ife COMMISSION OF THE EUROPEAN COMMUNITIES 
C0M(91) 496 final - SYN 373 
Brussels, 26 February 1992 
Proposal for a 
COUNCIL REGULATION (EEC) 
ON THE 
BRAKING OF TWO AND THREE-WHEEL 
MOTOR VEHICLES 
sfifi 
(presented by the Commission) 
EXPLANATORY MEMORANDUM 
This proposal relates to the braking of two or three-wheel motor vehicles and 
forms part of the approval procedure for said vehicles covered by a proposal 
for a regulation (framework regulation) sent by the Commission to the Council 
on 3 ApriI 1991. 
These are requirements concerning the braking of the vehicles concerned which, 
together with the other factors and characteristics provided for in Annex I to 
the proposal for the framework regulation, are requirements which must be met 
if those vehicles are to be approved and placed on the Community market. 
In drawing up this proposal the Commission has widely drawn upon the 
requirements adopted in this area by the United Nations Economic Commission 
for Europe in its Regulation 78. 
The requirements set out in this proposal apply to the design, construction 
and fitting of braking devices and include tests and performance figures 
intended to ensure that the efficiency required from said devices, based on 
braking distance, is met by the various categories of vehicle (two-wheel 
mopeds, three-wheel mopeds, solo motorcycles, motorcycle combinations, and 
tr icycles). 
Provision is also made for requirements concerning the performance of braking 
systems incorporating an anti-lock device (ABS ...) fitted to two-wheel 
mopeds, solo motorcycles and tricycles. 
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PROPOSAL FOR A 
COUNCIL REGULATION (EEC) ON THE 
BRAKING OF TWO AND THREE-WHEEL 
MOTOR VEHICLES 
THE COUNCIL OF THE EUROPEAN COMMUNITIES, 
Having regard to the Treaty establishing the European Economic Community, and 
in particular Article 100A thereof, 
Having regard to Regulation (EEC) No ... of ... on the type approval of two 
and three-wheel motor vehicles,1 
Having regard to the proposal from the Commission, 
In cooperation with the European Parliament, 
Having regard to the opinion of the Economic and Social Committee,2 
Whereas it is necessary to adopt measures intended gradually to introduce the 
internal market over a period expiring on 31 December 1992; whereas the 
internal market comprises an entity without internal frontiers within which 
the free movement of goods, persons, services and capital is guaranteed; 
Whereas, in respect of braking, two and three-wheel vehicles must, in each 
Member State, display certain technical characteristics laid down by means of 
mandatory requirements which differ from one Member State to another; 
whereas, owing to their differences, they constitute barriers to trade within 
the Community; 
Whereas those barriers to the introduction and operation of the internal 
market may be removed if the same requirements were adopted by all of the 
Member States instead of their national regulations-, 
1 OJ No L 
2 OJ No C 
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Whereas it is necessary to draw up harmonized requirements concerning the 
braking of two and three-wheel motor vehicles in order to enable type-approval 
and component type-approval procedures as covered by Regulation (EEC) No ... 
to be applied to each type of said vehicle; 
HAS ADOPTED THIS REGULATION 
Art icle 1 
This Regulation shall apply to the braking of all types of vehicle as defined 
in Article 1 of Council Regulation (EEC) No ... of ... on the type approval of 
two and three-wheel vehicles. 
Art icle 2 
The procedure for the granting of component type approval in respect of the 
braking of a type of two or three-wheel motor vehicle and the conditions 
governing the free movement of vehicles shall be those introduced by 
Regulation (EEC) No ... 
Article 3 
Any changes needed for the purposes of adaptation of the annex to technical 
progress shall be adopted in accordance with the following procedure : 
A committee of an advisory nature shall be set up for the adaptation to 
technical progress of the regulations concerning the two or three-wheel 
vehicle sector, hereinafter referred to as the "Committee", which shall 
comprise representatives of the Member States and be chaired by a 
representative of the Commission. 
In all cases where reference is made to the procedure set out in this article, 
the matter shall be laid before the Committee by its chairman, either on his 
own account or at the request of a representative of a Member State. The 
representative of the Commission shall submit to the Committee a draft of 
measures to be taken. The Committee shall deliver its opinion on the draft 
within a time limit which the chairman may lay down according to the urgency 
of the matter, if necessary by taking a vote. 
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The opinion shall be recorded in the minutes; in addition, each Member State 
shall have the right to ask to have its position recorded in the minutes. 
The Commission shall take the utmost account of the opinion delivered by the 
Committee. It shall inform the Committee of the manner in which its opinion 
has been taken into account. 
Article 4 
This Regulation shall enter into force on 1 January 1993. 
This Regulation shall be binding in its entirety and directly applicable in 
all of the Member States. 
Done at Brussels, 
For the CounciI, 
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ANNEX 
1. DEFINITIONS 
For the purposes of this Regulation, 
1.1. "Type of vehicle with respect to its braking" means 
vehicles which do not differ in such essential respects as 
1.1.1. the vehicle category, as defined in Article 1 of this Regulation 
1.1.2. the maximum mass, as defined in Item 1.13. 
1.1.3. the distribution of mass among the axles 
1.1.4. the maximum design speed 
1.1.5. a different type of braking system 
1.1.6. number and arrangement of the axles 
1.1.7. engine type 
1.1.8. the number of gears and their overall ratio 
1.1.9. the tyre dimensions 
1.2. "Braking device" 
means the combination of parts other than the engine whose function 
is progressively to reduce the speed of a moving vehicle or to 
bring it to a halt, or to keep it stationary if it is already 
halted; these functions are specified in item 2.1. below. The 
device consists of the control, the transmission and the brake 
proper; 
1.3. "Control* 
means the part actuated directly by the driver furnish to the 
transmission the energy required for braking, or for controlling 
it. This energy may be the muscular energy of the driver, or energy 
of another source controlled by the driver, or a combination of 
these various kinds of energy; 
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1.4. "Transmission1 
means the combination of components comprised between the control 
and the brakes and linking them functionally. Where the braking 
power is derived from or assisted by a source of energy independent 
of the driver but controlled by him, the reserve of energy in the 
device is likewise part of the transmission; 
1.5. "Brake" 
means the parts of the braking device in which the forces opposing 
the movement of the vehicle are developed. 
