declared by the manufacturer to be allocated to each of the cross-sectional rings included in that particular body section.\n\n8.1.2 The appropriate proportion of the energy prescribed in figure 3 and clause 8.1.3 shall be applied to the body section by the pendulum such that at the moment of impact the direction of motion of the pendulum makes an angle of 25o (+0o; -5o) to the central longitudinal vertical plane of the body section. The precise angle within this range may be specified by the vehicle manufacturer.\n\nFigure 3\n\n![](image.054.png)\n\n8.1.3 CALCULATION OF TOTAL ENERGY (E\\*)\n\nIf the fall of the centre of gravity (h) is determined by graphical method (figure 3) E\\* may be taken to be given by the formula:\n\nE\\* = 0.75 M.g.h. (Nm)\n\nAlternatively, E\\* may be calculated by the formula:\n\n![](image.055.png)\n\nwhere:\n\nM = the unladen mass of the vehicle (kg)\n\ng = 9.8 m/s2\n\nW = the overall width of the vehicle (m)\n\nHs = the height of the centre of gravity of the unladen vehicle (m)\n\nH = the height of the vehicle (m)\n\n8.2 TEST CONDITIONS\n\n8.2.1 A sufficient number of tests shall be carried out for the test facility conducting the test to be satisfied that the requirement specified in clause 2.1 has been met.\n\n8.2.2 For the purposes of the test body sections shall have sections of the normal structure fitted between the pillars in relation to the floor, underframe, sides and roof. Sections of such items as luggage racks, ventilation ducting, etc. where fitted, shall also be included.\n\n8.2.3 Every door and opening window of the body section shall be closed and latched but not locked. Windows and glazed bulkheads or screens may be glazed or unglazed at the applicant’s discretion.\n\n8.2.4 Where appropriate seats may also be included, at the option of the manufacturer, in their normal position in relation to the structure of the body section. The normal fixings and joints between all members and attachments shall be incorporated. The backrests if adjustable shall be in their most upright position and the height of the seats if adjustable shall be the highest position.\n\n8.2.5 The side of the body section to be impacted shall be at the discretion of the manufacturer. Where more than one body section is required to be tested both shall be impacted on the same side.\n\n8.2.6 High speed photography, deformable templates or other suitable means shall be used to determine that the requirement specified in clause 2.1 has been met. Templates shall be fixed to a substantially non-deformable part of the structure.\n\n8.2.7 The body section to be tested shall be firmly and securely attached to the mounting frame through the cross-bearers or parts which replace these in such a way that no significant energy is absorbed in the support frame and its attachments during the impact.\n\n8.2.8 The pendulum shall be released from such a height that it strikes the body section at a speed of between 3 and 8 m/s.\n\n8.3 DESCRIPTION OF THE PENDULUM\n\n8.3.1 The striking face of the pendulum shall be made of steel, or plywood 20 mm ± 5 mm thick, and the mass of the pendulum shall be evenly distributed. Its striking face shall be rectangular and flat, having a width of not less than the width of the body section being tested and a height of not less than 800 mm. Its edges shall be rounded to a radius of curvature of not less than l5 mm.\n\n8.3.2 The body of the pendulum shall be rigidly attached to two rigid bars. The axis of the bars shall be not less than 3,500 mm from the geometric centre of the body of the pendulum.\n\n8.4 REQUIREMENTS FOR THE DISTRIBUTION OF THE MAIN ENERGY ABSORBING PARTS OF THE SUPERSTRUCTURE\n\n8.4.1 A sufficient number of tests shall be carried out for the test facility to be satisfied that the complete vehicle meets the requirements of clause 2.1. This shall not necessarily require more than one test.\n\n \n\n8.4.2 Calculations based on data obtained from a test on a body section may be used to demonstrate the acceptability of another body section which is not identical with the body section already tested if it has many structural features in common with it.\n\n8.4.3 The manufacturer shall declare which pillars of the superstructure are considered as contributing to its strength and shall also declare the amount of energy (Ei) that each pillar is intended to absorb. These declarations shall meet the following criteria:\n\n(1) ![](image.056.png) Where m is the total number of declared pillars\n\n(2) (a) ![](image.057.png)Where n is the number of declared pillars forward of the centre of gravity of the vehicle\n\n(b) ![](image.058.png)Where p is the number of declared pillars to the rear of the centre of gravity of the vehicle\n\n(3) LF > 0.4 1f\n\n(4) LR > 0.4 1r\n\n(5) ![](image.059.png) This shall apply only where dmax is greater than 0.8 5 maximum deflection permitted without intrusion of the residual space.\n\nWhere:\n\nEi is the declared amount of energy that can be absorbed by ith pillar of the superstructure.\n\nEiF is the declared amount of energy that can be absorbed by ith pillar forward of the centre of gravity of the vehicle.\n\nEiR is the declared amount of energy that can be absorbed by the ith pillar to the rear of the centre of gravity of the vehicle.\n\nE\\* is the total energy to be absorbed by the complete structure of the vehicle.\n\ndmax is the greatest amount of deflection measured in the direction of impact of any section of the body structure after it has absorbed its own declared impact energy.