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30.3.2011 Official
Journal
of
the
European
Union
L
84/1
II
(Non-legislative acts)
ACTS ADOPTED BY BODIES CREATED BY
INTERNATIONAL AGREEMENTS
Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation
should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at:
http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html
Regulation No 66 of the Economic Commission for Europe of the United Nations (UN/ECE) —
Uniform provisions concerning the approval of large passenger vehicles with regard to the strength
of their superstructure
Incorporating all valid text up to:
02 series of amendments — Date of entry into force: 19 August 2010
CONTENTS
REGULATION
1. Scope
2. Terms and definitions
3. Application for approval
4. Approval
5. General specifications and requirements
6. Modification and extension of approval of a vehicle type
7. Conformity of production
8. Penalties for non-conformity of production
9. Production definitely discontinued
10. Transitional provisions
11. Names and addresses of technical services responsible for conducting approval tests and of
administrative departments
ANNEXES
Annex 1 — Communication concerning vehicle type with regard to the strength of its superstructure,
pursuant to Regulation No 66
Annex 2 — Arrangement of the approval mark
Annex 3 — Determination of the centre of gravity of the vehicle
Annex 4 — Viewpoints on the structural description of the superstructure
Annex 5 — Rollover test as the basic approval method

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Annex 6 — Rollover test using body sections as an equivalent approval method
Annex 7 — Quasi-static loading test of body sections as an equivalent approval method
Appendix — Determination of the vertical movement of the centre of gravity during rollover
Annex 8 — Quasi-static calculation based on testing of components as an equivalent approval method
Appendix — Characteristics of plastic hinges
Annex 9 — Computer simulation of rollover test on complete vehicle as an equivalent approval method
1. SCOPE
1.1. This
Regulation
applies
to
single-deck
rigid
or
articulated
vehicles
belonging
to
categories
M 2 or
M 3 , Classes II or III or class B having more than 16 passengers ( 1 ).
1.2.
At the request of the manufacturer, this Regulation may also apply to any other M 2 or M 3 vehicle
that is not included in paragraph 1.1.
2. TERMS
AND
DEFINITIONS
For the purposes of this Regulation, the following terms and definitions are used:
2.1. Units
of
measurement
The units of measurement shall be:
Dimensions and linear distances: metres (m) or millimetres (mm)
Mass or load: kilograms (kg)
Force (and weight): Newtons (N)
Moment: Newton-metres (Nm)
Energy: Joules (J)
Gravitational constant: 9,81 (m/s 2 )
2.2. ‘Vehicle’
means
a
bus
or
coach
designed
and
equipped
for
transportation
of
passengers.
The
vehicle
is an individual representative of a vehicle type.
2.3. ‘Vehicle
type’
means
a
category
of
vehicles
produced
with
the
same
design
technical
specification,
main dimensions and constructional arrangement. The vehicle type shall be defined by the vehicle
manufacturer.
2.4.
‘Group of vehicle types’ means those vehicle types, proposed in future as well as existing now,
which are covered by the approval of the worst case, in respect of this Regulation.
2.5.
‘Double deck vehicle’ means a vehicle where the provided spaces for passengers are arranged, at
least in one part, in two superimposed levels and spaces for standing passengers are not provided
in the upper deck.
2.6. ‘Worst
case’
means
the
vehicle
type,
among
a
group
of
vehicle
types,
least
likely
to
withstand
the
requirements of this Regulation in respect of the strength of superstructure. The three parameters
which define the worst case are: structural strength, reference energy and the residual space.
( 1 ) As defined in Annex 7 to the Consolidated resolution on the construction of vehicles (R.E.3), (document TRANS/
WP.29/78/Rev.1/Amend.2 as last amended by Amend.4).

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2.7.
‘Approval of a vehicle type’ means the whole official process in which the vehicle type is checked
and tested to prove that it meets all the requirements specified in this Regulation.
2.8.
‘Extension of approval’ means the official process in which a modified vehicle type is approved on
the basis of an earlier approved vehicle type, by comparison of structure, potential energy and
residual space criteria.
2.9.
‘Articulated vehicle’ means a vehicle which consists of two or more rigid sections which articulate
to one another, the passenger compartments of each section intercommunicate so that passengers
can move freely between them; the rigid sections are permanently connected so that they can only
be separated by an operation involving facilities which are normally only found in a workshop.
2.10. ‘Passenger compartment(s)’ means the space(s) intended for passengers’ use excluding any space
occupied by fixed appliances such as bars, kitchenettes or toilets.
2.11. ‘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.
2.12. ‘Occupant
restraint’
means
any
device
which
connects
a
passenger,
driver
or
crew
member
to
his
seat, during a rollover.
2.13. ‘Vertical longitudinal central plane’ (VLCP) means the vertical plane which passes through the mid-
points of the front axle track and the rear axle track.
2.14. ‘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.
2.15. ‘Unladen
kerb
mass’
(M k ) means the mass of the vehicle in running order, unoccupied and unladen
but with the addition of 75 kg for the mass of the driver, the mass of fuel corresponding to 90 per
cent of the capacity of the fuel tank specified by the manufacturer, and the masses of coolant,
lubricant, tools and spare wheel, if any.
2.16. ‘Total
occupant
mass’
(M m ) means the combined mass of any passengers, crew who occupy seats
fitted with occupant restraints.
2.17. ‘Total
effective
vehicle
mass’
(M t ) means the unladen kerb mass of the vehicle (M k ) combined with
the portion (k = 0,5), of the total occupant mass (M m ), considered to be rigidly attached to the
vehicle.
2.18. ‘Individual
occupant
mass’
(M mi ) means the mass of an individual occupant. The value of this mass
is 68 kg.
2.19. ‘Reference
energy’
(E R ) means the potential energy of the vehicle type to be approved, measured in
relation to the horizontal lower level of the ditch, at the starting, unstable position of the rollover
process.
2.20. ‘Rollover test on a complete vehicle’ means a test on a complete, full-scale vehicle to prove the
required strength of the superstructure.
2.21. ‘Tilting
bench’
means
a
technical
device,
an
arrangement
of
tilting
platform,
ditch
and
concrete
ground surface, used in the rollover testing of a complete vehicle or body sections.
2.22. ‘Tilting
platform’
means
a
rigid
plane
which
can
be
rotated
around
a
horizontal
axis
in
order
to
tilt
a complete vehicle or body section.

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2.23. ‘Body work’ means the complete structure of the vehicle in running order, including all the
structural elements which form the passenger compartment(s), driver’s compartment, baggage
compartment and spaces for the mechanical units and components.
2.24. ‘Superstructure’ means the load-bearing components of the bodywork as defined by the manu
facturer, 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.
2.25. ‘Bay’
means
a
structural
section
of
the
superstructure
forming
a
closed
loop
between
two
planes
which are perpendicular to the vertical longitudinal central plane of the vehicle. A bay contains one
window (or door) pillar on each side of the vehicle as well as side wall elements, a section of the
roof structure and a section of the floor and underfloor structure.
2.26. ‘Body
section’
means
a
structural
unit,
which
represents
one
part
of
the
superstructure
for
the
purposes of an approval test. A body section contains at least two bays connected by representative
connecting elements (side, roof, and underfloor, structures).
2.27. ‘Original body section’ means a body section composed of two or more bays of exactly the same
form and relative position, as they appear in the actual vehicle. All connecting elements between
the bays are also arranged exactly as they appear in the actual vehicle.
2.28. ‘Artificial body section’ means a body section built up from two or more bays but not in the same
position, nor at the same distance from each other as in the actual vehicle. The connecting
elements between these bays need not be identical with the real body work structure but shall
be structurally equivalent.
2.29. ‘Rigid part’ means a structural part or element which does not have significant deformation and
energy absorption during the rollover test.
2.30. ‘Plastic
zone’
(PZ)
means
a
special
geometrically
limited
part
of
the
superstructure
in
which,
as
the
result of dynamic, impact forces:
— large scale plastic deformations are concentrated;
— essential distortion of the original shape (cross section, length, or other geometry) occurs;
— loss of stability occurs, as a result of local buckling;
— kinetic energy is absorbed due to deformation.
2.31. ‘Plastic
hinge’
(PH)
means
a
simple
plastic
zone
formed
on
a
rod-like
element
(single
tube,
window
column, etc.).
2.32. ‘Cantrail’ means the longitudinal structural part of the bodywork above the side windows including
the curved transition to the roof structures. In the rollover test the cantrail (in the case of a double
deck coach, the cantrail of the upper deck) hits the ground first.
2.33. ‘Waistrail’ means the longitudinal structural part of the bodywork below the side windows. In the
rollover test the waistrail (in the case of a double deck coach, the waistrail of the upper deck) may
be the second area to contact the ground after initial deformation of the vehicle cross-section.
3. APPLICATION
FOR
APPROVAL
3.1.
The application for approval of a vehicle type with regard to the strength of its superstructure shall
be submitted by the vehicle manufacturer or by his duly accredited representative to the adminis
trative department.

