COMMISSION OF THE EUROPEAN COMMUNITIES 
COM(92) 108 final - SYN 408 
Brussels, 30 March 1992 
Proposal for a 
COUNCIL DIRECTIVE 
relating to the mechanical coupling devices of motor vehicles 
and their trailers and their attachment to these vehicles 
(presented by the Commission) 
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EXPLANATORY MEMORANDUM 
BACKGROUND 
1. The implementation of the EEC type-approval procedure for motor 
vehicles and their trailers covered by Council Directive 
70/156/EEC of 6 February 1970(1) comprises especially the 
adoption of the last separate Directives for passenger cars 
(tyres, masses and dimensions, safety glazing). For this reason 
the Commission submitted proposals in January 1990. Furthermore, 
the framework Directive assigns the adoption of special provisions 
for goods vehicles, buses and coaches. To take care of the precise 
and comprehensive content of these provisions it is deemed 
opportune to adopt in particular harmonized Community 
requirements, inter alia, masses and dimensions (items 2.2, 2.4, 
2.6 and 2.8 of Annex II), speed limiters and external projections 
of cabs (item 12.2 and 12.4 of Annex II) as special safety 
provisions for goods vehicles, buses and coaches. The Commission 
submitted the relevant draft Directives in April 1991. With regard 
to mechanical coupling devices (item 11 of Annex II) harmonized 
provisions have to be established to guarantee compatibility and 
interchangeability of motor vehicles and trailers. 
2. The European Parliament adopted, on the 13 March 1984, a 
resolution on the introduction of a programme of Community 
measures to promote road safety(2)# anci ©n the 18 February 1986 
another resolution on common measures to reduce road accidents as 
part of the Community's programme for Road Safety Year 1986(3). 
The Council and the Commission are requested by these resolutions 
to take the necessary measures with the aim of promoting road 
safety. 
3. In view of the entry into force of the Single European Act and of 
the aim of a single internal market to be achieved by the end of 
1992, it is now urgent that the remaining measures that are needed 
to complete EEC type-approval should be adopted. 
4. The legal/administrative procedure put forward in the enacting 
terms of these proposals does not depart from that laid down in 
framework Directive 70/156/EEC that is currently in force except 
as regards the procedure for adaptation to technical progress, 
whereby the Regulatory Committee has been replaced by the Advisory 
Committee. Indeed, the Commission intends to apply the provisions 
of the Single Act, which provide for the delegation of power to 
the Commission in order to proceed with this task. 
5. With regard to the other options, such as that of the method of 
harmonization (total or optional), the Commission is still 
applying the solutions currently in force. 
However, the Commission does not intend to neglect this important 
matter; considering that the total harmonization will be essential 
in order to fully achieve the large single market, it intends to 
put forward relevant proposals when the framework Directive 
70/156/EEC is next amended. 
(1) OJNoL 42, 23.2.1970, p. 1. 
(2) OJ No C 104, 16.4.1984, p. 38. 
(3) OJ No C 68, 24.3.1986, p. 35. 
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II. REASONS FOR AND CONTENT OF THE PROPOSAL OF THE DIRECTIVE RELATING TO 
MECHANICAL COUPLING DEVICES FOR MOTOR VEHICLES AND THEIR TRAILERS 
For the completion of the EEC whole vehicle type-approval of certain 
categories of motor vehicles and trailers the framework Directive 
70/156/EEC (item 11. of Annex II) requires special provisions for the 
connections between drawing vehicles and trailers and semi-trailers. 
The mechanical coupling devices, e.g. drawbar couplings, fifth wheel 
couplings and ball couplings all have to meet these special 
requirements if they are fitted to road vehicles. 
In view of the single internal market to be achieved by the end of 
1992 it is necessary to facilitate the interchangeability of motor 
vehicles and trailers within the territory of the Community and to 
harmonize the technical requirements of mechanical coupling devices. 
The harmonization of these provisions can contribute to a decrease in 
the mileage of road vehicles and lead to a reduction in fuel 
consumption, noise and pollutant emissions. 
The draft proposal of this Council Directive is based mainly on the 
ECE (Economic Commission for Europe of the United Nations) Regulation 
No 55 with respect to strength requirements and test procedures. 
Furthermore international ISO-standards have been taken into account 
for uniform dimensions of mechanical coupling systems connecting the 
road vehicles to guarantee the compatibility of the vehicle coupling 
devices throughout the Community. For this reason it is strongly 
recommended that only certain classes of coupling devices with 
specified dimensions should be used in all Member States, but in 
exceptional cases EEC type-approvals may be granted for special 
coupling devices designed for special purposes and used exclusively on 
the national territory of a single Member State. 