1.6. "Different types of braking devices" 
means devices which differ in such essential respects as: 
1.6.1 components having different characteristics, 
1.6.2. a component made of materials having different characteristics, or 
a component differing in shape or size; 
1.6.3. a different assembly of the components; 
1.7. "Component(s) of a braking device" 
means one or more of the individual parts which, when assembled, 
constitute the braking device; 
1.8. "Combined braking system" 
means 
1.8.1. in the case of two-wheel mopeds and two-wheel motorcycles, a system 
whereby at least two brakes on different wheels are actuated in 
combination by the operation of a single control. This method of 
actuation requires a control that is separate from the second 
braking device; 
1.8.2. in the case of three-wheel mopeds and tricycles, a braking device 
which operates on all the wheels; 
1.8.3. in the case of motorcycles with sidecar, a braking device which 
operates at least on the front and on the rear wheel. Therefore a 
braking device which operates simultaneously on the rear wheel and 
on the sidecar wheel is regarded as a rear brake; 
1.9. "Progressive and graduated braking" 
means braking during which, within the normal operating range of 
the device, and whether during the application or during release of 
the brakes, 
1.9.1. the driver can at any moment increase or decrease the braking force 
by acting on the control, 
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ANNEX 
1. DEFINITIONS 
For the purposes of this Regulation, 
1.1. "Type of vehicle with respect to its braking" means 
vehicles which do not differ in such essential respects as 
1.1.1. the vehicle category, as defined in Article 1 of this Regulation 
1.1.2. the maximum mass, as defined in Item 1.13. 
1.1.3. the distribution of mass among the axles 
1.1.4. the maximum design speed 
1.1.5. a different type of braking system 
1.1.6. number and arrangement of the axles 
1.1.7. engine type 
1.1.8. the number of gears and their overall ratio 
1.1.9. the tyre dimensions 
1.2. "Braking device" 
means the combination of parts other than the engine whose function 
is progressively to reduce the speed of a moving vehicle or to 
bring it to a halt, or to keep it stationary if it is already 
halted; these functions are specified in item 2.1. below. The 
device consists of the control, the transmission and the brake 
proper; 
1.3. "Control" 
means the part actuated directly by the driver furnish to the 
transmission the energy required for braking, or for controlling 
it. This energy may be the muscular energy of the driver, or energy 
of another source controlled by the driver, or a combination of 
these various kinds of energy; 
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1.4. "Transmission1 
means the combination of components comprised between the control 
and the brakes and linking them functionally. Where the braking 
power is derived from or assisted by a source of energy Independent 
of the driver but controlled by him, the reserve of energy in the 
device is likewise part of the transmission; 
1.5. "Brake" 
means the parts of the braking device in which the forces opposing 
the movement of the vehicle are developed. 
1.6. "Different types of braking devices" 
means devices which differ in such essential respects as: 
1.6.1 components having different characteristics, 
1.6.2. a component made of materials having different characteristics, or 
a component differing in shape or size; 
1.6.3. a different assembly of the components; 
1.7. "Component(s) of a braking device" 
means one or more of the individual parts which, when assembled, 
constitute the braking device; 
1.8. "Combined braking system" 
means 
1.8.1. in the case of two-wheel mopeds and two-wheel motorcycles, a system 
whereby at least two brakes on different wheels are actuated in 
combination by the operation of a single control. This method of 
actuation requires a control that is separate from the second 
braking device; 
1.8.2. in the case of three-wheel mopeds and tricycles, a braking device 
which operates on all the wheels; 
1.8.3. in the case of motorcycles with sidecar, a braking device which 
operates at least on the front and on the rear wheel. Therefore a 
braking device which operates simultaneously on the rear wheel and 
on the sidecar wheel is regarded as a rear brake; 
1.9. "Progressive and graduated braking" 
means braking during which, within the normal operating range of 
the device, and whether during the application or during release of 
the brakes, 
1.9.1. the driver can at any moment increase or decrease the braking force 
by acting on the control, 
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1.9.2. the braking force varies proportionally to the action on the 
control (monotonie function), and 
1.9.3. the braking force can be easily regulated with sufficient 
precision; 
1.10. "Maximum design speed" 
means the speed which the vehicle cannot exceed, on the level and 
without undue external influence, taking into account any special 
limitations imposed on the design and construction of the vehicle; 
1.11. "Laden vehicle" 
means, except where otherwise stated, a vehicle so laden as to 
attain its "maximum mass"; 
1.12. "Unladen vehicle" 
means the vehicle alone, as submitted for the tests, plus the 
driver alone and any necessary test equipment or instrumentation; 
1.13. "Maximum mass" 
means the maximum mass stated by the vehicle manufacturer to be 
technically permissible (this mass may be greater than the 
"permissible maximum mass" laid down by the national 
administrât ion); 
1.14. "Wet brake" 
means a brake or brakes which has/have been treated in accordance 
with item 1.3 in Appendix 1 of this Regulation. 
2. CONSTRUCTION AND FITTING REQUIREMENTS 
2.1. General 
2.1.1. Braking device 
2.1.1.1. The braking device shall be so designed, constructed and fitted as 
to enable the vehicle in normal use, despite the vibration to which 
it may be subjected, to comply with the provisions of this 
Régulât ion. 
2.1.1.2. In particular, the braking device shall be so designed, constructed 
and fitted as to be able to resist the corroding and aging 
phenomena to which it is exposed. 