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3.2.
It shall be accompanied by three copies of each of the undermentioned documents and by the
following particulars:
3.2.1. The main identifying data and parameters of the vehicle type, or group of vehicle types:
3.2.1.1. General layout drawings of the vehicle type, its bodywork and its interior arrangement with the
main dimensions. Seats which have passenger restraints shall be clearly marked and their positions
in the vehicle shall be accurately dimensioned;
3.2.1.2. The unladen kerb mass of the vehicle and the associated axle loads;
3.2.1.3. The exact position of the unladen vehicle’s centre of gravity together with the measuring report. To
determine the centre of gravity position the measuring and calculation methods described in Annex
3 shall be used;
3.2.1.4. The total effective vehicle mass, and the associated axle loads;
3.2.1.5. The exact position of the centre of gravity of the total effective mass of the vehicle, together with
the measuring report. To determine the centre of gravity position, the measuring and calculation
methods described in Annex 3 shall be used.
3.2.2. All
the
data
and
information
which
are
needed
to
evaluate
the
worst
case
criteria
in
a
group
of
vehicle types:
3.2.2.1. The value of reference energy (E R ) which is the product of the vehicle mass (M), the gravity
constant (g) and the height (h 1 ) of centre of gravity with the vehicle in its unstable equilibrium
position when starting the rollover test (see figure 3)
B
E
2

R M:g:h 1 M:g 0;8
q

h 2 0 B ± t
where:
M = M k , the unladen kerb mass of the vehicle type if there are no occupant restraints, or
M t , total effective vehicle mass when occupant restraints are fitted, and
M t = M k + k M m , where k = 0,5 and M m is the total mass of the restrained occupants (see
paragraph 2.16)
h 0 = the height (in metres) of the vehicle centre of gravity for the value of mass (M) chosen
t = perpendicular distance (in metres) of the vehicle centre of gravity from its longitudinal
vertical central plane
B = perpendicular distance (in metres) of the vehicle’s longitudinal vertical central plane to the
axis of rotation in the rollover test
g = gravitational constant
h 1 = the height (in metres) of the vehicle centre of gravity in its starting, unstable position related
to the horizontal lower plane of the ditch;
3.2.2.2. Drawings and detailed description of the superstructure of the vehicle type or group of vehicle
types according to Annex 4;

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3.2.2.3. Detailed drawings of the residual space according to paragraph 5.2 for every vehicle type to be
approved.
3.2.3. Further
detailed
documentation,
parameters,
data
depending
on
the
approval
test
method
chosen
by the manufacturer, as detailed in Annexes 5, 6, 7, 8 and 9.
3.2.4. In case of an articulated vehicle, all of this information shall be given separately for each section of
the vehicle type, except for paragraph 3.2.1.1 which is related to the complete vehicle.
3.3.
On request of the technical service a complete vehicle (or one vehicle from each vehicle type, if
approval is requested for a group of vehicle types) shall be presented to check its unladen kerb
mass, axle loads, position of the centre of gravity and all other data and information which are
relevant to the strength of superstructure.
3.4.
According to the approval test method chosen by the manufacturer, appropriate test pieces shall be
submitted to the technical service upon its request. The arrangement and number of these test
pieces shall be agreed with the technical service. In case of test pieces which have been tested
earlier, the test reports shall be submitted.
4. APPROVAL
4.1.
If the vehicle type or group of vehicle types submitted for approval to this Regulation meets the
requirements of paragraph 5 below, approval of that vehicle type shall be granted.
4.2. An
approval
number
shall
be
assigned
to
each
vehicle
type
approved.
Its
first
two
digits
(at
present
02 corresponding to the 02 series of amendments) shall indicate the series of amendments incor
porating the most recent major technical amendments made to the Regulation at the time of issue
of the approval. The same Contracting Party shall not assign the same number to another vehicle
type.
4.3.
Notice of approval or of refusal or extension of approval of a vehicle type pursuant to this
Regulation shall be communicated to the Parties to the Agreement which apply this Regulation,
by means of a communication form (see Annex 1) and of drawings and diagrams supplied by the
applicant for approval, in a format agreed between the manufacturer and the technical service.
Paper documentation shall be foldable to A4 (210 mm × 297 mm) format.
4.4. There
shall
be
affixed,
conspicuously
and
in
a
readily
accessible
place
specified
on
the
approval
form, to every vehicle conforming to a vehicle type approved under this Regulation an inter
national approval mark consisting of:
4.4.1. a
circle
surrounding
the
letter
‘E’
followed
by
the
distinguishing
number
of
the
country
which
has
granted approval ( 1 );
( 1 ) 1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for the
Czech Republic, 9 for Spain, 10 for Serbia, 11 for the United Kingdom, 12 for Austria, 13 for Luxembourg, 14 for
Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20 for Poland, 21 for
Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia,
28 for Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria,
35 (vacant), 36 for Lithuania, 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of
Macedonia, 41 (vacant), 42 for the European Community (approvals are granted by its Member States using their
respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New
Zealand, 49 for Cyprus, 50 for Malta, 51 for the Republic of Korea, 52 for Malaysia, 53 for Thailand, 54 and 55
(vacant), 56 for Montenegro and 58 for Tunisia. Subsequent numbers shall be assigned to other countries in the
chronological order in which they ratify or accede to the ‘Agreement concerning the adoption of uniform technical
prescriptions for wheeled vehicles, equipment and parts which can be fitted and/or be used on wheeled vehicles and
the conditions for reciprocal recognition of approvals granted on the basis of these prescriptions’, and the numbers
thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the
Agreement.

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4.4.2. the number of this Regulation, followed by the letter ‘R’, a dash and the approval number to the
right of the circle prescribed in paragraph 4.4.1.
4.5.
The approval mark shall be clearly legible and be indelible.
4.6.
The approval mark shall be placed close to or on the vehicle data plate affixed by the manufacturer.
4.7. Annex
2
to
this
Regulation
gives
an
example
of
the
approval
mark.
5. GENERAL
SPECIFICATIONS
AND
REQUIREMENTS
5.1. Requirements
The superstructure of the vehicle shall have the sufficient strength to ensure that the residual space
during and after the rollover test on complete vehicle is unharmed. That means:
5.1.1. No part of the vehicle which is outside the residual space at the start of the test (e.g. pillars, safety
rings, luggage racks) shall intrude into the residual space during the test. Any structural parts,
which are originally in the residual space (e.g. vertical handholds, partitions, kitchenettes, toilets)
shall be ignored when evaluating the intrusion into the residual space.
5.1.2. No part of the residual space shall project outside the contour of the deformed structure. The
contour of the deformed structure shall be determined sequentially, between every adjacent window
and/or door pillar. Between two deformed pillars the contour shall be a theoretical surface,
determined by straight lines, connecting the inside contour points of the pillars which were the
same height above the floor level before the rollover test (see Figure 1).
Figure 1
Specification of the contour of the deformed structure
5.2. Residual
space
The envelope of the vehicle’s residual space is defined by creating a vertical transverse plane within
the vehicle which has the periphery described in Figures 2(a) and 2(c), and moving this plane
through the length of the vehicle (see Figure 2(b)) in the following manner:

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5.2.1. The
S R point is located on the seat-back of each outer forward or rearward facing seat (or assumed
seat position), 500 mm above the floor under the seat, 150 mm from the inside surface of the side
wall. No account shall be taken of wheel arches and other variations of the floor height. These
dimensions shall also be applied in the case of inward facing seats in their centre planes.
5.2.2. If the two sides of the vehicle are not symmetrical in respect of floor arrangement and, therefore,
the height of the S R points are different, the step between the two floor lines of the residual space
shall be taken as the longitudinal vertical centre plane of the vehicle (see Figure 2(c)).
5.2.3. The rearmost position of the residual space is a vertical plane 200 mm behind the S R point of the
rearmost outer seat, or the inner face of the rear wall of the vehicle if this is less than 200 mm
behind that S R point.
The foremost position of the residual space is a vertical plane 600 mm in front of the S R point of
the foremost seat (whether passenger, crew, or driver) in the vehicle set at its fully forward
adjustment.
If the rearmost and foremost seats on the two sides of the vehicle are not in the same transverse
planes, the length of the residual space on each side will be different.
5.2.4. The
residual
space
is
continuous
in
the
passenger,
crew
and
driver
compartment(s)
between
its
rearmost and foremost plane and is defined by moving the defined vertical transverse plane
through the length of the vehicle along straight lines through the S R points on both sides of
the vehicle. Behind the rearmost and in front of the foremost seat’s S r point the straight lines are
horizontal.
5.2.5. The manufacturer may define a bigger residual space than is required for a given seat arrangement,
to simulate a worst case in a group of vehicle types to allow for future design development.
Figure 2
Specification of residual space
a) and c) lateral arrangements