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Proposal for a 
COUNCIL DIRECTIVE 
relating to the mechanical coupling devices of motor vehicles 
and their trailers and their attachment to these 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 the proposal from the Commission^), 
In cooperation with the European Parliament(2)f 
Having regard to the opinion of the Economic and Social Committee(^), 
Whereas it is important to adopt measures with the aim of progressively 
establishing the internal market over a period expiring on 31 December 
1992; whereas the internal market shall comprise an area without internal 
frontiers in which the free movement of goods, persons, services and 
capital is ensured; 
Whereas the technical requirements which motor vehicles and their trailers 
must satisfy pursuant to national laws relate, inter alia, to the 
mechanical couplings of such vehicles; 
Whereas these requirements differ from one Member State to another; whereas 
it is therefore necessary that all Member States adopt the same 
requirements either in addition to or in place of their existing rules in 
order to allow, in particular, the EEC type-approval procedure which was 
the subject of Council Directive 70/156/EEC of 6 February 1970 on the 
approximation of the laws of Member States relating to the type-approval of 
motor vehicles and their trailers(*), as last amended by Directive 
87/403/EEC(5), to be implemented; 
Whereas, with the view of improving road safety and facilitating the 
interchangeability of motor vehicles and trailers in international traffic, 
it is considered important that all kinds of vehicles forming a road train 
or being an articulated vehicle shall be equipped with standardized and 
harmonized mechanical coupling systems; 
Whereas it is desirable to follow the technical requirements of the ECE 
(Economic Commission for Europe of the United Nations) Regulation No 55 
relating to the uniform provisions concerning mechanical coupling 
components of combinations of vehicles; Regulation No 55 is annexed to the 
Agreement of 20 March 1958 concerning the adoption of uniform conditions of 
approval and reciprocal recognition of approval for motor vehicle equipment 
and parts; 
(1) OJ No C 
(2) OJ No C 
(3) OJ No C 
(4) OJ No L 42, 23.2, 1970, p. 1. 
(5) OJ No L 220, 8.8.1987, p. 44. 
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Whereas mainly international standards (ISO) have been taken into 
consideration for uniform dimensions of mechanical coupling systems to 
ensure interchangeability of the individual vehicles forming road trains or 
articulated vehicles and to guarantee a free traffic within the Member 
States; 
Whereas in all cases where the Council confers powers upon the Commission 
to implement rules laid down in the motor vehicle sector it is appropriate 
to provide for a procedure of prior consultation between the Commission and 
the Member States within an advisory committee, 
HAS ADOPTED THIS DIRECTIVE: 
Article 1 
For the purpose of this Directive: 
- "vehicle" means any motor vehicle intended for use on the road, with 
speed exceeding 25km/h, and its trailers, with the exception of 
vehicles which run on rails and of agricultural tractors and 
machinery; 
"mechanical coupling type" means a mechanical coupling device for 
which type-approval of a component within the meaning of Article 9a of 
Directive 70/156/EEC may be granted. 
Article 2 
Member States may not refuse: 
- EEC type-approval or national type-approval for a vehicle, or refuse 
or prohibit the sale, registration, entry into service or use of a 
vehicle on grounds relating to its optional equipment with mechanical 
coupling devices, 
EEC component type-approval or national component type-approval for a 
mechanical coupling, or prohibit the sale or use of a mechanical 
coupling device, 
if the requirements of the Annexes are satisfied. 
Article 3 
With effect from 1 October 1995 Member States may prohibit the first entry 
into service of vehicles of which the mechanical coupling devices do not 
comply with the provisions of this Directive. 
Article 4 
Any amendments necessary to adapt the requirements of the Annexes to 
technical progress shall be adopted by the Commission in accordance with 
the procedure laid down in Article 5. 
Article 5 
The Commission shall be assisted by the committee established under Article 
12 of Directive 70/156/EEC. 
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The representative of the Commission shall submit to the committee a draft 
of the 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. 
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 6 
Member States shall bring into force the laws, regulations and 
administrative provisions necessary to comply with this Directive by 
30 June 1993. They shall forthwith inform the Commission thereof. 
When Member States adopt these provisions, these shall contain a reference 
to this Directive or shall be accompanied by such reference at the time of 
their official publication. The procedure for such reference shall be 
adopted by Member States. 
Article 7 
This Directive is addressed to the Member States. 
Done at Brussels, For the Council 
The President 
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ANNEX I 
1. SCOPE 
•1.1. This Directive applies to the mechanical coupling devices for 
motor vehicles and their trailers and the attachment of these 
devices to the road vehicles, as described in Article 1. of this 
Directive. 