2.1.2. Functions of the braking device 
The braking device defined in item 1.2. must fulfil the following 
conditions : 
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2.1.2.1. Service braking 
The service braking must make it possible to control the movement 
of the vehicle and to halt it safely, speedily and effectively, 
whatever its speed and load, on any up or down gradient. It must 
be possible to graduate this braking action. The driver must be 
able to achieve this braking action from his driving seat without 
removing his hands from the steering control. 
2.1.2.2. Secondary (emergency) braking (where applicable) 
The secondary (emergency) braking must make it possible to halt the 
vehicle within a reasonable distance in the event of failure of the 
service braking. It must be possible to graduate this braking 
action. The driver must be able to obtain this braking action from 
his driving seat while keeping at least one hand on the steering 
control. For the purposes of these provisions it is assumed that 
not more than one failure of the service braking can occur at one 
t ime. 
2.1.2.3. Parking braking (if fitted) 
The parking braking must make it possible to halt the vehicle 
stationary on up or down gradient even in the absence of the 
driver, the working parts being then held in the locked position by 
a purely mechanical device. The driver must be able to achieve 
this braking action from his driving seat. 
2.2. Characteristics of braking devices 
2.2.1. Every two-wheel moped or two-wheel motorcycle shall be equipped 
with two service braking devices, with independent controls and 
transmissions, one acting at least on the front wheel and the other 
at least on the rear wheel. 
2.2.1.1. The two service braking devices may have a common braking so long 
as a failure in one braking device does not affect the performance 
of the other. Certain parts, such as the brake itself, the brake 
cylinders and their pistons (except the seals), the push rods and 
the cam assemblies of the brakes, shall not be regarded as liable 
to breakage if they are amply dimensioned, are readily accessible 
for maintenance and exhibit sufficient safety features. 
2.2.1.2. A parking braking device shall not be compulsory. 
2.2.2. Every motorcycle with sidecar shall be equipped with the braking 
devices which would be required if it had no sidecar; if these 
devices enable the required performance to be achieved in tests of 
the vehicle with sidecar, a brake on the sidecar wheel shall not be 
required; a parking braking device is not compulsory. 
2.2.3. Every two-wheel moped and tricycle shall be equipped 
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:.2.3.1. with ©ither two independent service braking devices which toghether 
actuate the brakes on all of the wheels, or; 
2.2.3.2. with a service braking device which operates on all the wheels, and 
a secondary (emergency) braking device which may be the parking 
brake. 
k,2.4. In addition, every tricycle shall be equipped with a parking 
braking device acting on the wheel or wheels of at least one axle. 
The parking braking device, which may be one of the two devices 
specified in item 2.2.3.1. above, must be independent of the device 
acting on the other axle or axles. 
2.2.5. The braking devices must act on brake surfaces permanently 
connected to the wheels either rigidly or through components 
uni ike I y to faiI. 
2.2.6. The component parts of all braking devices, where attached to the 
vehicle, shall be so secured that the braking devices do not fail 
in their function under normal operating conditions. 
2.2.7. The braking devices shall operate freely when correctly lubricated 
and adjusted. 
2.2.7.1. Wear of the brakes must be capable of being easily taken up by 
means of either manual or automatic adjustment. The brakes shall 
be capable of being adjusted to an efficient operating position 
until the brake linings have worn to the point of requiring 
replacement. 
2.2.7.2. The control and the components of the transmission and of the 
brakes must possess a reserve of travel such that when the brakes 
become heated and the brake linings have reached maximum permitted 
degree of wear, effective braking is ensured without immediate 
adjustment being necessary. 
2.2.7.3. When correctly adjusted the components of the braking device shall 
not, when operated, contact anything other than the intended parts. 
2.2.8. In braking devices where the transmission is hydraulic, the 
receptacles containing the reserve fluid must be so designed and 
constructed that the level of the reserve fluid can be easily 
checked. 
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APPENDIX 1 
BRAKING TESTS AND PERFORMANCE OF BRAKING DEVICES 
1. BRAKING TESTS 
1.1. General 
1.1.1. The performance prescribed for braking devices shall be based on 
the stopping distance. The performance of a braking device shall 
be determined either by measuring the stopping distance in relation 
to the initial speed or by measuring the response time of the 
device and the mean fully developed deceleration in normal 
operat ion. 
1.1.2. The stopping distance is the distance covered by the vehicle from 
the moment when the driver begins to actuate the control of the 
device until the moment when the vehicle stops. The initial speed 
is the speed at the moment when the driver begins to actuate the 
control of the device. In the formula given below, for measurement 
of braking performance, 
V - initial speed in km/h, and 
S - stopping distance, in metres. 
1.1.3. For the approval, the braking performance shall be measured during 
road tests conducted under the following conditions 
1.1.3.1. the vehicle's condition as regards its mass shall be as prescribed 
for each type of test and shall be specified in the test report; 
1.1.3.2. the test shall be carried out at the speed and in the manner 
prescribed for each type of test : if the maximum speed of the 
vehicle does not conform to the speed prescribed, the test shall be 
carried out under the special, alternative conditions provided 
1.1.3.3. the prescribed performance shall be obtained without locking of the 
wheel(s), without deviation of the vehicle from its course, and 
without any abnormal vibration; 
1.1.3.4. during the tests the force applied to the brake control in order to 
obtain the prescribed performance shall not exceed the maximum laid 
down for the test vehicle's category. 
1.1.4. Test conditions 
1.1.4.1 The service braking tests shall be carried out under the following 
condit ions 
1.1.4.1.1. at the start of the test or any series of tests the tyres must be 
cold and at the pressure prescribed for the load actually borne by 
the wheels when the vehicle is stationary; 
1.1.4.1.2. the vehicle shall be loaded, when required to be tested in the 
laden condition, with the load distributed in accordance with the 
manufacturer's prescription; 
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1.1.4.1.3. for all of the type-0 tests the brakes must be cold : a brake is 
deemed to be cold when the temperature measured on the disc or on 
the outside of the drum is < 100°C; 
1.1.4.1.4. the driver shall be seated on the saddle as for normal driving and 
shall maintain the same position throughout the test 
1.1.4.1.5. the test area shall be level, dry and have a surface affording good 
adhesion; 
1.1.4.1.6. the tests shall be performed when there is no wind liable to affect 
the test result. 