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b) longitudinal arrangement
5.3. Specification
of
rollover
test
on
a
complete
vehicle
as
the
basic
approval
method
The rollover test is a lateral tilting test (see Figure 3), specified as follows:
5.3.1. The complete vehicle is standing on the tilting platform, with blocked suspension and is tilted
slowly to its unstable equilibrium position. If the vehicle type is not fitted with occupant restraints
it will be tested at unladen kerb mass. If the vehicle type is fitted with occupant restraints it will be
tested at total effective vehicle mass;
5.3.2. The
rollover
test
starts
in
this
unstable
vehicle
position
with
zero
angular
velocity
and
the
axis
of
rotation runs through the wheel-ground contact points. At this moment the vehicle is characterised
by the reference energy E R (see paragraph 3.2.2.1 and Figure 3);
5.3.3. The vehicle tips over into a ditch, having a horizontal, dry and smooth concrete ground surface
with a nominal depth of 800 mm;
5.3.4. The detailed technical specification of the rollover test on a complete vehicle as the basic approval
test is given in Annex 5.
Figure 3
Specification of the rollover test on a complete vehicle showing the path of the centre of gravity
through the starting, unstable equilibrium, position

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5.4. Specifications
of
equivalent
approval
tests
Instead of the rollover test on a complete vehicle, at the discretion of the manufacturer, one of the
following equivalent approval test methods can be chosen:
5.4.1. Rollover
test
on
body
sections
which
are
representative
of
the
complete
vehicle,
in
accordance
with
the specifications of Annex 6.
5.4.2. Quasi-static
loading
tests
of
body
sections
in
accordance
with
the
specifications
of
Annex
7.
5.4.3. Quasi-static calculations based on the results of component tests in accordance with the specifi
cations of Annex 8.
5.4.4. Computer
simulation
—
via
dynamic
calculations
—
of
the
basic
rollover
test
on
a
complete
vehicle in accordance with the specifications of Annex 9.
5.4.5. The basic principle is that the equivalent approval test method must be carried out in such a way
that it represents the basic rollover test specified in Annex 5. If the equivalent approval test method
chosen by the manufacturer cannot take account of some special feature or construction of the
vehicle (e.g. air-conditioning installation on the roof, changing height of the waist rail, changing
roof height) the complete vehicle may be required by the technical service to undergo the rollover
test specified in Annex 5.
5.5. Testing
of
articulated
vehicles
In the case of an articulated vehicle, each rigid section of the vehicle shall comply with the general
requirement specified in paragraph 5.1. Each rigid section of an articulated vehicle may be tested
separately or in combination as described in Annex 5, paragraph 2.3, or in Annex 3, paragraph
2.6.7.
5.6. Direction
of
rollover
test
The rollover test shall be carried out on that side of the vehicle which is more dangerous with
respect to the residual space. The decision is made by the technical service on the basis of the
manufacturer’s proposal, considering at least the following:
5.6.1. the lateral eccentricity of the centre of gravity and its effect on the reference energy in the unstable,
starting position of the vehicle, see paragraph 3.2.2.1;
5.6.2. the
asymmetry
of
the
residual
space,
see
paragraph
5.2.2;
5.6.3. the different, asymmetrical constructional features of the two sides of the vehicle, and the support
given by partitions or inner boxes (e.g. wardrobe, toilet, kitchenette). The side with the lesser
support shall be chosen as the direction of the rollover test.
6. MODIFICATION
AND
EXTENSION
OF
APPROVAL
OF
A
VEHICLE
TYPE
6.1. Every
modification
of
the
approved
vehicle
type
shall
be
advised
to
the
administrative
department
which granted the type approval. The administrative department may then either,
6.1.1. agree that the modifications made are unlikely to have an appreciable effect and that in any case
the modified vehicle type still complies with the requirements of this Regulation and constitutes
part of a group of vehicle types together with the approved vehicle type; or
6.1.2. require a further test report from the technical service responsible for conducting the tests to prove
that the new vehicle type complies with the requirements of this Regulation and constitutes part of
a group of vehicle types together with the approved vehicle type; or
6.1.3. refuse
the
extension
of
approval
and
require
a
new
approval
procedure
to
be
carried
out.

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6.2.
The decisions of the administrative department and the technical service shall be based on the
threefold criteria of the worst case:
6.2.1. the structural criterion means whether the superstructure is changed or not (see Annex 4). If no
change, or the new superstructure is stronger, this is favourable;
6.2.2. the energy criterion means whether the reference energy is changed or not. If the new vehicle type
has the same or smaller reference energy than the approved one, this is favourable;
6.2.3. residual space criterion is based on the envelope surface of the residual space. If the residual space
of the new vehicle type is everywhere within the approved case residual space, this is favourable.
6.3.
If all three criteria described in paragraph 6.2 are changed favourably, the extension of the approval
shall be granted without further investigation.
If all of three answers are unfavourable, a new approval procedure is required.
If the answers are mixed, further investigations (tests, calculation, structural analysis, for example)
will be required. These investigations shall be determined by the technical service cooperating with
the manufacturer.
6.4. Confirmation
or
refusal
of
approval,
specifying
the
alterations,
shall
be
notified
by
the
procedure
specified in paragraph 4.3 above to the Parties to the Agreement which apply this Regulation.
6.5. The
administrative
department
issuing
the
extension
of
approval
shall
assign
a
series
number
to
each communication form drawn up for such an extension.
7. CONFORMITY
OF
PRODUCTION
7.1. The
conformity
of
production
procedure
shall
comply
with
those
set
out
in
the
Agreement,
Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2).
7.2. Every
vehicle
approved
under
this
regulation
shall
be
so
manufactured
as
to
conform
to
the
type
approved by meeting the requirements set out in paragraph 5 above. Only those elements which
are nominated by the manufacturer as part of the superstructure shall be checked.
7.3. The
normal
frequency
of
inspections
authorised
by
the
administrative
department
shall
be
once
every two years. If non-conformity is discovered in the course of one of these visits, the adminis
trative department may increase the visit frequency to re-establish the conformity of production as
rapidly as possible.
8. PENALTIES
FOR
NON-CONFORMITY
OF
PRODUCTION
8.1. The
approval
granted
in
respect
of
a
vehicle
type
pursuant
to
this
Regulation
may
be
withdrawn
if
the requirements laid down in paragraph 7 above are not complied with.
8.2. If
a
party
to
the
Agreement
applying
this
Regulation
withdraws
an
approval
it
has
previously
granted, it shall forthwith so notify the other Contracting Parties applying this Regulation, by
means of a copy of the approval form bearing at the end, in large letters, the signed and dated
annotation ‘APPROVAL WITHDRAWN’.
9. PRODUCTION
DEFINITELY
DISCONTINUED
If the holder of the approval completely ceases to manufacture a type of vehicle approved in
accordance with this Regulation, he shall so inform the administrative department which granted
the approval. Upon receiving the relevant communication, that administrative department shall
inform the other Parties to the Agreement applying this Regulation by means of a copy of the
approval form bearing at the end, in large letters, the signed and dated annotation ‘PRODUCTION
DISCONTINUED’.

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L 84/12
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Official Journal of the European Union
30.3.2011
10. TRANSITIONAL
PROVISIONS
10.1. As from the official date of entry into force of the 01 series of amendments, no Contracting Party
applying this Regulation shall refuse to grant ECE approval under this Regulation as amended by
the 01 series of amendments.
10.2. As from 60 months after the date of entry into force, Contracting Parties applying this Regulation
shall grant ECE approvals for new vehicle types as defined in this Regulation only if the vehicle
type to be approved meets the requirements of this Regulation as amended by the 01 series of
amendments.
10.3. Contracting
Parties
applying
this
Regulation
shall
not
refuse
to
grant
extensions
of
approval
to
the
preceding series of amendments to this Regulation.
10.4. ECE approvals granted under this Regulation, in its original form, earlier than 60 months after the
date of entry into force and all extensions of such approvals, shall remain valid indefinitely, subject
to paragraph 10.6 below. When the vehicle type approved to the preceding series of amendments
meets the requirements of this Regulation as amended by the 01 series of amendments, the
Contracting Party which granted the approval shall notify the other Contracting Parties applying
this Regulation thereof.
10.5. No Contracting Party applying this Regulation shall refuse national type approval of a vehicle type
approved to the 01 series of amendments to this Regulation.
10.6. Starting 144 months after the entry into force of the 01 series of amendments to this Regulation,
Contracting Parties applying this Regulation may refuse first national registration (first entry into
service) of a vehicle which does not meet the requirements of the 01 series of amendments to this
Regulation.
10.7. As from the date of entry into force of the 02 series of amendments, no Contracting Parties
applying this Regulation shall refuse to grant approval under this Regulation as amended by the 02
series of amendments.
10.8. Until 48 months after the date of entry into force of the 02 series of amendments, no Contracting
Parties shall refuse national or regional approval of a vehicle approved to the preceding series of
amendments to this Regulation.
10.9. As
from
9
November
2017,
Contracting
Parties
may
refuse
first
registration
of
a
new
vehicle
which
does not meet the requirements of the 02 series of amendments to this Regulation.
10.10. Notwithstanding paragraphs 10.8 and 10.9, approvals of vehicle categories and classes granted to
the preceding series of amendments to the Regulation, which are not affected by the 02 series of
amendments, shall remain valid and Contracting Parties applying the Regulation shall continue to
accept them.
10.11. Contracting Parties applying this Regulation shall not refuse to grant extensions of approval to the
preceding series of amendments to this Regulation.
11.
NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS
AND OF ADMINISTRATIVE DEPARTMENTS
The Parties to the Agreement which apply this Regulation shall communicate to the United Nations
secretariat the names and addresses of the technical services responsible for conducting approval
tests and of the administrative departments which grant approval. Forms issued in other countries
to certify approval or extension or refusal or withdrawal of approval, are to be sent to the
administrative departments of all Parties to this Agreement.