1.2. This Directive states the requirements which mechanical coupling 
devices intended for use between combinations of vehicles must 
satisfy in order to: 
ensure compatiblity when combining motor vehicles with 
different types of trailer 
- ensure the safe coupling together of the vehicles under all 
conditions of use 
- ensure safe procedures for coupling and uncoupling 
1.3. The coupling devices are classified according to type, and 
distinguishing between: 
- standard coupling devices 
- non-standard coupling devices 
The classification is as follows: 
1.3.1. Class A: Coupling balls and towing brackets 
(see Annex V, Section 1) 
1.3.1.1. Class A50-1 to A50-3 : standard coupling balls 50 and flange 
type towing brackets 
1.3.1.2. Class A50-X: Non-standard coupling balls 50 and 
towing brackets 
1.3.2. Class B50-X: Non-standard coupling heads 50 
(see Annex V, Section 2) 
1.3.3. Class C: Automatic drawbar couplings 
1.3.3.1. Class C50: Drawbar couplings 50 
Class C50-1 to C50-7: Standard drawbar couplings 50 
(See Annex V, Section 3, 
Tables 3 and 4) 
1.3.3.2. Class C50-X:Non-standard drawbar couplings 50 
1.3.4. Class D: Drawbar eyes 
1.3.4.1. Class D50 Drawbar eyes 50 
Class D50-A:Standard drawbar eyes D50 for welding attachment 
(See Annex V, Fig. 9, Table 5) 
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Class D50-B:Standard drawbar eyes 50 for screwing attachment 
(See Annex V, Fig. 10, Table 5) 
class D50-C:Standard drawbar eyes D50-C1 and D50-C2 for bolting 
attachment 
(See Annex V, Fig. 11 and 12, Table 5) 
1.3.4.2. class D50-X:Non-standard drawbar eyes 50 
(See Annex V, Fig 9) 
1.3.5. class E: Non-standard drawbars 
1.3.6. Class F: Non-standard mounting frames 
1.3.7. class G: Fifth wheel couplings 
1.3.7.1. Class G50: Standard fifth wheel couplings 50 
(See Annex V, Fig. 15, Table 7) 
1.3.7.2. Class G50-X:Non-standard fifth wheel couplings 50 
1.3.8. Class H: Fifth wheel coupling pins 
1.3.8.1. Class H50-X:Non-standard fifth wheel coupling pins 50 
1.3.9. Class J: Non-standard mounting plates 
1.3.10. Class S: Non-standard miscellaneous coupling devices 
2. Definitions 
2.1. Mechanical coupling devices between motor vehicles and trailers 
are all parts and devices on the frames, load-bearing parts of 
the bodywork and chassis of the vehicles by means of which 
towing and towed vehicles are connected together. 
It also includes fixed or detachable parts for the attachment, 
adjustment or operation of the above-mentioned coupling devices. 
2.1.1. The coupling balls and towing brackets in 1.3.1. are mechanical 
coupling devices employing a spherical device and brackets on 
the towing vehicle for connecting to the trailer by means of a 
coupling head. 
2.1.2. The coupling heads in 1.3.2. are mechanical coupling devices on 
the drawbar of trailers for connecting to a coupling ball on the 
towing vehicle. 
2.1.3. The drawbar couplings in 1.3.3. are mechanical coupling devices 
With a jaw and an automatic closing and locking pin on the 
towing vehicle for connecting to the trailer by means of a 
drawbar eye. 
2.1.4. The drawbar eyes in 1.3.4. are mechanical coupling devices on 
the drawbar of trailers having a parallel hole for connecting to 
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the automatic drawbar couplings. 
2.1.5. The drawbars in 1.3.5. comprises overrun devices and similar 
items of equipment mounted on the front of the towed vehicle or 
to the vehicle chassis, which is suitable for coupling to a 
towing vehicle by means of drawbar eyes, coupling heads and 
similar coupling devices. 
Drawbars can be attached to the trailer so as to move freely in 
the vertical plane and therefore support no vertical load, so 
called hinged drawbars, or be fixed in the vertical plane so as 
to support a vertical load, so called rigid drawbars. Drawbars 
fixed in the vertical plane can be either rigid or sprung. 
Drawbars can be equipped with a height adjusting device to 
permit the adjustment of the drawbar eye of ball coupling to the 
height of the jaw or coupling ball. 
Drawbars may also comprise more than one component, be 
adjustable or cranked. 
This directive concernes drawbars only of the type which forms a 
separate unit, which is not part of the chassis of the towed 
vehicle. 
2.1.6. The mounting frames in 1.3.6. are all parts and devices placed 
between the coupling devices, such as coupling balls, drawbar 
couplings and fifth wheel couplings (with mounting plates), and 
the frame (e.g. rear cross member), the load-bearing bodywork or 
the chassis of the towing vehicle. 
2.1.7. The fifth wheel couplings in 1.3.7. are plate-like coupling 
devices used on towing vehicles having an automatic coupling 
lock and connecting to the fifth wheel coupling pins in 1.3.8. 
2.1.8. The fifth wheel coupling pins in 1.3.8. are a coupling device in 
the form of a pin for mounting on a semi-trailer and connecting 
to the towing vehicle by means of a fifth wheel coupling. 