1.2. Type-0 test 
(performance test with brakes cold) 
1.2.1. General 
1.2.1.1. The limits prescribed for service braking performance shall be 
those laid down for each category of vehicle. 
1.2.2. Type-0 test with engine disconnected 
1.2.2.1. The test shall be carried out at the speed prescribed for the 
category to which the vehicle belongs, the figures prescribed in 
this connection being subject to a certain margin of tolerance. 
In the case of vehicles where the two service brakes can be applied 
separately, the braking devices shall be tested separately. The 
minimum performance for each braking device for each category of 
vehicle must be attained. 
1.2.2.1.1. In the case of a vehicle with a manual gear box or an automatic 
transmission where the gear box can be disengaged manually, the 
tests shall be carried out with the gear box inoperative and/or the 
engine disconnected by clutch disengagement or otherwise 
1.2.2.1.2. In the case of a vehicle with other types of automatic 
transmission, the tests shall be carried out under the normal 
operating conditions. 
1.2.3. Type-0 test with engine connected for motorcycles (with or without 
sidecar) and tricycles 
1.2.3.1. Tests shall be carried out in the unladen condition at various 
speeds, the lowest being equal to 30 per cent of the maximum speed 
of the vehicle and the highest being equal to 80 per cent of that 
speed or 160 km/h whichever is the lower. 
The maximum practical performance figures shall be measured and 
together with the behaviour of the vehicle must be recorded in the 
test report. In the case where two service braking devices can be 
applied separately, both these braking devices shall be tested 
together and simultaneously, with the vehicle unladen. 
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1.2.4. Type-0 test with engine disconnected : with wet brakes 
1.2.4.1. This test shall (subject to the exemption contained in item 1.3.1 
hereunder) be carried out on mopeds and motorcycles (but not 
tricycles). The test procedure is identical to that for the type-0 
test with engine disconnected, except for the provisions for 
wetting the brakes described in item 1.3 of this Appendix. 
1.3. Special provisions relating to testing with wet brakes 
1.3.1. Enclosed brakes: it shall not be necessary to carry out this series 
of type-0 tests on vehicles equipped with conventional drum brakes 
or with fully enclosed disc brakes which are not subject to water 
penetration under normal running conditions. 
1.3.2. The test with brakes subject to wetting shall be carried out under 
the same conditions as the test with dry brakes. There shall be no 
adjustment or alteration of the braking device other than fitting 
the equipment to allow brake wetting. 
1.3.3. The test equipment shall continuously wet the brakes for each test 
run at a flow rate of 15 l/h for each brake. Two disc brakes on 
one wheel will be considered as two brakes. 
1.3.4. For exposed or partly exposed disc brakes, the prescribed amount of 
water shall be directed on to the roating disc in such a manner 
that it is equally distributed on the surface or surfaces of the 
disc swept by the friction pad or pads. 
1.3.4.1. For fully exposed disc brakes, the water shall be directed on to 
the surface(s) of the disc 45° in advance of the friction pad(s). 
1.3.4.2. For partly exposed disc brakes, the water shall be directed on to 
the surface(s) of the disc 45° in advance of the shield or baffle. 
1.3.4.3. The water shall be directed on to the surface(s) of the disc(s) in 
a continuous Jet, in a direction perpendicular to the surface of 
the disc, from single jet nozzles so positioned as to be between 
the inner extremity and a point two thirds of the distance from the 
outer extremity of that part of the disc swept by the friction 
pad(s) (see f igure). 
1.3.5. For fully enclosed disc brakes, where the provisions of item 1.3.1 
above do not apply, the water shall be directed on to both sides of 
the shield or baffle at a point and in a manner corresponding with 
that described in items 1.3.4.1 and 1.3.4.3 of this Appendix. 
Where the nozzle would be coincident with a ventilation or 
inspection port, the water shall be applied one quarter of a 
revolution in advance of the said port. 
1.3.6. Where in the preceding items 1.3.3 and 1.3.4, it is not possible to 
apply the water in the position specified owing to the presence of 
some fixed part of the vehicle, the water shall be applied at the 
first point, exceeding 45° where uninterrupted application is 
possible. 
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1.3.7. For drum brakes, where the provisions of item 1.3.1 above do not 
apply, the prescribed amount of water shall be distributed equally 
on either side of the braking device (that is, on the stationary 
back plate and the rotating drum) from nozzles so positioned as to 
be two-thirds of the distance from the outer circumference of the 
rotating drum to the wheel hub. 
1.3.8. Subject to the requirements of the preceding sub-paragraph and to 
the requirement that no nozzle shall be within 15° of or coincident 
with a ventilation or inspection port on the stationary back plate, 
the test equipment for drum brakes shall be so positioned as to 
obtain the optimum uninterrupted application of water. 
1.3.9. To ensure the correct wetting of the brake(s), the vehicle shall be 
driven, immediately before the commencement of the test series 
- with the wetting equipment functioning continuously, as 
prescribed in the present annex 
- at the prescribed test speed 
- without the operation of the braking device(s) to be tested 
- for a distance of no less than 500 m prior to the point at which 
the test is to be carried out. 
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METHOD OF WATER APPLICATION 
direction of 
rotation of disc 
To water tank Spray point 
(2/3 I from the 
outer edge) 
-01 
Friction 
surface 
Spray pipe 
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1.4. Type-I test 
(fade test) 
1.4.1. Spec i a I prov i s i ons 
1.4.1.1. The service brakes of all motorcycles (with or without sidecar) and 
tricycles shall be tested by a series of repeated stops, the 
vehicle being in the laden condition, in accordance with the 
requirements set out below. For vehicles equipped with a combined 
braking system, it shall be sufficient to submit this service 
braking device to the type-I test. 