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EN
30.3.2011 Official
Journal
of
the
European
Union L
84/13
ANNEX 1
COMMUNICATION
(Maximum format: A4 (210 × 297 mm))

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L 84/14
EN
Official Journal of the European Union
30.3.2011

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EN
30.3.2011 Official
Journal
of
the
European
Union L
84/15
ANNEX 2
ARRANGEMENT OF THE APPROVAL MARK
(See paragraph 4.4 of this Regulation)
a = 8 mm min.
(See paragraph 4.4 of this Regulation)
The above approval mark affixed to a vehicle shows that the vehicle type concerned has, with regard to the strength of
the superstructure, been approved in the United Kingdom (E11) pursuant to Regulation No 66 under approval number
022431. The first two digits of the approval number indicate that the approval was granted in accordance with the
requirements of the 02 series of amendments to Regulation No 66.

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L 84/16
EN
Official Journal of the European Union
30.3.2011
ANNEX 3
DETERMINATION OF THE CENTRE OF GRAVITY OF THE VEHICLE
1. General
principles
1.1. The reference and the total energy to be absorbed in the rollover test depend directly on the position of the
vehicle’s centre of gravity position. Therefore, its determination should be as accurate as practicable. The method of
measurement of dimensions, angles and load values, and the accuracy of measurement shall be recorded for
assessment by the technical service. The following accuracy of measuring apparatus is required:
— for measurements less than 2 000 mm, accuracy
of ±
1
mm
— for measurements greater than 2 000 mm, accuracy of ±
0,05
per
cent
— for measured angles, accuracy
of ±
1
per
cent
— for measured load values, accuracy
of ±
0,2
per
cent
The wheel-base(s) and the distance between the centres of the footprint of the wheel(s) at each axle (the track of
each axle) shall be determined from the manufacturer’s drawings.
1.2. Blocked suspension is specified as the condition for determining centre of gravity and for carrying out the actual
rollover test. The suspension shall be blocked in the normal operating position as defined by the manufacturer.
1.3. The
position
of
the
centre
of
gravity
is
defined
by
three
parameters:
1.3.1. longitudinal distance (l 1 ) from the centre line of front axle;
1.3.2. transverse distance (t) from the vertical longitudinal central plane of the vehicle;
1.3.3. vertical height (h 0 ) above the flat horizontal ground level when the tyres are inflated as specified for the vehicle.
1.4. A
method
for
determining
l 1 , t, h 0 , using load cells is described here. Alternative methods using lifting equipment
and/or tilt tables for example may be proposed by the manufacturer to the technical service who will decide
whether the method is acceptable based on its degree of accuracy.
1.5. The centre of gravity position of the unladen vehicle (unladen kerb mass M k ) shall be determined by
measurements.
1.6. The
centre
of
gravity
position
of
the
vehicle
with
total
effective
mass
(M t ) may be determined:
1.6.1. by measuring the vehicle in total effective mass condition, or
1.6.2. by using the measured centre of gravity position in the unladen kerb mass condition and considering the effect of
the total occupant mass.
1.6.3. In the case of a double deck vehicle, the mass of the passengers both on the lower and upper deck seats shall be
taken into account.
2. Measurements
2.1. The position of the vehicle’s centre of gravity shall be determined in the unladen kerb mass condition or the total
effective vehicle mass condition as defined in paragraphs 1.5 and 1.6. For the determination of the position of the
centre of gravity in the total effective vehicle mass condition, the individual occupant mass (factored by the
constant, k = 0,5) shall be positioned and rigidly held 100 mm above and 100 mm forward of the R point
(which is defined in Regulation No 21, Annex 5) of the seat.
2.2. The
longitudinal
(l 1 ) and transverse (t) coordinates of centre of gravity shall be determined on a common
horizontal ground (see Figure A3.1) where each wheel or twinned wheel of the vehicle is standing on an individual
load cell. Each steered wheel shall be set to its straight-ahead position.

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EN
30.3.2011 Official
Journal
of
the
European
Union L
84/17
2.3. The individual load-cell readings shall be noted simultaneously and shall be used to calculate the total vehicle mass
and centre of gravity position.
2.4. The longitudinal position of the centre of gravity relative to the centre of the contact point of the front wheels (see
Figure A3.1) is given by,
l 1 P 3 P 4 :L 1 P 5 P 6 :L 2
P total
where:
P 1 = reaction load on the load cell under the left-hand wheel of the first axle
P 2 = reaction load on the load cell under the right-hand wheel of the first axle
P 3 = reaction load on the load cell under the left-hand wheel(s) of the second axle
P 4 = reaction load on the load cell under the right-hand wheel(s) of the second axle
P 5 = reaction load on the load cell under the left-hand wheel(s) of the third axle
P 6 = reaction load on the load cell under the right-hand wheel(s) of the third axle
P total = (P 1 + P 2 + P 3 + P 4 + P 5 + P 6 ) = M k unladen kerb mass; or
= M t total effective vehicle mass, as appropriate
L 1 = the distance from centre of wheel on 1 st axle to centre of wheel on second axle
L 2 = the distance from centre of wheel on 1 st axle to centre of wheel on third axle, if fitted
Figure A3.1
Longitudinal position of the centre of gravity
2.5. The transverse position (t) of the vehicle’s centre of gravity relative to its longitudinal vertical centre plane (see
figure A3.2) is given by,
T
T
T
1
t

1

2

3
P 1 P 2

2
:
P 3 P 4
2 P 5 P 6 2 P total
where:
T 1 = distance between the centres of the footprint of the wheel(s) at each end of the first axle
T 2 = distance between the centres of the footprint of the wheel(s) at each end of the second axle
T 3 = distance between the centres of the footprint of the wheel(s) at each end of the third axle

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L 84/18
EN
Official Journal of the European Union
30.3.2011
This equation assumes that a straight line can be drawn through the centre points of T 1 , T 2 , T 3 . If this is not the
case then a specialised formula will be required.
If the value of (t) is negative, then the centre of gravity of the vehicle is situated to the right of the centreline of the
vehicle.
Figure A3.2
Transverse position of centre of gravity
2.6. The height of the centre of gravity (h 0 ) shall be determined by tilting the vehicle longitudinally and using individual
load-cells at the wheels of two axles.
2.6.1. Two load-cells shall be positioned on a common horizontal plane, to receive the front wheels. The horizontal
plane shall be at sufficient height above the surrounding surfaces that the vehicle can be tilted forward to the
required angle (see paragraph 2.6.2 below) without its nose touching that surface.
2.6.2. A second pair of load-cells shall be placed in a common horizontal plane on top of support structures, ready to
receive the wheels of the second axle of the vehicle. The support structures shall be sufficiently tall to generate a
significant angle of inclination a (> 20°) for the vehicle. The greater the angle, the more accurate will be the
calculation — see figure A3.3. The vehicle is repositioned on the four load-cells, with the front wheels chocked to
prevent the vehicle rolling forward. Each steered wheel shall be set to its straight-ahead steer position.
2.6.3. The individual load-cell readings shall be noted simultaneously and shall be used to check the total vehicle mass
and centre of gravity position.
2.6.4. The inclination of the tilting test shell be determined by the equation (see figure A3.3)
α arcsin H
L 1
where:
H = height difference between the footprints of the wheels of the first and second axles
L 1 = the distance from centre of wheel’s first and second axles
2.6.5. The unladen kerb mass of the vehicle shall be checked as follows:
F total ≡ F 1 + F 2 + F 3 + F 4 ≡ P total ≡ M k
where:
F 1 = reaction load on the load cell under the left hand wheel of the first axle
F 2 = reaction load on the load cell under the right hand wheel of the first axle
F 3 = reaction load on the load cell under the left hand wheel of the second axle
F 4 = reaction load on the load cell under the right hand wheel of the second axle

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EN
30.3.2011 Official
Journal
of
the
European
Union L
84/19
If this equation is not fulfilled the measurement shall be repeated and/or the manufacturer shall be asked to modify
the value of the unladen kerb mass in the technical description of the vehicle.
2.6.6. The height (h o ) of the vehicle centre of gravity is given by:
F
h

3

o r 1 l
F 4
tgα

1
L 1 P total
where:

r = height of wheel centre (on first axle) above the load cell top surface
2.6.7. If the articulated vehicle is tested in separate sections, the centre of gravity position shall be established separately
for each section.
Figure A3.3
Determination of height of centre of gravity

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L 84/20
EN
Official Journal of the European Union
30.3.2011
ANNEX 4
VIEWPOINTS ON THE STRUCTURAL DESCRIPTION OF THE SUPERSTRUCTURE
1. General
principles
1.1.
The manufacturer shall define unambiguously the superstructure of the bodywork (see figure A4.1, for example)
and shall state:
1.1.1. which bays contribute to the strength and energy absorption of the superstructure;
1.1.2. which connecting elements between the bays contribute to the torsional stiffness of the superstructure;
1.1.3. the mass distribution among the nominated bays;
1.1.4. which elements of the superstructure are assumed as rigid parts.
Figure A4.1
Derivation of the superstructure from the bodywork
1.2.
The manufacturer shall supply the following information about the elements of the superstructure:
1.2.1. drawings, with all the significant geometrical measurements necessary to produce the elements and to evaluate
any change or alteration of the element;
1.2.2. the material of the elements referred to national, or international standards;
1.2.3. the joint technology between the structural elements (riveted, bolted, glued, welded, type of welding, etc.).
1.3.
Every superstructure shall have at least two bays: one in front of the centre of gravity and one behind the centre
of gravity.
1.4.
No information is required about any elements of the bodywork, which are not parts of the superstructure.