2.1.9. The mounting plates in 1.3.9. are all parts and devices used for 
attaching fifth wheel couplings to the frame of the towing 
vehicle. The mounting plate may have provision to move 
horizontally (i.e. sliding fifth wheel). 
2.1.10. Steering wedges are components mounted on semi-trailers which 
control positive steering of the trailer in conjunction with the 
fifth wheel coupling. 
2.1.11. Standard coupling devices are classified in 1.3. and conform to 
standard dimensions and standard characteristic values as given 
in this directive. They are interchangeable within their class, 
independent of type and manufacturer. 
2.1.12. Non-standard coupling devices are those of classes A to J which 
do not fall under the classification of standard coupling 
devices but which can be connected to standard coupling devices 
of the relevant classes. 
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2.1.13. The miscellaneous coupling devices for transitional or 
exceptional use in 1.3.10. are mechanical coupling devices which 
do not belong to any of the Classes A to J (e.g. coupling 
devices according to existing national standards or for heavy 
transport). 
2.1.14. Remote control devices are devices which enable in case of in 
inaccessible coupling devices, the coupling device to be 
operated from the side of the vehicle or from the driving cab. 
2.1.15. Remote indicators are indicating devices which indicate to the 
vehicle driver in his cab that coupling has been effected and 
the safety devices have engaged. 
2.1.16. A type of mechanical coupling device means a device which do not 
differ in such essential aspects as: 
2.1.16.1. Class of coupling device 
2.1.16.2. Factory mark or trade name 
2.1.16.3. External shape or principal dimensions or other fundamental 
differences in design 
2.1.16.4. characteristic values D, S, V and U 
2.1.17. A coupling procedure is automatic if backing the towing vehicle 
against the trailer is sufficient to engage the coupling 
completely and properly without any external intervention, to 
secure it automotically and to indicate proper engagement of the 
safety devices. An automatic coupling procedure requires the 
use of automatic couplings. 
2.1.18. The "D-value" is defined as the theoretical reference force for 
the horizontal force between towing vehicle and trailer. 
The D-value is taken as the basis for horizontal loads in the 
dynamic tests. 
For mechanical coupling devices unsuitable for transmitting 
vertical bearing loads the value is: 
T x R 
D = g x ( kN) 
T + R 
For mechanical coupling devices suitable for centre axle 
trailers the value is: 
T x c 
D = g x (kN) 
T + C 
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For fifth wheel couplings on towing tractors and vehicles of 
comparable type the value is: 
0.6 x T x R 
D = g x (kN) 
T + R - U 
Where: 
T = Technically permissible maximum mass in t of the towing 
vehicle (also towing tractors) including, if necessary, 
the vertical load of a centre axle trailer 
R = Technically permissible maximum mass in t of the full 
trailer with drawbar free to move in the vertical plane 
or of the semi-trailer 
C = Sum of the axle loads of the centre axle trailer carrying 
maximum permissible load, in t (see 2.1.20.) 
U = Fifth wheel imposed vertical load in t 
s = The static vertical load s in kg is the proportion of the 
mass of the centre axle trailer exerted under static 
conditions at the coupling point 
9 = acceleration due to gravity (assumed as 9,81 m/s2) 
2.1.19. The "V-value" is defined as the theoretical reference force for 
the amplitude of the vertical force between towing vehicle and 
centre axle trailers (see 2.1.21.). 
The V-value is taken as a basis for the vertical test loads in 
the dynamic tests. 
V = a • X2 • C 
T2 
where 
a is an equivalent vertical acceleration in the coupling point, 
dependent on the kind of suspension on the rear axle(s) of 
the towing vehicle including a constant factor: 
a^ = 1.8 m/s2 
for vehicles with air suspension or equivalent 
&2 ~ 2.4 m/s2 for vehicles with other suspension 
x is the length of the loading area of the trailer, in meters, 
see fig.l 
1 is the theoretical drawbar length, i.e. the distance between 
the centre of the drawbar eye and the centre of the axle 
assembly, in meters, see fig.l 
x2 > 1,0 in all cases 
T2 " 
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Fig. 1 
2.1.20. 
2.1.21 
2.1.22 Dimensions of the centre axle trailer 
"Centre-axle trailer" means a towed vehicle equipped with a 
towing device which cannot move vertically (in relation to the 
trailer), and in which the axle(s) is (are) positioned close to 
the centre of gravity of the vehicle (when uniformly loaded) 
such that only a small vertical load, not exceeding 10 % of the 
maximum mass of the trailer or 1000 kg (whichever is the lesser) 
is transmitted to the drawing vehicle. 
The maximum mass of a centre-axle trailer to be taken into 
consideration shall be the mass transmitted to the ground by the 
axle(s) of the centre-axle trailer when coupled to the drawing 
vehicle and laden with a maximum load. 