1.4.1.2. The type-l test shall be carried out in three parts. 
1.4.1.2.1. A single type-0 test as required by items 2.1.2. or 2.2.3.1. of 
this Appendix. 
1.4.1.2.2. A series of ten repeated stops carried out in accordance with the 
requirements of item 1.4.2. below. 
1.4.1.2.3. A single type-0 test, carried out in the same conditions (and in 
particular at a control force as constant as possible of which the 
mean value is no greater than the mean force actually used in item 
1.4.1.2.1.) as those used for the test in item 1.4.1.2.1. as soon 
as possible after the completion of the test specified in item 
1.4.1.2.2. above but, in any case, within one minute thereof. 
1.4.2. Test conditions 
1.4.2.1. The vehicle and the brake(s) to be tested shall be substantially 
free from moisture and the brake(s) shall be cold («MOO°C). 
1.4.2.2. The initial test speed shall be 
1.4.2.2.1. for testing the front brake(s) 
whichever is the lower of 70 per cent of the vehicle's maximum 
speed and 100 km/h; 
1.4.2.2.2. for testing the rear brake(s) 
whichever is the lower of 70 per cent of the vehicle's maximum 
speed and 80 km/h; 
1.4.2.2.3. for testing a combined braking system 
whichever is the lower of 70 per cent of the vehicle's maximum 
speed and 100 km/h. 
1.4.2.3. The distance between the initiation of one stop and the initiation 
of the next shall be 1.000 metres. 
1.4.2.4. The use of the gear box and/or clutch shall be as follows : 
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1.4.2.4.1. In the case of a vehicle with a manual gear box or an automatic 
transmission where the gear box can be disengaged manually, the 
highest gear, consistent with attaining the initial test speed, 
shall be engaged during the stops. 
When the vehicle speed has fallen to 50 per cent of the initial 
test speed, the engine shall be disengaged. 
1.4.2.4.2. In the case of a vehicle with a fully automatic transmission, the 
test shall be carried out under the normal operating conditions for 
such equipment. 
For the approach, the gear suitable to the initial test speed shall 
be used. 
1.4.2.5. After each stop, the vehicle shall immediately be subjected to 
maximum acceleration to reach the initial test speed and maintained 
at that speed until the initiation of the next stop. If 
appropriate, the vehicle may be turned round on the test track 
before acceleration. 
1.4.2.6. The force applied to the control shall be so adjusted as to 
maintain a mean deceleration of 3 m/sec2 or the maximum 
deceleration achievable with that brake, whichever is the lower, at 
the first stop : this force must remain constant throughout the 
succeeding stops required by item 1.4.1.2.2 above. 
1.4.3. Residual performance 
1.4.3.1. At the end of the type-l test the residual performance of the 
service braking device shall be measured in the same conditions 
(and in particular at a control force as constant as possible the 
mean value of which is not greater than the mean force actually 
used) as for the type-0 test with the engine disconnected (the 
temperature conditions may be different). 
1.4.3.2. This residual performance must not be: 
1.4.3.2.1. if expressed as a deceleration, less than 60 per cent of the 
deceleration figure achieved during the type-0 test, 
or, 
1.4.3.2.2. if expressed as a stopping distance, more than the stopping 
distance figure, calculated in accordance with the following 
formula 
S2 <. 1.67 ST - 0.67 aV 
where 
51 - the stopping distance achieved in the type-0 test 
52 - the stopping distance as recorded in the residual 
performance test, 
a - 0.1 
V - the initial speed at the beginning of braking as defined in 
item 2.1.1. or 2.2.2. in this Appendix. 
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2. PERFORMANCE OF BRAKING DEVICES 
2.1. Provisions relating to tests of vehicles with braking devices 
operating on the wheel or wheels of the front or rear axle only 
2.1.1. Test speed V - 40 km/h* for mopeds; 
Test speed V - 60 km/h* for motorcycles (with or without sidecar) 
and tricycles 
2.1.2. Braking performance with the vehicle laden 
2.1.2.1. For the purposes of the type-I residual performance test 
(motorcycles with or without sidecar) and tricycles, the recorded 
performance levels in terms of stopping distances, mean fully 
developed deceleration, as well as the control force used, shall be 
recorded. 
2.1.2.2 Braking with the front brake only 
Category Stopping Corresponding 
distance(S) mean developed 
decelerat ion 
m m/s2 
Two-wheel mopeds S<0.1.V + V2/90 3.4 
Three-wheel mopeds S<0.1.V + V2/70 2.7** 
Two-wheel S<0.1.V + V2/115 4.4** 
motorcycles 
Motorcycles with S<0.1.V + V2/95 3.6 
sidecar 
Tricycles S<0.1.V + V2/75 2.9** 
Vehicles the maximum speed (Vmax) of which is lower than 45 km/h in the 
case of mopeds, or 67 km/h in the case of motorcycles (with or without 
sidecar) and tricycles shall be tested at a speed equal to 0.9 Vmax. 
If these values for single braking devices cannot be achieved because 
of limited adhesion, the following values shall be substituted for a 
test with the vehicle laden using both braking devices together : 
three-wheel mopeds: 4.4 m/s2; two-wheel motorcycles : 5.8 m/s2; 
tricycles : 5.0 m/s2. 