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EN
30.3.2011 Official
Journal
of
the
European
Union L
84/21
2. Bays
2.1.
A bay is defined as a structural section of the superstructure forming a closed loop between two planes which
are perpendicular to the vertical longitudinal centre plane (VLCP) of the vehicle. A bay contains one window (or
door) pillar on each side of the vehicle as well as side wall elements, a section of the roof structure and a section
of the floor and underfloor structure. Every bay has a transverse centre plane (CP) perpendicular to the VLCP of
the vehicle and passing through the centre points (C p ) of the window-pillars (see figure A4.2).
2.2. The
Cp
is
defined
as
a
point
at
half
window
height
and
halfway
across
the
pillar
width.
If
the
C p of the left-side
and right-side pillars of a bay are not in the same transverse plane, the CP of the bay is set halfway between the
transverse planes of the two C p ’s.
2.3.
The length of a bay is measured in the direction of the longitudinal axis of the vehicle, and is determined by the
distance between two planes perpendicular to the VLCP of the vehicle. There are two limits which define the
length of a bay: the window (door) arrangement, and the shape and construction of the window (door) pillars).
Figure A4.2
Definition of length of bays
2.3.1. The maximum length of a bay is defined by the length of the two neighbouring window (door) frames
1
W j
max 2 a b
where:
a = the length of the window (door) frame behind the j th pillar, and
b = the length of the window (door) frame in front of the j th pillar
If the pillars on opposite sides of the bay are not in one transverse plane, or the window frames on each side of
the vehicle have different lengths (see figure A4.3), the overall length, W j of the bay is defined by:
1
W j
max 2 a min b min – 2L
where:
a min = the smaller value of a right side or a left side
b min = the smaller value of b right side or b left side
L
= the longitudinal offset between the centrelines of the pillars on the left and right sides of the vehicle

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L 84/22
EN
Official Journal of the European Union
30.3.2011
Figure A4.3
Definition of bay length when pillars on each side of the bay are not in one transverse plane
2.3.2. The minimum length of a bay shall include the whole window pillar (including its inclination, corner radii, etc.).
If the inclination and corner radii exceed half the length of the adjacent window then the next pillar shall be
included in the bay.
2.4.
The distance between two bays shall be defined as the distance between their CP’s.
2.5.
The distance of a bay from the centre of gravity of the vehicle shall be defined as the perpendicular distance from
its CP to the vehicle centre of gravity.
3. Connecting
structures
between
the
bays
3.1. The
connecting
structures
between
bays
shall
be
clearly
defined
in
the
superstructure.
These
structural
elements
fall into two distinct categories:
3.1.1. The
connecting
structures
which
form
part
of
the
superstructure.
These
elements
shall
be
identified
by
the
manufacturer, in this design submission: they include:
3.1.1.1. side-wall structure, roof structure, floor structure, which connect several bays,
3.1.1.2. structural elements which reinforce one or more bays; for example, boxes under seats, wheel arches, seat
structures connecting side-wall to floor, kitchen, wardrobe and toilet structures.
3.1.2. The additional elements which do not contribute to the structural strength of the vehicle but which may intrude
into the residual space, for example: ventilation ducts, hand luggage boxes, heating ducts.
4. Mass
distribution
4.1.
The manufacturer shall clearly define the portion of the mass of the vehicle attributed to each of the bays of the
superstructure. This mass distribution shall express the energy absorbing capability and load bearing capacity of
each bay. The following requirements shall be met when defining the distribution of mass:

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EN
30.3.2011 Official
Journal
of
the
European
Union L
84/23
4.1.1. the sum of the masses attributed to each bay shall be related to the mass M of the complete vehicle:
Xn m j ≥ M
j1
where:
m j = the mass attributed to the j th bay
n = the number of bays in the superstructure
M = M k , unladen kerb mass; or,
= M t , total effective vehicle mass, as appropriate
4.1.2. the centre of gravity of the distributed masses shall be in the same position as the centre of gravity of the vehicle:
Xn m j 1 j 0
j1
where:
l j = the distance of the j th bay from the centre of gravity of the vehicle (see paragraph 2.3).
l j is positive, if the bay is in front of the centre of gravity and negative if it is behind it.
4.2. The
mass
‘m j ’ of each bay of the superstructure shall be defined by the manufacturer, as follows:
4.2.1. the masses of the components of the ‘j th ’ bay shall be related to its mass ‘m j ’ by:
Xs m jk ≥ m j
k1
where:
m jk = the mass of each component of the bay
s
= the number of individual masses on the bay
4.2.2. the centre of gravity of the component masses of a bay shall have the same transverse position inside the bay as
the bay’s centre of gravity (see figureA4.4):
Xs
s
m jk y k ≡
m jk z k ≡ 0
k1
X k1
where:
y k = the distance of the k th mass component of the bay from the axis ‘Z’ (see figure A4.4).
y k will have a positive value on one side of the axis and a negative value on the other side.
z k = the distance of the k th mass component of the bay from the axis ‘Y’,
z k will have a positive value on one side of the axis and a negative value on the other side.

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L 84/24
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Official Journal of the European Union
30.3.2011
4.3.
In the case where occupant restraints are part of the vehicle specification, the occupant mass attributed to a bay
shall be attached to that part of the superstructure which is designed to absorb seat and occupant loadings.
Figure A4.4
Distribution of mass in the cross section of a bay

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EN
30.3.2011 Official
Journal
of
the
European
Union L
84/25
ANNEX 5
ROLLOVER TEST AS THE BASIC APPROVAL METHOD
1. The
tilting
bench
1.1.
The tilting platform shall be sufficiently rigid and the rotation sufficiently controlled to ensure simultaneous
lifting of the axles of the vehicle with a difference of less than 1° in the platform’s tilt angles measured below
the axles.
1.2.
The height difference between the horizontal lower plane of the ditch (see figure A5.1) and the plane of the
tilting platform on which the bus is standing, shall be 800 ± 20 mm.
1.3. The
tilting
platform,
related
to
the
ditch,
shall
be
placed
as
follows
(see
figure
A5.1):
1.3.1.
the axis of its rotation is max 100 mm from the vertical wall of the ditch;
1.3.2.
the axis of the rotation is max 100 mm below the plane of the horizontal tilting platform.
Figure A5.1
Geometry of the tilting bench
1.4.
Wheel supports shall be applied at the wheels being close to the axis of rotation against sliding of the vehicle
sideways when tilting it. The main characteristics of the wheel supports (see figure A5.1) shall be:
1.4.1. dimensions
of
the
wheel
support:
Height:
shall not be greater than two-thirds of the distance between the surface on which the vehicle
stands before it is tilted and part of the rim of the wheel which is nearest to the surface
Width: 20
mm
Edge radius: 10 mm
Length: 500
mm
minimum;