For vehicles not falling clearly in any of the above categories 
they shall be treated in the same way as the type they most 
closely resemble. 
"Vehicle type" means vehicles which do not differ with respect 
to the following main characteristics: 
The structure, dimensions, shape and materials of the rear part 
of the towing vehicle, or the front part in the case of a 
trailer, in so far as they have a bearing on the requirements of 
Annex VII. 
3. 
3.1. EEC Type Approval for a Component 
Application for EEC type approval 
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3.1.1. An application for EEC Component type approval for a type of 
mechanical coupling device must be submitted by the manufacturer 
of the coupling device. 
3.1.2. For each type of a mechanical coupling device the application 
must be accompagnied by the following documentation (in 
triplicate): 
3.1.2.1. A technical description of the coupling device, its design and 
mode of operation. 
3.1.2.2. Data on the characteristic values, the classification and, if 
necessary, the restricted field of application (specific types 
of vehicles only). 
3.1.2.3. Drawings of the principal parts of the coupling device and an 
assembly drawing for each version giving all principal 
dimensions, materials and the position for the EEC approval 
mark. 
It must also be possible to see how the coupling device is 
mounted on the vehicle and what means of attachment are 
employed. 
3.1.3. The Technical Department which performs or approves the tests 
for type approval must be provided with a specimen coupling 
device which should normally be unpainted. The Technical 
Department and other approval authorities may also request 
additional specimens. 
3.1.4. The Technical Service which performs or approves the tests for 
type approval may also request specificl parts, additional 
drawings or samples of the materials used. 
3.1.5. The competent authority shall verify the existence of 
satisfactory arrangements for ensuring effective control of the 
conformity of production of the mechanical coupling device 
before type approval is granted. 
3.2. Marking of specimen 
3.2.1. Each of the specimens of the particular type of coupling device 
in 3.1.3 for which an application for EEC component type 
approval has been submitted must be marked as follows: 
3.2.2. Factory mark, trade name or manufacturer's name (and trade mark 
if appropriate) 
3.2.3. Type and, if applicable, version 
3.2.4. A sufficiently large space for the EEC approval mark and the 
additional information according to 3.3.4. 
3.3. Granting of component type approval 
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3.3.1. If the mechanical coupling device submitted for approval 
pursuant to this Directive meets the requirements of item 5 
below, approval of that type of mechanical coupling device shall 
be granted. 
3.3.2. An approval number shall be assigned to each type of mechanical 
coupling device approved. The same Member state may not assign 
the same number to another type of a mechanical coupling 
device . 
3.3.3. Notice of approval, or of extension or of refusal of approval of 
a type of the mechanical coupling device pursuant to this 
Directive shall be communicated to the Member States by means of 
a form conforming to the model in Annex IV to this Directive. 
3.3.4. There shall be affixed, conspicuously and in a readily 
accessible place specified on the approval form, to every 
mechanical coupling device conforming to a type of mechanical 
coupling device approved under this Directive an international 
approval mark consisting of: 
1 for Federal Republic of Germany 
2 for France 
3 for Italy 
4 for The Netherlands 
6 for Belgium 
9 for Spain 
11 for United Kingdom 
13 for Luxemburg 
18 for Denmark 
21 for Portugal 
IRL for Ireland 
EL for Greece 
3.3.4.1. A rectangle surrounding the letter "e" followed by the 
distinguishing number of the country which has granted approval 
3.3.4.2. The approval number, as given on the EEC type-approval 
certificate (see Annex IV), near to the rectangle of the 
approval mark. 
3.3.4.3. The following supplementary marks placed anywhere close to the 
rectangle: 
- class of coupling device 
- permissible values for D, s, v and U 
(unnecessary for standard coupling devices) 
3.3.5. The approval mark shall be indelible and clearly legible even 
when the coupling device is attached to the vehicle. 
3.3.6. Annex II to this Directive gives examples of the arrangement of 
the approval mark. 
3.4. Modification of the type of mechanical coupling device and 
extension of EEC component type approval 
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3.4.1. Every modification of the type of mechanical coupling device 
shall be notified to the administrative department which 
approved the type of mechanical coupling device. 
The department may then either: 
3.4.1.1. consider that the modifications made are unlikely to have an 
appreciable adverse effect and that in any case the mechanical 
coupling device still complies with the requirements, or 
3.4.1.2. Require a further report from the technical service responsible 
for conducting the tests. 
3.4.2. confirmation or refusal of approval, specifying the 
modification, shall be communicated by the procedure specified 
in items 3.3. above to the Member states. 
3.4.3. The competent authority issuing the extension of approval shall 
assign a serial number to each communication form drawn up for 
such a extension. 
4. EEC Vehicle Type Approval 
4.1 Application for EEC type approval 
4.1.1. In order for a vehicle to be granted type approval with a 
coupling fitted, a representative type of vehicle with a 
coupling device for which a component type approval has been 
granted, must be submitted to the relevant Technical Service ,by 
the manufacturer of the vehicle. 