- 18 
2.1.2.3. Braking with the rear brake only 
Category 
Two-wheel mopeds 
Three-wheel mopeds 
Two-wheeI 
motorcycles 
Motorcycles with 
sidecar 
Tr ieye I es Stopping 
distance(S) 
m 
S<0.1.V + V2/70 
S<0.1.V + V2/70 
S<0.1.V + V2/75 
S<0.1.V + V2/95 
S<0.1.V + V2/75 Corresponding 
mean developed 
decelerat ion 
m/s2 
2.7 
2.7s 
2.9* 
3.6 
2.9^ 
2.1.3. Braking performance with the vehicle unladen 
2.1.3.1. A practical test of the vehicle driven by the driver alone shali 
not be required if a calculation shows that the distribution of the 
mass on the braked wheels allows a mean fully developed 
deceleration of at least 2.5 m/s2 or a stopping distance 
S <_0.1 . V + V2/65 to be achieved with each of the single axle 
braking devices. 
2.2. Provisions relating to tests of vehicles of which (at least) one of 
the braking devices is a combined braking system 
2.2.1. For the purposes of the type-l residual performance test motorcyles 
(with or without sidecar) and tricycles, the recorded performance 
levels in terms of stopping distance, mean fully developed 
deceleration, as well as the control force used, shall be recorded. 
If these values for single braking devices cannot be achieved because 
of limited adhesion, the following values shall be substituted for a 
test with the vehicle laden using both braking devices together : 
three-wSioe! mopeds: 4.4 m/s2; two-wheel motorcycles : 5.C E;Î/S2; 
trieye I es : 5.0 m/s2. 
- 19 -
2.2.2. Test speed V - 40 km/h for mopeds 
Test speed V - 60 km/h* for motorcycles (with or without sidecar) 
and tricycles 
2.2.3. The vehicle shall be tested both unladen and laden. 
2.2.3.1. Braking with the combined braking system only. 
Category Stopping Corresponding 
distance(S) mean developed 
deceleration 
m m/s2 
Mopeds S<0.1.V + V2/115 4.4 
Two-wheels S<0.1.V + V2/132 5.1 
motorcycles 
Motorcycles with S<0.1.V + V2/140 5.4 
sidecar 
Tricycles S<0.1.V + V2/130 5.0 
2.2.3.2. Braking with the second service or the secondary (emergency) 
braking device, all categories: 
the stopping distance shall be : 
S <^0.1 . V + V2/65 (corresponding mean fully developed 
deceleration 2.5 m/s2). 
2.3. Braking performance with the parking braking device (if applicable) 
2.3.1. The parking braking device shall, even if it is combined with one 
of the other braking devices, be capable of holding the laden 
vehicle stationary on an 18 per cent up or down gradient. 
2.4. Provisions relating to forces applied to brake controls : 
2.4.1. Forces applied to service brake controls : 
hand control <_ 200 N 
foot control <^350 N [mopeds and motorcycles (with or without 
sidecar)] 
< 500 N (tr icycles) 
Vehicles the maximum speed (Vmax) of which is lower than 45 km/h in the 
case of mopeds, or 67 km/h in the case of motorcycles (with or without 
sidecar) and tricycles shall be tested at a speed equal to 0.9 Vmax. 
- 20 -
2.4.2. Forces applied to the parking brake control (if applicable) 
with manual control <_400 N 
with foot control <_ 500 N 
2.4.3. In the case of hand brake levers, the point of application of the 
manual force shall be assumed to be 50 mm from the outer end of the 
lever. 
2.5. Performance levels (minimum and maximum) to be attained with wet 
brakes 
2.5.1. The mean deceleration to be attained with wet brake(s) between 0.5 
and 1.0 second after application of the brake shall be at least 60 
per cent of that attained with dry brake(s) when the same control 
force is applied. 
2.5.2. The control force used, which must be applied as quickly as 
possible, shall be equivalent to that required to attain a 
deceleration of 2.5 m/s2 with dry brake(s). 
2.5.3. At no time during the type-0 test with wet brake(s) shall the 
deceleration exceed 120 per cent of that attained with dry 
brake(s). 
- 21 -
APPENDIX 2 
REQUIREMENTS APPLICABLE TO TWO-WHEEL MOPEDS, TWO-WHEEL 
MOTORCYCLES AND TRICYCLES EQUIPPED WITH ANT I-LOCK DEVICES. 
1 . GENERAL 
1.1. The purpose of these provisions is to define the minimum 
performances for braking systems with anti-lock devices fitted to 
two-wheel mopeds, two-wheel motorcycles and tricycles. This does 
not make it compulsory to fit vehicles with anti-lock device but if 
such devices are fitted to a vehicle they must meet the 
requirements below. 
1.2. The devices known at present comprise a sensor or sensors, a 
controller or controllers and a modulator or modulators. Any 
devices of a different design will be deemed to be anti-lock 
devices within the meaning of this Appendix if they provide 
performances at least equal to those prescribed by this Appendix. 
2. DEFINITIONS 
2.1. "Anti-lock device" 
means a component of a service braking system which automatically 
controls the degree of slip, in the direction of rotation of the 
wheel(s) on one or more wheels of the vehicle during braking; 
2.2. "Sensor" 
means a component designed to identify and transmit to the 
controller the conditions of rotation of the wheel(s) or the 
dynamic conditions of the vehicle. 
2.3. "Controller" 
means a component designed to evaluate the data transmitted by the 
sensor(s) and to transmit a signal to the modulator; 
2.4. "Modulator" 
means a component designed to vary the braking force(s) in 
accordance with the signal received from the controller. 
- 22 -
3. NATURE AND CHARACTERISTICS OF THE SYSTEM 
3.1. Each controlled wheel shall be such that it can bring at least its 
own device into operation. 
3.2. Any break in the supply of electricity to the device and/or in the 
wiring external to the electronic controller(s) shall be signalled 
to the driver by an optical warning signal, which must be visible 
even in daylight; it must be easy for the driver to check that it 
is in working order.*1* 
3.3. In the event of a failure in an anti-lock device, the braking 
efficiency of the laden vehicle shall not be less than that 
prescribed for whichever is the lower of the two requirements for 
the vehicle defined in item 2.1.2.2. or item 2.1.2.3. of Appendix 1 
of the present Regulation. 