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L 84/26
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Official Journal of the European Union
30.3.2011
1.4.2.
the wheel supports at the widest axle shall be placed on the tilting platform so that the side of the tyre is at
maximum 100 mm from the axis of rotation;
1.4.3.
the wheel supports at the other axles shall be adjusted so that the vertical longitudinal centre plane (VLCP) of
the vehicle shall be parallel to the axis of rotation.
1.5. The
tilting
platform
shall
be
constructed
to
prevent
the
vehicle
moving
along
its
longitudinal
axis.
1.6. The
impact
area
of
the
ditch
shall
have
a
horizontal,
uniform,
dry
and
smooth
concrete
surface.
2. Preparation
of
test
vehicle
2.1.
The vehicle to be tested need not be in a fully finished, ‘ready for operation’ condition. Generally, any
alteration from the fully finished condition is acceptable if the basic features and behaviour of the super
structure are not influenced by it. The test vehicle shall be the same as its fully finished version in respect of
the following:
2.1.1.
the position of the centre of gravity, the total value of vehicle mass (unladen kerb mass, or total effective
vehicle mass where restraints are fitted) and the distribution and location of masses, as declared by the
manufacturer;
2.1.2.
all of those elements which — according to the manufacturer — contribute to the strength of the super
structure shall be installed in their original position (see Annex 4 to this Regulation);
2.1.3.
elements, which do not contribute to the strength of the superstructure and are too valuable to risk damage
(e.g. drive chain, dashboard instrumentation, driver’s seat, kitchen equipment, toilet equipment, etc.) can be
replaced by additional elements equivalent in mass and method of installation. These additional elements must
not have a reinforcing effect on the strength of superstructure;
2.1.4.
fuel, battery acid and other combustible, explosive or corrosive materials may be substituted with other
materials provided that the conditions of paragraph 2.1.1 are met;
2.1.5.
in the case where occupant restraint devices are part of the vehicle type, a mass shall be attached to each seat
fitted with an occupant restraint following one of these two methods, at the choice of the manufacturer:
2.1.5.1. First
method:
That
mass
shall
be:
2.1.5.1.1. 50 per cent of the individual occupant mass (M mi ) of 68 kg,
2.1.5.1.2. placed to have its centre of gravity 100 mm above and 100 mm forward of the R point of the seat as defined
in Regulation No 21, Annex 5,
2.1.5.1.3. fixed rigidly and securely so that it does not break away during the test;
2.1.5.2. Second
method:
That
mass
shall
be:
2.1.5.2.1. an anthropomorphic ballast with a mass of 68 kg and shall be restrained with a 2-point safety-belt. The ballast
must allow guiding and positioning for safety-belts,
2.1.5.2.2. placed to have its centre of gravity and dimensioning according to figure A5.2,
2.1.5.2.3. fixed rigidly and securely so that it does not break away during the test:

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EN
30.3.2011 Official
Journal
of
the
European
Union L
84/27
Figure A5.2
Dimensions for the anthropomorphic ballast
2.2. The
test
vehicle
shall
be
prepared
as
follows:
2.2.1. tyres
shall
be
inflated
to
the
pressure
prescribed
by
the
manufacturer;
2.2.2.
the suspension system of the vehicle shall be blocked, i.e. the axles, the springs and the suspension elements of
the vehicle shall be fixed in relation to the bodywork. The floor height above the horizontal tilting platform
shall be according to the manufacturer’s specification for the vehicle, dependent on whether it is loaded to
unladen kerb mass or total vehicle mass;
2.2.3.
every door and opening window of the vehicle shall be closed but not locked.
2.3. The
rigid
sections
of
an
articulated
vehicle
may
be
tested
separately
or
in
combination.
2.3.1.
For testing the articulated sections as a combination, the sections of the vehicle shall be fixed to each other in
such a way that:
2.3.1.1. there
is
no
relative
movement
between
them
during
the
rollover
process;
2.3.1.2. there
is
no
significant
change
in
mass
distribution
and
centre
of
gravity
positions;
2.3.1.3. there is no significant change in the strength and deformation capability of the superstructure.
2.3.2. For
testing
the
articulated
sections
separately,
the
single-axle
sections
shall
be
attached
to
an
artificial
support
which keeps them in fixed relation to the tilting platform during its movement from the horizontal to the
point of rollover. This support shall meet the following requirements:
2.3.2.1. it shall be fixed to the structure in such a way that it does not cause either reinforcement or extra additional
load to the superstructure;
2.3.2.2. it shall be constructed so that it does not suffer any deformation which could change the direction of the
rollover of the vehicle;

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L 84/28
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Official Journal of the European Union
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2.3.2.3. its mass shall be equal to the mass of those elements, parts of the articulated joint, which nominally belong to
the section being tested, but which are not placed on it (e.g. turntable and its floor, handholds, rubber sealing
curtains, etc.);
2.3.2.4. its centre of gravity shall have the same height as the common centre of gravity of those parts which are listed
in paragraph 2.3.2.3;
2.3.2.5. it shall have an axis of rotation parallel to the longitudinal axis of the multi-axle section of the vehicle, and
passing through the points of contact of the tyres of that section.
3. Test
procedure,
test
process
3.1. The
rollover
test
is
a
very
rapid,
dynamic
process
having
distinguishable
stages,
should
be
taken
into
consideration when a rollover test, its instrumentation and measurement are planned.
3.2.
The vehicle shall be tilted without rocking and without dynamic effects until it reaches unstable equilibrium
and commences its rollover. The angular velocity of the tilt platform shall not exceed 5 degrees/sec. (0,087
radians/sec).
3.3. For
inside
observation
high-speed
photography,
video,
deformable
templates,
electrical
contact
sensors
or
other
suitable means shall be used to determine that the requirements of paragraph 5.1 of this Regulation have been
met. This shall be verified at any places of the passenger, driver’s and crew compartment where the residual
space seems to be endangered, the exact positions being at the discretion of the technical service. At least two
positions, nominally at the front and rear of the passenger compartment(s), shall be used.
3.4.
Outside observation and recording of the rollover and deformation process is recommended, which means the
following:
3.4.1.
two high-speed cameras — one at the front and another at the rear. They should be located far enough from
the front and rear wall of the vehicle to produce a measurable picture, avoiding wide-angle distortion in the
shaded area, as shown in figure A5.3a;
3.4.2.
the position of the centre of gravity and the contour of the superstructure (see figure A5.3b), is marked by
stripes and bands to ensure correct measurements on the pictures;
Figure A5.3a
Recommended field of view of outside camera

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Figure A5.3b
Recommended marking of the centre of gravity position and the contour of the vehicle
4. Documentation
of
the
rollover
test
4.1.
Detailed description of the tested vehicle shall be given by the manufacturer in which:
4.1.1.
all the deviations between the fully finished vehicle type in running order and the tested vehicle are listed;
4.1.2.
the equivalent substitution (in respect of mass, mass distribution and installation) shall be proved in every case,
when structural parts, units are substituted by other units or masses;
4.1.3.
there is a clear statement of the position of centre of gravity in the tested vehicle which may be based on
measurements carried out on the test vehicle when it is ready for test, or a combination of measurement
(carried out on the fully finished vehicle type) and calculation based on the mass substitutions.
4.2.
The test report shall contain all the data (pictures, records, drawings, measured values, etc.) which show:
4.2.1. that
test
was
carried
out
according
to
this
Annex;
4.2.2. that
the
requirements
given
in
paragraphs
5.1.1
and
5.1.2
of
this
Regulation
are
met
(or
not);
4.2.3. the
individual
evaluation
of
inside
observations;
4.2.4.
all the data and information needed for the identification of the vehicle type, the test vehicle, the test itself, and
the personnel responsible for the test and its evaluation.
4.3.
It is recommended to document in the test report the centre of gravity’s highest and lowest position related to
the ground level of the ditch.

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L 84/30
EN
Official Journal of the European Union
30.3.2011
ANNEX 6
ROLLOVER TEST USING BODY SECTIONS AS AN EQUIVALENT APPROVAL METHOD
1. Additional
data
and
information
If the manufacturer chooses this method of testing, the following information shall be given to the technical
service in addition to the data, information and drawings listed in paragraph 3 of this Regulation:
1.1. drawings
of
the
body
sections
to
be
tested;
1.2. verification of the validity of the distribution of masses given in Annex 4, paragraph 4, upon successful completion
of the body section rollover tests;
1.3. the measured masses of the body sections to be tested, and verification that their centre of gravity positions are the
same as that of the vehicle with unladen kerb mass if not fitted with occupant restraints, or with total effective
vehicle mass if occupant restraints are fitted. (Presentation of measuring reports)
2. The
tilting
bench
The tilting bench shall meet the requirements given in Annex 5, paragraph 1.
3. Preparation
of
body
sections
3.1. The number of the body sections to be tested shall be determined by the following rules:
3.1.1. all the different bay configurations which are part of the superstructure shall be tested in at least one body section;
3.1.2. every body section shall have at least two bays;
3.1.3. in an artificial body section (see paragraph 2.28 of this Regulation) the ratio of the mass of any one bay to any
other bay shall not exceed 2;
3.1.4. the residual space of the whole vehicle shall be well represented in the body sections, including any peculiar
combinations arising from the vehicles bodywork configuration;
3.1.5. the whole roof structure shall be well represented in the body sections if there are local specialities, like changing
height, air condition installation, gas tanks, luggage carrier, etc.
3.2. The bays of the body section shall be exactly the same structurally as they are represented in the superstructure, as
regards shape, geometry, material, joints.
3.3. The connecting structures between the bays shall represent the manufacturer’s description of the superstructure
(see Annex 4, paragraph 3) and the following rules shall be considered:
3.3.1. in the case of an original body section taken directly from the actual vehicle layout, the basic and the additional
connecting structures (see Annex 4 paragraph 3.1) shall be the same as that of the vehicle superstructure;
3.3.2. in the case of an artificial body section, the connecting structures shall be equivalent in terms of strength, stiffness
and behaviour to that of the vehicle superstructure;
3.3.3. those rigid elements which are not part of the superstructure but which can encroach on the residual space during
deformation, shall be installed into the body sections;
3.3.4. the mass of the connecting structures shall be included in the mass distribution, in terms of attribution to a
particular bay and distribution within that bay.
3.4. The body sections shall be equipped with artificial supports, to provide the same centre of gravity positions and
axis of rotation for them on the tilting platform as that of the complete vehicle. The supports shall meet the
following requirements:
3.4.1. they shall be fixed to the body section in such a way that they do not provide either reinforcement or extra
additional load on the body section;
3.4.2. they shall be sufficiently strong and rigid to resist any deformation which could change the direction of the body
section motion during the tilting and rollover process;
3.4.3. their mass shall be included in the mass distribution and centre of gravity position of the body section.
3.5. The distribution of mass in the body section shall be arranged with the following considerations:
3.5.1. The whole body section (bays, connecting structures, additional structural elements, supports) shall be considered
when checking the validity of the two equations given in Annex 4, paragraphs 4.2.1 and 4.2.2;