4.1.2. In order for a vehicle to be granted type approval without a 
coupling fitted, the manufacturer or his representative agent 
must supply only the data mentioned in Annex VII, section 1.1. 
4.1.3. The relevant Technical Service will examine according to Annex 
VII, the suitability of the type of coupling device for which 
type approval has been granted for the type of vehicle for which 
vehicle approval has been applied for.The Technical Service will 
particularly ensure that the attachment of the coupling device 
corresponds to that which is prescribed for EEC component type 
approval. 
4.1.4. The competent authority shall verify the existence of 
satisfactory arrangements for ensuring effective control of the 
conformity of production of the vehicle before type approval is 
granted. 
4.2 Granting of vehicle type approval 
4.2.1. If the type of vehicle meets the requirements of item 5 below, 
approval for that type of vehicle shall be granted. 
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4.2.2. An approval number shall be assigned to each type of vehicle 
approved. The same Member State may not assign the same number 
to another type of vehicle. 
4.2.3. Notice of approval, or of extension or refused of approval of a 
type of vehicle pursuant to this Directive shall be communicated 
to the Member states by means of a form conforming to the model 
in Annex IX to this directive. 
4.3. Modification of the type of vehicle and extension of EEC vehicle 
type approval 
4.3.1. Every modification of the type of vehicle shall be notified to 
the administrative department which appproved the type of 
vehicle. 
The department may then either: 
4.3.1.1. Consider that the modifications are unlikely to have an 
appreciable adverse effect and that in any case the vehicle type 
still complies with the requirements, or 
4.3.1.2. Require a further report from the technical service responsible 
for conduction the tests. 
4.3.2. The holder of an EEC vehicle type approval can apply for it to 
be extended to other types or classes of coupling devices. 
The competent authorities will grant such an extension on the 
following conditions: 
4.3.2.1. EEC component type approval has already been granted for the 
other type of coupling device 
4.3.2.2. it is suitable for the type of vehicle for which the extension 
of the EEC vehicle type approval has been applied for 
4.3.2.3. the attachment of the coupling device to the vehicle corresponds 
to that proposed for the granting of EEC component type 
approval. 
4.3.3. In the case of standard coupling devices in classes A,C, D and 
G, EEC vehicle type approval is also valid for other coupling 
devices of the same class without the need for a further 
mounting check and extension of EEC vehicle type approval. 
4.3.4. Confirmation or refusal of approval, specifying the 
modification, shall be communicated by the procedure specified 
in items 4.2.3. 
4.3.5. The competent authority issuing the extension of approval shall 
assign a serial number to each communication form drawn up for 
such an extension. 
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5. Requirements 
5.1. The mechanical coupling devices between motor vehicles and 
trailers must be manufactured and attached in accordance with 
good engineering practice, and must be safe to operate. 
5.2. safe coupling and uncoupling of the vehicles must be possible by 
a single person without the use of tools. 
only automatic coupling devices which allow an automatic 
coupling procedure shall be employed for the coupling of 
trailers having a maximum mass of more than 3,5 t. 
5.3. The mechanical coupling devices shall be so designed and 
manufactured that in normal use, with proper maintenance and the 
timely replacement of wearing parts, they will continue to 
function satisfactorily. 
5.4. Every coupling device must be accompanied by installation and 
operating instructions giving sufficient information for a 
competent person to install it on the vehicle and operate it 
propertly. The instructions must be in the language or 
languages of the Member State in which the coupling device will 
be offered for sale. In the case of coupling devices supplied 
for assembly-line use by vehicle builders or bodybuilders, the 
provision of installation and operating instructions for each 
coupling device can be dispensed with. It is then the 
responsibility of the vehicle builder or bodybuilder to ensure 
that the vehicle operator is provided with the information 
necessary for operating the coupling device. 
5.5. The materials that may be used are those for which the 
properties relevant to the application are laid down in a 
standard or those for which the properties are given in the 
documentation according to 3.1.2.3. of this Annex. 
5.6. All parts of the mechanical coupling devices whose failure could 
result in separation of the two vehicles must be made of steel 
or forged or cast steel. 
other materials may be used provided equivalence has been 
demonstrated by the manufacturer to the satisfaction of the 
Technical Service. 
5.7 All couplings must be designed for positive mechanical 
engagement, and the closed position must be secured at least 
once by positive mechanical engagement, unless further 
requirements are stated in Annex V. 
5.8 The mechanical coupling devices must satisfy the requirements of 
Annex V. 
5.9 Loading requirements 
5.9.1. Mechanical coupling devices are subject to the tests described 
in Annex VI. 
- 18 -
5.9.2. These tests must not cause any cracks, fractures or other 
visible external damage, or any excessive permanent distortion 
which would be detrimental to the satisfactory operation of the 
device. 