3.4. The operation of the device must not be affected adversely by 
electro-magnetic fields.*2* 
3.5. Anti-lock devices shall maintain their performance when the brake 
is fully applied for the duration of any stop. 
4. UTILIZATION OF ADHESION 
4.1. General 
4.1.1. In the case of two-wheel motorcycles and tricycles, braking systems 
equipped with an anti-lock device shall be deemed acceptable when 
the condit ion 
£>_0.70 is satisfied where<£, represents the adhesion utilised as 
defined in the Addendum to this Appendix.*3* 
4.1.2. The coefficient of adhesion utiIisation&shalI be measured on road 
surfaces with a coefficient of adhesion not exceeding 0.45 and of 
not less than 0.8. 
4.1.3. Tests shall be carried out with the vehicle unladen. 
4.1.4. The test procedure to determine the coefficient of adhesion (K) and 
the formula for calculating the adhesion utilisation ( ) shall be 
those prescribed in the Addendum to this Appendix. 
(1) The Technical Service should examine the electronic controller and/or 
any drive system with regard to possible failure modes. 
(2) Until uniform test procedures have been agreed, the manufacturers shall 
provide the Technical Services with their test procedures and results. 
(3) For two-wheel mopeds, until a minimum value foré have been established, 
the measured value shall be recorded in the test report. 
- 23 -
5. 
5.1. 
5.1 .1 
5.1.2 
5.1 .3 
5.1.4 
5.1.5 ADDITIONAL CHECKS 
The following additional checks shall 
vehicle unladen. be carried out with the 
Any wheel controlled by an anti-lock device must not lock when the 
full force*4* is suddenly applied to its control device, on the 
two kinds of road surface specified in item 4.1.2 above at initial 
speeds of up to 0.8 Vmax but not exceeding 80 km/h.*5* 
Where a wheel controlled by an anti-lock device passes from a high-
adhesion surface to a low-adhesion surface as described in item 
4.1.2 above with the full force *4* applied to the control 
wheel must not lock. The running speed and the instant 
the brakes shall be so calculated that, with the anti-
fully cycling on the high-adhesion surface, the passage 
the other is made at about 0.5 Vmax not device, the 
of applying 
lock device 
from one surface to 
exceeding 50 km/h. 
Where a vehicle passes from a low-adhesion surface to a high-
adhesion surface as described in item 4.1.2. above with the full 
force *4* applied to the control device, the deceleration of the 
vehicle must rise to the appropriate high value within a reasonable 
time and the vehicle must not deviate from its initial course. The 
running speed and the instant of applying the brakes shall be so 
calculated that, with the anti-lock device fully cycling on the 
low-adhesion surface, the passage from one surface to the other 
occurs at about 0.5 Vmax not exceeding 50 km/h. 
Where both independent braking devices are equipped with an anti-
lock device the tests prescribed in items 5.1.1, 5.1.2 and 5.1.3 
shall also be performed using both independent braking devices 
together whereupon the stability of the vehicle shall be maintained 
at all t imes. 
However, in the tests provided for in items 5.1.1., 5.1.2., 5.1.3. 
and 5.1.4. above periods of wheel locking or of extreme wheel slip 
shall be allowed provided that the stability of the vehicle is not 
adversely affected. Below vehicle speeds of 10 km/h wheel locking 
is permitted. 
(4) "Full force" means the maximum force prescribed in item 2.4, Appendix 1 
for the cathegory of vehicle : a higher force may be used if required 
to activate the anti-lock device. 
(5) On low adhesion surfaces (<^0.35) the initial speed may be reduced for 
safety reasons : in such cases, the K vaiue and the initial speed shall 
be noted in the test report. 
- 24 -
ADDENDUM 
1. DETERMINATION OF THE COEFFICIENT OF ADHESION (K) 
1.1. The coefficient of adhesion shall be determined from the maximum 
braking rate, without wheel lock, of the vehicle with the anti-lock 
device(s) disconnected and braking all wheels simultaneously.*1* 
1.2. The braking tests shall be carried out by applying the brakes at an 
initial speed of 60 km/h (or, in the case of vehicles which are 
unable to reach 60 km/h, a speed of roughly 0.9 Vmax), the vehicle 
being unladen (apart from the test instruments and/or the necessary 
safety equipment). The effort exerted on the brake control must be 
constant throughout the tests. 
1.3. A series of tests may be carried out up to the critical point 
reached immediately before the wheel(s) lock by varying both the 
front and the rear brake forces, in order to determine the maximum 
braking rate of the vehicle.*2* 
1.4. The braking rate (Z) shall be determined by reference to the time 
taken for the speed of the vehicle to reduce from 40 km/h to 20 
km/h, using the formula 
Z - 0.56 
t 
where t is measured in seconds. 
Alternatively, for vehicles unable to attain 50 km/h, the braking 
rate shall be determined by reference to the time taken for the 
speed of the vehicle to reduce from 0.8 Vmax to (0.8 Vmax - 20) 
where Vmax is measured in km/h. 
The maximum value of Z - K. 
2. DETERMINATION OF THE ADHESION UTILIZATION (£) 
2.1. The adhesion utilized is defined as the quotient of the maximum 
braking rate with the anti-lock device in operation (Zmax) and the 
maximum braking rate with the anti-lock device disconnected (Zm). 
Separate tests shall be carried out on each wheel equipped with an 
anti-lock device. 
2.2. Zmax shall be based on the average of the three tests using the 
time taken for the speed of the vehicle to achieve the reductions 
in speed specified in item 1.4 above. 
2.3. The adhesion utilised is given by the formula 
&- Zmax 
Zm 
(1) Additional requirements may have to be established in the case of 
vehicles equipped with combined braking systems. 