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3.5.2. any masses attached to the bays (see paragraph 4.2.2 and figure 4 of Annex 4) shall be placed and fixed to the
body section in such a way that they do not cause reinforcement or additional load or limitation of the
deformation.
3.5.3. In the case where occupant restraints are part of the vehicle type, the occupant masses shall be considered as
described in Annex 4 and Annex 5.
4. Test
procedure
The test procedure shall be the same as described in paragraph 3 of Annex 5 for a complete vehicle.
5. Evaluation
of
the
tests
5.1. The vehicle type shall be approved if all the body sections pass the rollover test and equations 2 and 3 in
paragraph 4 of Annex 4 are fulfilled.
5.2. If one of the body sections fails the test, the vehicle type shall not be approved.
5.3. If a body section passes the rollover test, each of the bays which form that body section are considered to have
passed the rollover test, and the result can be quoted used in future applications for approval, provided that the
ratio of their masses remains the same in the subsequent superstructure.
5.4. If a body section fails the rollover test, all the bays within that body section shall be considered to have failed the
test even if the residual space is invaded in only one of the bays.
6. Documentation
of
body
section
rollover
tests
The test report shall contain all the data necessary to demonstrate:
6.1. the construction of the tested body sections (dimensions, materials, masses, centre of gravity position, construction
methods);
6.2. that
the
tests
were
carried
out
according
to
this
Annex;
6.3. whether or not the requirements — given in paragraph 5.1 of this Regulation — are met;
6.4. the individual evaluation of the body sections and their bays;
6.5. the identity of the vehicle type, its superstructure, the tested body sections, the tests themselves and the personnel
responsible for the tests and their evaluation.

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L 84/32
EN
Official Journal of the European Union
30.3.2011
ANNEX 7
QUASI- STATIC LOADING TEST OF BODY SECTIONS AS AN EQUIVALENT APPROVAL METHOD
1. Additional
data
and
information
This method of testing uses body sections as test units, each one built up from at least two bays of the vehicle
under appraisal, connected together with representative structural elements. If the manufacturer chooses this
method of testing, the following additional information shall be supplied to the technical service, in addition to
the data, and drawings listed in paragraph 3.2 of this Regulation:
1.1. drawings
of
the
body
sections
to
be
tested;
1.2. energy values to be absorbed by the individual bays of the superstructure, as well as the energy values belonging to
the body sections to be tested;
1.3. verification of the energy requirement, see paragraph 4.2 below, upon completion of successful quasi-static loading
tests of body sections.
2. Preparation
of
body
sections
2.1. The manufacturer shall consider the requirements given in Annex 6, paragraphs 3.1, 3.2, and 3.3, when designing
and producing the body sections for test.
2.2. The body sections shall be equipped with the residual space profile, at positions where it is considered that the
pillars or other structural elements are likely to intrude as a result of the expected deformation.
3. Test
procedure
3.1. Each body section to be tested shall be firmly and securely attached to the test bench through a rigid underframe
structure in such a way that:
3.1.1. local plastic deformation shall not occur around the attachment points;
3.1.2. the location and method of attachment shall not inhibit the formation and working of expected plastic zones and
hinges.
3.2. For application of the load to the body section, the following rules shall be considered:
3.2.1. the load shall be evenly distributed on the cantrail, through a rigid beam, which is longer than the cantrail to
simulate the ground in a rollover test, and which follows the geometry of the cantrail;
3.2.2. the direction of the applied load (see figure A7.1) shall be related to the longitudinal vertical centre plane of the
vehicle and its inclination (α) shall be determined as follows:
α 90° – arcsin 800
H c
where:
H c = the cantrail height (in mm) of the vehicle measured from the horizontal plane on which it is standing.

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Figure A7.1
Application of load to the body section
3.2.3. the load shall be applied to the beam at the centre of gravity of the body section derived from the masses of its
bays and the structural elements connecting them. Using the symbols of Figure A7.1, the position of the body
section can be determined by the following formula:
Xs m i l i
l
i

CG 1 s m
X i
i1
where:
s = the number of the bays in the body section
m i = the mass of the i th bay
l i = the distance of the centre of gravity of the i th bay from a selected pivot point (the central plane of Bay(1) in
figure A7.1)
l CG = the distance of the centre of gravity of the body section from the same selected pivot point;
3.2.4. the load shall be increased gradually, taking measurements of the associated deformation at discrete intervals until
the ultimate deformation (d u ) when the residual space is invaded by one of the elements of the body section.
3.3. When
plotting
the
load-deflection
curve:
3.3.1. the frequency of measurement shall be such as to produce a continuous curve (see figure A7.2);
3.3.2. the values of load and deformation shall be measured simultaneously;
3.3.3. the deformation of the loaded cantrail shall be measured in the plane and direction of the applied load;
3.3.4. both load and deformation shall be measured to an accuracy of ± 1 per cent.
4. Evaluation
of
test
results
4.1. From the plotted load-deformation curve the actual energy absorbed by the body section (E BS ) shall be expressed as
the area below the curve (see figure A7.2).

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L 84/34
EN
Official Journal of the European Union
30.3.2011
Figure A7.2
Absorbed energy for the body section, derived from the measured load-deformation curve
4.2. The
minimum
energy
required
to
be
absorbed
by
the
body
section
(E min ) shall be determined as follows:
4.2.1. the total energy (E T ) to be absorbed by the superstructure is:
E T = 0,75 MgΔh
where:
M = M k , unladen kerb mass of the vehicle if there are no occupant restraints; or
M t , total effective vehicle mass when occupant restraints are fitted,
g =
gravitational
constant,
Δh = the vertical movement (in metres) of the vehicle centre of gravity during a rollover test, as determined in the
Appendix to this Annex;
4.2.2. the total energy ‘E T ’ shall be distributed among the bays of the superstructure in the proportions of their masses:
m
E

i

i E T M

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where:
E i = the absorbed energy by the ‘i th ’ bay
m I = mass of the ‘i th ’ bay, as determined in Annex 4, paragraph 4.1;
4.2.3. the minimum energy required to be absorbed by the body section (E min ) is the sum of the energy of the bays
comprising the body section:
s
E min X E i
i1
4.3. The
body
section
passes
the
loading
test,
if:
E BS ≥ E min
In this case, all the bays which form that body section are considered to have passed the quasi-static loading test
and these results can be quoted in future requests for approval provided that the component bays are not expected
to carry a greater mass in the subsequent superstructure.
4.4. The
body
section
fails
the
loading
test
if:
E BS < E min
In this case all the bays which form that body section are considered to have failed the test even if the residual
space is invaded in only one of the bays.
4.5. The vehicle type shall be approved if all the required body sections pass the loading test.
5.
Documentation of body section quasi-static loading tests
The test report shall follow the form and content of Annex 6, paragraph 6.

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L 84/36
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Official Journal of the European Union
30.3.2011
Appendix
Determination of the vertical movement of the centre of gravity during rollover
The vertical movement (Δh) of centre of gravity related to the rollover test may be determined by the graphical
method shown below.
1. Using scaled drawings of the cross-section of the vehicle, the initial height (h 1 ) of the centre of gravity (position 1)
above the lower plane of the ditch is determined for the vehicle standing at its point of unstable equilibrium on the
tilting platform (see Figure A7.A1.1).
2. Using the assumption that the vehicle cross-section rotates around the edge of the wheel supports, (point A in Figure
A7.A1.1) the vehicle cross-section is drawn with its cantrail just touching the lower plane of the ditch (see Figure
A7.A1.2). In this position the height (h 2 ) of the centre of gravity (position 2) relative to the lower plane of the ditch is
determined.
Figure A7.A1.1
Figure A7.A1.2
Determination of the vertical movement of the vehicle centre of gravity

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3. The vertical movement of the centre of gravity (Δh) is:
Δh = h 1 – h 2
4. If more than one body section is tested and each body section has a different final deformed shape, the vertical
movement of centre of gravity (Δh i ) shall be determined for each body section and the combined mean value (Δh) is
taken as:
1 k
Δh
Δh
k

i
where:
X i1
Δh i = the vertical movement of the centre of gravity of the i th body section,
k =
the
number
of
body
sections
tested.