5.10 The installation of the mechanical coupling devices to the 
vehicle must be checked according to the requirements given in 
Annex VII. 
5.11. The above-mentioned requirements and those of Annexes V, VI and 
VII are also applicable, as relevant, to miscellaneous coupling 
devices (Class S). 
6. Conformity of production 
6.1. Every mechanical coupling device or vehicle approved to this 
Directive shall be so manufactured as to conform to the type 
approved by meeting the requirements of this directive. 
6.2. in order to verify that the requirements of paragraph 6.1. are 
met, suitable controls of the production shall be carried out. 
6.3. The holder of the approval shall in particular: 
6.3.1. ensure existence of procedures for the effective control of the 
quality of products, 
6.3.2. have access to the control equipment necessary for checking the 
conformity of each approved type, 
6.3.3. ensure that data of test results are recorded and that annexed 
documents shall remain available for a period to be determined 
in accordance with the administrative service, 
6.3.4. analyse the results of each type of test, in order to verify and 
ensure the stability of the product characteristics making 
allowance for tolerances of an industrial production, 
6.3.5. ensure that in the case of a component for each type of product 
at least the tests prescribed in Annex VI to this Directive are 
carried out, 
6.3.6. ensure that in the case of a component all safety-relevant parts 
of every single mechanical coupling device are checked by non­
destructive methods in order to ascertain the absence of 
structural anomalies, if the manufacturing process contains 
operations like casting or heat-treating or other operations 
where anomalies cannot be excluded. 
6.3.7. ensure that any sampling of samples or test pieces giving 
evidence of non-conformity with the type of test considered 
shall give rise to another sampling and another test. All the 
necessary steps shall be taken to re-establish the conformity of 
the corresponding production. 
- 19 -
6.4. The competent authority which has granted type-approval may at 
any time verify the conformity control methods applicable to 
each production unit. 
6.4.1. In every inspection the test books and production survey records 
shall be presented to the visiting inspector. 
6.4.2. The inspector may take samples at random which will be tested in 
the manufacturer's laboratory* The minimum number of samples may 
be determined according to the results of the manufacturer's own 
verification. 
6.4.3* When the quality level appears unsatisfactory or when it seems 
necessary to verify the validity of the tests carried out in 
application of paragraph 6.4.2. the inspector shall select 
samples to be sent to the Technical Service which has conducted 
the type approval tests. 
6.4.4. The competent authority may carry out any test prescribed in 
this Directive. 
6.4.5. The normal frequency of inspections authorized by the competent 
authority shall be one per year. In the case where negative 
results are recorded during one of these visits, the competent 
authority shall ensure that all necessary steps are taken to re­
establish the conformity of production as rapidly as possible. 
>"m 
a) - 20 -
ANNEX I I 
Example EEC approval mark for a drawbar coupling 
n mi, f 
* miwr 
irrr T 3 
a > 8 mm 
b) The coupling device with the EEC approval mark illustrated above 
is a non-standard drawbar coupling of Class C50-X with a maximum 
permitted 0 value of 130 kN, a maximum permitted static vertical 
bearing load of 1000 kg and a maximum permitted V-value of 35 
kN, for which EEC component type approval was granted in the 
Federal Republic of Germany (el) under the number 92-1234. 
If any characteristic values, such as S and V, are not relevant, 
the positions must be marked with a dash. 
Characteristic values D;S and V are not required for standard 
coup Iings. 
Example EEC approval mark for a drawbar eye 
i 
3 f 
3 rE 
,97-4/1 1 n nil —r 5 r n T 
» ^" a 
F 3 
a > 8 mm 
The coupling device with the EEC approval mark illustrated above 
is a non-standard drawbar eye 50 of Class D50-X for welding 
attachment having a D value of 130 kN, a maximum permitted 
static vertical bearing load of 1000 kg and a maximum permitted 
V-value of 50 kN, for which EEC component type approval was 
granted in the Federal Republic of Germany (el) under the number 
92-4711. 
If any characteristic values, such as S and V with hinged 
drawbar, are not relevant, the positions must be marked with a 
dash. Characteristic values D, S and V are not required for 
standard coupling devices. 
c) - 21 -
Specimen EEC approval mark for a fifth wheel coupling 
H33HS: m iHtr 
zzzrzn TT77T 
1 1 
> 8 mm 
The coupling device with the EEC approval mark illustrated above 
is a non-standard fifth wheel coupling of Class G50-X having a 
maximum permitted D value of 180 kN and a maximum permitted 
fifth wheel load of 26 t, for which EEC component type approval 
was granted in the Federal Republic of Germany (el) under the 
number 92-1241. 
Characteristic values D and U are not relevant at all for 
standard fifth wheels. 
d) Specimen EEC approval mark for a fifth wheel coupling pin 
I?. 3 H Vli-X 
JL 
e 1 D Ifi? 