(2) As an initial step, to facilitate these preliminary tests, the maximum 
control force applied before the critical point may be obtained for 
each individual wheel. 
25 -
APPENDIX 3 
INFORMATION SHEET 
IN RESPECT OF THE BRAKING OF A TYPE 
OF TWO OR THREE-WHEEL MOTOR VEHICLE 
(To be attached to the component type-approval application where this 
submitted separately from the vehicle type-approval application) is 
Reference number (allocated by the applicant) 
The application for component type approval in resepct of the braking of a 
type of two or three-wheel motor vehicle shall be accompanied by the 
information set out in Annex II to Regulation No ..., of ..., under letter A, 
in the following items: 
0.1 
0.2 
0.4 to 0.6 
2.1 to 2.2.1 
3.0 to 3.1.1 
5.2 
5.2.2 
7.1 to 7.4 
- 26 -
APPENDIX 4 
Name of Administration 
APPROVAL CERTIFICATE IN RESPECT OF THE BRAKING OF A TYPE OF TWO OR THREE-WHEEL 
MOTOR VEHICLE 
MODEL 
Report No ... issued by testing body on ... (date) 
Approval No ... Extension No ... 
1. Trade mark or name of vehicle ... 
2. Type of vehicle ... 
3. Name and address of manufacturer ... 
4. Name and address of manufacturer's authorized representative (if any) 
5. Vehicle submitted for test on ... 
6. Approval has been granted/refused* 
7. Place ... 
8. Date ... 
9. Signature ... 
* Delete as appropriate. 
-2}-
FINANCIAL STATEMENT 
Section 1; financial implications 
1. Title of operation 
Proposal for a Council Regulation (EEC) on the braking of two and three-
wheel motor vehicles. 
2. Budget headings involved 
- A 2510: Expenditure on meetings of committees whose consultation is 
compulsory in the procedure for drafting Community acts 
- A 250: Meetings in general 
3. Legal basis 
- Art icle 100a 
- Proposal for a Council Regulation (EEC) on the type-approval of two and 
three-wheel motor vehicles (COM(90)669 final - SYN 331) 
4. Description of operation 
4.1 Harmonization of national laws. Setting-up of a component type-approval 
procedure in respect of the braking of two and three-wheel motor 
vehicles. 
4.2 Indeterminate duration (there is no time limit on the validity of the 
régulât ion). 
4.3 Manufacturers of two or three-wheel motor vehicles and producers of 
components for the said vehicles. 
5. Classification of expenditure or revenue 
5.1 NCE 
5.2 NDA 
6. Type of expenditure or revenue 
6.4 Cost of committee meetings 
6.5 No 
6.6 No 
-2£-
7. Financial impact on appropriations for operations (Part B of the budgot) 
Nil, except where all of the DG I I I allocation is used up on Part A of 
the budget; this would call for additional financing under heading 
B8-530 (Completing the internal market - support expenditure). 
8. What anti-fraud measures are planned in the proposal for the operation? 
Ordinary monitoring of the commitee meetings. 
Section 2: administrative expenditure (Part A of the budget) 
1. Will the proposed operation involve an increase in the number of Commission 
staff? 
No 
2. Indicate the amount of staff and administrative expenditure involved in the 
proposed operation. Explain the method of calculation. 
The financial statement annexed to the proposal for a Council Regulation (EEC) 
on the type-approval of two or three-wheel vehicles (COM(90)669 final of 
3 April 1991) (the framework regulation) put expenditure involving the 
advisory Committee on the adaptation to technical progress of the regulations 
concerning the two or three-wheel vehicle sector, set up by Article 16 of the 
proposal, at an estimated ECU 16 860 per year from 1994 onwards. This sum 
includes expenditure relating to the procedures for the adaptation to 
technical progress of all the specific regulations provided for in Annex I to 
the framework regulation. 
Section 3: Elements of cost-effectiveness analysis 
1. Objectives and coherence with financial programming 
1.1 Setting-up of a component type-approval procedure in respect of the 
braking of two and three-wheel motor vehicles. 
1.2 Yes 
1.3 Completion of the internal market 
Subsidiary objective 1: removal of technical barriers 
2. Grounds for the operation 
2.1 White Paper: setting-up of a procedure for the type-approval of two and 
three-wheel motor vehicles and adaptation of Community regulations. 
No viable alternative to attain the same goals. 
3. Monitoring and evaluation of the operation 
3.1 Progress report on the completion of the internal market. 
-Z3 -
IMPACT STATEMENT ON COMPETITIVENESS AND JOBS 
Proposal for a Council Regulation (EEC) on the braking of 
two- or three-wheel motor vehicles 
I. What is the main Justification of the measure? 
Setting-up a component type-approval procedure in respect of the 
braking of two-or three-wheel motor vehicles 
Harmonization of national laws 
Improvements to road safety. 
II. Characteristics of the companies involved 
More particularly: 
Do they include a large number of small- and medium-sized businesses? 
No 
Are there any significant concentrations in regions: 
- eligible for Member State regional aid? No 
- eligible under the European Regional Development Fund? No 
III. What obligations are imposed on those companies? 
Compliance with the regulation, thus ensuring free access of their vehicles 
throughout the Community. 
IV. What obligations are likely to be imposed indirectly upon those 
companies via the local authorities? 
No additional obligation. 
V. Do any special measures apply to small- and medium-sized businesses? No 
-wh i ch? 
VI. What is the foreseeable outcome: 
on company productivity? No foreseeable effect, 
on Jobs? No foreseeable effect. 
VII. Have both sides of industry been consulted? Yes 
Opinion of both sides of industry: favourable. 
- 3o 
ÏSSN 02S4-1475 
COM(91) 496 final 
DOCUMENTS 
EN 07 
Catalogue number : CB-CO-91-547-EN-C 
ISBN 92-77-78134-3 
Office foi Official Publications of the European Communities 
L-298S I zixembourg