\n\ndmin is the least amount of deflection, measured in the direction of impact and at the same point on the bay as dmax, of any section of the body structure after it has absorbed its own declared impact energy.\n\n![](image.060.png)\n\n![](image.061.png)\n\nWhere:\n\n1if is the distance from the centre of gravity of the vehicle of the ith pillar forward of the centre of gravity.\n\n1ir is the distance from the centre of gravity of the vehicle of the ith pillar rearward of the centre of gravity.\n\nlf is the distance of the front of the vehicle from the centre of gravity of the vehicle.\n\n1r is the distance of the rear of the vehicle from the centre of gravity of the vehicle.\n\n![](image.062.png)\n\n \n\n9. VERIFICATION OF STRENGTH OF SUPERSTRUCTURE BY CALCULATION\n\n9.1.1 A superstructure or sections may be shown to meet the requirement specified in clause 2.1 by a calculation method.\n\n9.1.2 If the structure is likely to be subject to deformations beyond the elastic limit of the materials used then the calculations shall simulate the behaviour of the structure when undergoing large plastic deformations.\n\n9.1.3 The test facility responsible for conducting the tests may be required to carry out test on joints or parts of the structure to verify the assumptions made in the calculation.\n\n9.2 PREPARATIONS FOR CALCULATION\n\n9.2.1 Calculations cannot be started until the structure has been analysed and a mathematical model of it produced. This will define the separate members to be considered and identify the points at which plastic hinges may develop. The dimension of the members and the properties of materials used must be stated. Physical tests must be made on the hinge points to determine the force (moment of rotation) - deformation characteristics in the plastic mode as this is essential data for the calculations. The strain rate and the dynamic yield stress appropriate for this strain rate must be determined. If the calculation method will not indicate when a significant fracture will occur it will be essential to determine, by experiment separate analysis or appropriate dynamic tests that significant fractures will not occur. The assumed distribution of loading along the length of a vehicle shall be stated.\n\n9.2.2 The calculation method shall include the deformations up to the elastic limits of the materials followed by the identification of where plastic hinges will form and the subsequent formation of other plastic hinges unless the position and sequence of formation of plastic hinges is known from previous experience. The method shall accommodate the changes of geometry of the structure that take place, at least up to the stage where the deformations have passed the acceptable limits.\n\nUnless otherwise approved for the purposes of demonstration of compliance to this rule it is acceptable for the computer programme to exceed the measured force (moment of rotation) as determined by physical test by 10%.\n\n9.2.3 The calculations shall simulate the energy and the direction of impact which would occur if that particular superstructure were to be submitted to the roll-over tests prescribed in clause 6. The validity of the calculation method shall have been established by comparison with the results of physical tests, which need not necessarily have been made in connection with the vehicle now being approved.\n\n9.3 When a calculation method is used for a section of a complete structure, the same conditions shall apply as stated above for the complete vehicle.","sortOrder":7},{"sectionNumber":"COMPILATION NOTES","sectionType":"part","heading":"COMPILATION NOTES","content":"# COMPILATION NOTES\n\nThis compilation of Vehicle Standard (Australian Design Rule 59/00 – Standards For Omnibus Rollover Strength) 2007 includes all the instruments set out in the Table of Instruments. The Table of Amendments provides a history of clauses that have been amended, inserted or deleted.\n\nTable of Instruments\n\n| Name of Instrument | Registration Date | Commencement Date |\n| ---------------------------------------------------------------------------------------------------------------------------- | ----------------- | ----------------- |\n| Vehicle Standard (Australian Design Rule 59/00 – Standards For Omnibus Rollover Strength) 2007 (see F2007L04077) | 12/10/2007 | 13/10/2007 |\n| Vehicle Standard (Australian Design Rule 59/00 – Standards For Omnibus Rollover Strength) 2007 Amendment 1 (see F2012L01576) | 18 /07/2012 | 19/07/2012 |\n\nTable of Amendments\n\n```html\n

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Appendix A

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Amendment 1

\n```\n\nad = added or inserted\n\nam = amended\n\ndel = deleted or removed\n\nrr = removed and replaced\n\n = clause renumbered. This takes the format of old no.  new no.","sortOrder":8}],"analysis":{"flash_summary":{"complexity_score":8,"scope_assessment":{"changed":true,"description":"The instrument incorporates and adapts UNECE Regulation No.66 material and has been amended in multiple places affecting test procedures and appendices (see Table of Amendments). Key procedural clauses were amended or deleted (e.g. clauses 4.2, 4.2.1–4.2.2, 4.3, 6.1, 7, and various Appendix A provisions), altering how residual‑space requirements, testing options and documentation are implemented and expanding reliance on approved simulations where specified (Table of Amendments; Appendix A; Appendix B, clause 3.1)."