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L 84/38
EN
Official Journal of the European Union
30.3.2011
ANNEX 8
QUASI-STATIC CALCULATION BASED ON TESTING OF COMPONENTS AS AN EQUIVALENT APPROVAL
METHOD
1. Additional
data
and
information
If the manufacturer chooses this test method, the following information shall be given to the technical service, in
addition to the data and drawings listed in paragraph 3.2 of this Regulation:
1.1. The location of plastic zones (PZ) and plastic hinges (PH) in the superstructure;
1.1.1. all the individual PZ’s and PH’s shall be uniquely identified on the drawing of the superstructure in their
geometrically defined locations (see figure A8.1);
1.1.2. structural elements between the PZ’s and PH’s can be treated as rigid or elastic parts in the calculation, and their
length shall be determined by their actual dimensions in the vehicle.
1.2. The
technical
parameters
of
PZ’s
and
PH’s:
1.2.1. the cross-sectional geometry of the structural elements in which the PZ’s and PH’s are located;
1.2.2. the type and direction of loading applied to each PZ and PH;
1.2.3. the load-deformation curve of each PZ and PH as described in the Appendix to this Annex. The manufacturer may
use either the static or the dynamic characteristics of the PZ’s and PH’s for the calculation but shall not mix static
and dynamic characteristics in one calculation.
Figure A8.1
Geometrical parameters of plastic hinges on a bay

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1.3. A
statement
of
the
total
energy
(E T ) to be absorbed by the superstructure, using the formula stated in paragraph
3.1 below.
1.4. A brief technical description of the algorithm and computer program which are used for the calculation.
2. Requirements
for
the
quasi-static
calculation
2.1. For the calculation, the complete superstructure shall be mathematically modelled as a load-bearing and deformable
structure, taking account of the following:
2.1.1. the superstructure shall be modelled as a single loaded unit containing deformable PZ’s and PH’s, connected by
appropriate structural elements;
2.1.2. the superstructure shall have the actual dimensions of the bodywork. The inner contour of the side-wall pillars and
roof structure shall be used when checking the residual space;
2.1.3. the PH’s shall utilise the actual dimensions of the pillars and structural elements on which they are located (see the
Appendix to this Annex).
2.2. The
applied
loads
in
the
calculation
shall
meet
the
following
requirements:
2.2.1. the active load shall be applied in the transverse plane containing the centre of gravity of the superstructure
(vehicle) which is perpendicular to the vertical longitudinal centre plane (VLCP) of the vehicle. The active load shall
be applied on the cantrail of the superstructure through an absolutely rigid load application plane, which extends
in both directions beyond the cantrail and any adjacent structure;
2.2.2. at the beginning of the simulation the load application plane shall touch the cantrail at its most distant part from
the vertical longitudinal central plane. The contact points between the load application plane and the super
structure shall be defined to ensure an exact load transfer;
2.2.3. the active load shall have an inclination a related to the vertical longitudinal centre plane of the vehicle (see figure
A8.2).
α 90° – arcsin 800
H c
where:
H c = the cantrail height (in mm) of the vehicle measured from the horizontal plane on which it is standing.
The direction of action of the active load shall not be changed during the calculation;
2.2.4. the active load shall be increased by small incremental steps and the whole structural deformation shall be
calculated at every loading step. The number of loading steps shall exceed 100 and the steps shall be quasi-equal;
2.2.5. during the deformation process the load application plane may, in addition to parallel translation, be allowed to
rotate around the axis of intersection of the load application plane with the transverse plane containing the centre
of gravity, in order to follow the asymmetric deformation of the superstructure;
2.2.6. the passive (supporting) forces shall be applied on the rigid underfloor structure causing no influence on the
structural deformation.

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Official Journal of the European Union
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Figure A8.2
Load application to the superstructure
2.3. The algorithm of the calculation and the computer program shall meet the following requirements:
2.3.1. the program shall take account of non-linearities in the PH characteristics and large scale structural deformations;
2.3.2. the program shall accommodate the working range of PH’s and PZ’s and shall stop the calculation if the
deformation of PH’s exceeds the validated working range (see the Appendix to this Annex);
2.3.3. the program shall be able to calculate the total energy absorbed by the superstructure at every incremental load
step;
2.3.4. at every incremental load step, the program shall be able to demonstrate the deformed shape of the bays forming
the superstructure, and the position of every rigid part which may intrude into the residual space. The program
shall identify the incremental load step at which the residual space is first invaded by any of the rigid structural
parts;
2.3.5. the program shall be able to detect and identify the incremental load step at which overall collapse of the
superstructure begins; when the superstructure becomes unstable and deformation continues without an
increase of the load.
3. Evaluation
of
the
calculation
3.1. The
total
energy
(E T ) to be absorbed by the superstructure shall be determined as follows:
E T = 0,75 M.g.Δh
where:
M = M k the unladen kerb mass of the vehicle, if there are no restraints, or
M t the total effective vehicle mass when occupant restraints are fitted

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G = the gravitational constant
Δh = the vertical movement (in metres) of the vehicle centre of gravity during a rollover test, as determined in the
Appendix to Annex 7
3.2. The
absorbed
energy
(E a ) of the superstructure is calculated at the incremental load step at which the residual space
is first touched by any of the rigid structural parts.
3.3. The
vehicle
type
shall
be
approved
if
E a ≥ E T
4. Documentation
of
quasi-static
calculation
The calculation report shall contain the following information:
4.1. detailed mechanical description of the superstructure containing the location of PZ’s and PH’s and defining the
rigid and elastic parts,
4.2. data obtained from the tests and the resultant graphs,
4.3. a statement of whether or not the requirement of paragraph 5.1 of this Regulation are met,
4.4. identification of the vehicle type and the personnel responsible for the tests, the calculations, and the evaluation.

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L 84/42
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Official Journal of the European Union
30.3.2011
Appendix
Characteristics of plastic hinges
1. Characteristic
curves
The 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.
Plastic hinge characteristic curves are a bending moment (M) — rotational angle (φ) relationship. The general form of
a PH characteristic curve is shown in figure A8.A1.1.
Figure A8.A1.1
Characteristic curve for a plastic hinge
2. Aspects
of
deformation
ranges
2.1. 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.
2.2. The ‘working range’ of the PH characteristic curve is the range covered by the calculation.
The working range shall not exceed the measured range, and may contain the fracture, but not the rapid-hardening
range.
2.3. The PH characteristics to be used in the calculation shall contain the M-φ curve in the measured range.
3. Dynamic
characteristics
There are two kinds of PH and PZ characteristics: quasi-static and dynamic. The dynamic characteristics of a PH may
be determined in two ways:
3.1. by dynamic impact testing of the component.

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3.2. by using a dynamic factor K d to transform the quasi-static PH characteristics.
This transformation means that the values of the quasi-static bending moment may be increased by K d.
For steel structural elements K d = 1,2 may be used without laboratory test.
Figure A.8.A.1.2
Derivation of plastic hinge dynamic characteristics from the static curve

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L 84/44
EN
Official Journal of the European Union
30.3.2011
ANNEX 9
COMPUTER SIMULATION OF ROLLOVER TEST ON COMPLETE VEHICLE AS AN EQUIVALENT APPROVAL
METHOD
1. Additional
data
and
information
The 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.
If 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;
1.1. 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.
1.2. The
material
models
and
the
input
data
utilised.
1.3. The values for defined masses, centre of gravity and the moments of inertia used in the mathematical model.
2. The
mathematical
model
The 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:
2.1. 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;
2.2. 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;
2.3. 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.
3.
Requirements for the algorithm and simulation program, and for computing equipment
3.1. 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 unstable equilibrium position, but shall start, at
the latest, at the point of first contact with the ground.
3.2. 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.
3.3. The simulation program shall run, at least, until the maximum deformation is reached.
3.4. The
simulation
program
shall
produce
a
stable
solution,
in
which
the
result
is
independent
of
the
incremental
time
step.
3.5. The simulation program shall be able to calculate the energy components for the energy balance at every
incremental time step.
3.6. 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.
3.7. 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.
3.8. All
the
possible
physical
contacts
between
parts
of
the
vehicle
shall
be
taken
into
account
in
the
mathematical
model.
4. Evaluation
of
the
simulation
4.1. 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.
4.2. If the residual space is not infringed during the rollover simulation, the approval shall be granted.
4.3. If the residual space is infringed during the rollover simulation, the approval shall be refused.

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5. Documentation
5.1. The report on the simulation shall contain the following information:
5.1.1. all the data and information stated in paragraph 1 of this Annex,
5.1.2. a drawing showing the mathematical model of the superstructure,
5.1.3. 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,
5.1.4. 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,
5.1.5. the assumed ground friction coefficient,
5.1.6. 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,
5.1.7. a statement of whether, or not, the requirements specified in paragraphs 5.1.1 and 5.1.2 of this Regulation have
been met,
5.1.8. 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.
5.2. 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.
5.3. At the request of the technical service, further information shall be provided and included in the report.

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