},"complexity_factors":["Multiple alternative verification routes (complete vehicle roll‑over, body‑section roll‑over, pendulum impact, or calculation) requiring different setups and data (Appendix B, clause 3.1).","Detailed simulation and modelling requirements (identification of software, material models, masses, inertia; conservative assumptions; validation) that impose specialist engineering work (Appendix A, 1.1–2.3).","Algorithmic and numerical constraints (stable time‑integration, energy accounting, non‑physical energy limits, friction validation) increase computational and testing burden (Appendix A, 3.3–3.8; 4.1).","Extensive documentation and reporting obligations (time‑step energy tables, plots, geometry comparisons, software/version ID) for approvals (Appendix A, 5.1–5.2).","Prescriptive physical test set‑ups (platform geometry, axis limits, angular velocity limits, pendulum characteristics) require specialised facilities (Appendix B, clauses 6.2; 8.3).","Requirement to determine plastic‑hinge behaviour, strain‑rate effects and possible fracture through physical tests increases laboratory work (Appendix A annex on plastic hinges; Appendix B, 9.2).","Regulatory discretion where technical services or the Administrator can demand additional tests if variations aren’t captured by chosen methods (Appendix A, 2.1; Appendix B, 3.1).","Cross‑referenced annexes, figures and amendment history (UNECE Regulation No.66 material and numerous amendments) complicate authoritative interpretation (Appendix A title page; Compilation notes/Table of Amendments)."],"plain_english_summary":"This instrument sets mandatory technical methods for proving the rollover strength of omnibuses: manufacturers must use prescribed roll‑over tests, body‑section/pendulum tests or approved computer simulations and provide detailed supporting data. It affects bus/body builders, test facilities and technical services that approve vehicles. Manufacturers choose the test route but bear the cost and documentation burden; technical services can require extra physical tests and will refuse approval if the preserved \"residual space\" is infringed (Appendix A 1.1; Appendix B 3.1; Appendix A 4.3; Appendix A 5.1)."},"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"},"kimi_summary":{"content_quality":"ok","complexity_score":8,"scope_assessment":{"changed":false,"description":"The legislation maintains its original scope focused on omnibus (bus and coach) rollover strength. While the 2012 Amendment 1 introduced significant technical updates including new computer simulation protocols and revised testing procedures, these represent evolutionary improvements to the same safety objective rather than scope expansion. The core purpose—ensuring passenger survival space during rollovers—remains unchanged from the 2007 original intent."},"complexity_factors":["Adopts UN ECE Regulation 66 with multiple amendment series (01 series, 02 series) and corrigenda, creating a layered versioning system","Four alternative compliance pathways (complete vehicle rollover, body section rollover, pendulum test, computer calculation) with different technical requirements for each","Extensive mathematical formulas for energy calculations (E* = 0.75 M.g.h and alternative formula with multiple variables)","Complex defined terms including 'residual space', 'superstructure', 'plastic hinges', 'body section', and 'R-point' with specific geometric measurements (500mm above floor, 300mm from side, 100mm in front of seat back)","Detailed computer simulation requirements in Appendix A including energy balance verification, friction coefficient validation, and constraints on 'hourglass' energy (must not exceed 5% of total energy)","Nested conditional requirements for energy distribution across vehicle pillars with mathematical constraints (LF > 0.4, LR > 0.4, ratios of deflection measurements)","Multiple annexes and appendices (Appendix A with 7+ annexes, Appendix B) with cross-references between physical testing and computational methods","Specific test apparatus requirements (pendulum mass distribution, striking face dimensions, axis distances of 3,500mm+)","Amendment tracking showing significant structural changes (clause renumbering, deletions, additions) between original 2007 version and Amendment 1 (2012)"],"plain_english_summary":"This law requires bus and coach manufacturers, importers and suppliers to ensure large passenger vehicles have a strong load-bearing body that preserves a defined \"survival\" or residual space for occupants in a rollover. Compliance can be shown by full-vehicle rollover tests, representative impact tests, or validated computer simulations.\n\nIt raises occupant survival chances by preventing collapse into the passenger area and implements the UNECE R66 international rollover-strength standard in Australian law."}},"importantCases":[],"_links":{"self":"/api/acts/vehicle-standard-australian-design-rule-59-00-standards-for-omnibus-rollover-strength-2007","history":"/api/acts/vehicle-standard-australian-design-rule-59-00-standards-for-omnibus-rollover-strength-2007/history","analysis":"/api/acts/vehicle-standard-australian-design-rule-59-00-standards-for-omnibus-rollover-strength-2007/analysis","conflicts":"/api/acts/vehicle-standard-australian-design-rule-59-00-standards-for-omnibus-rollover-strength-2007/conflicts","importantCases":"/api/acts/vehicle-standard-australian-design-rule-59-00-standards-for-omnibus-rollover-strength-2007/important-cases","documents":"/api/acts/vehicle-standard-australian-design-rule-59-00-standards-for-omnibus-rollover-strength-2007/documents"}}