Q9-ma 1 
a > 8 mm 
The coupling device with the EEC approval mark illustrated above 
is a non-standard fifth wheel coupling pin of Class H50-X having 
a D value of 162 kN for which EEC component type approval was 
granted in the Federal Republic of Germany (el) under the number 
92-1242. 
- 22 -
e) Spec'men EEC approval mark for a coupling ball and towing 
brackets 
2a 
3 A vo-\ 
L , 
e 1 
9 7 - • ^H J JL TTTTT 
TTTT 
a > 8 mm 
The coupling device with the EEC approval mark illustrated above 
is a non-standard coupling ball and towing brackets of Class A 
50-X having a maximum permitted D value of 18 kN and a maximum 
permitted static vertical bearing load of 75 kg, for which EEC 
component type approval was granted in the Federal Republic of 
Germany (el) under the number 92-1243. 
f) Specimen EEC approval mark for a coupling head 
2a 
3 i ft 1f--x 
e i TTTF 
•^T-TT 
97-»2U 3 
3 
a_ 
3 
a > 8 mm 
The coupling device with the EEC approval mark illustrated above 
is a non-standard coupling head of Class B50-X having a D value 
of 18 kN and a maximum permitted static vertical bearing load of 
75 kg, for which EEC component type approval was granted in the 
Federal Republic of Germany (el) under the number 92-1244. 
- 23 -
g) Specimen EEC approval mark for a drawbar 
'D HIV , 3 
\\ a 
.s mnn ~ § 
M in .- 3 
3 ^_^^^-> 8 mm 
The coupling device with the EEC approval mark illustrated above 
is a drawbar for a centre axle trailer of Class E with a maximum 
permitted D value of 109 kN, a maximum permitted static vertical 
bearing load of 1000 kg and a maximum permitted V-value of 50 
kN, for which EEC component type approval was granted in the 
Federal Republic of Germany (el) under the number 92-1245. 
If any characteristic values, such as S and V with hinged 
drawbar, are not relevant, the positions must be marked with a 
dash. 
- 24 -
ANNEX III 
information Document N* 
relating to the EEC Coponent Type Approval of 
Mechanical coupling Devices for Motor Vehicles and their 
Trailers (.../.../EEC) 
O. GENERAL 
O.l. Make (trade name of manufacturer): 
0.2. Type and commercial description^): 
O.5. Name and address of manufacturer: 
0.7. Location and method of affixing of the EEC approval mark: 
1 CONNECTIONS BETWEEN DRAWING VEHICLES AND TRAILERS AND SEMI-TRAILERS 
1.1. Detailed technical description (including drawings and material 
specifications) of the type of the mechanical coupling device: 
*-.*• class and type of the coupling device(s): 
1.3. Maximum D-value ( *) : kN 
1.4. Maximum vertical load S at the coupling point(^): kg 
i.5. Maximum load U at the fifth wheel coupling < *): t 
1.6. Maximum V-value < * > kN 
1.7. instructions of attachment of the coupling type to the vehiole and 
photographs or drawing Of the fixing points at the vehicle given by 
the manufacturer; additional information, if the use of the coupling 
type is restricted to special types of vehicles: 
1.8. information of the fitting of special towing brackets or mounting 
plates(1): 
Date, File 
(l\ if applicable 
- 25 -
ANNEX IV 
M O D E L (a) 
(maximum format: A4 (210 x 297) 
EEC TYPE-APPROVAL CERTIFICATE 
Communication concerne the : 
type-approvalI *) 
- extension of type-approval (*) 
- refusal of type-approval<*) 
- withdrawal of type approval*1) 
of a type of a component(*) with regard to Directive 
(..../..../EEC), as last amended by Directive 
Type-approval number^) : 
r 
Reason for extension: 
SECTION I 
O.l. Make (trade name of manufacturer): 
O.2. Type and commercial description(s): 
O.3. , Means of identification of type if marked on the component (1)(3) 
O.3.I. Location of that marking: 
0.5. Name and address of manufacturer: 
6.7. Location and method of affixing of the EEC approval nark:. 
SECTION II 
1. Additional information (where applicable): See Appendix I 
2. Technical service responsible for carrying out the tests: 
3. Date of test report: 
4. Number of test report: 
5. Remarks (if any) : see Appendix I 
6. Place: 
7. Date: 
8 • Signature: 
9. The index to the information package lodged with the competent 
authority that has granted type approval, which may be obtained on 
request, is attached. 
(1) Delete where not applicable 
(2) The EEC type-approval number appearing on this document shall 
consist of all sections outlined in Annex VII to Directive 
70/156/EEC, as last amended by Directive .../.../EEC. the 
component itself shall be marked as prescribed in the relevant 
separate Directive. 
(3) If the means of identification of type contains characters not 
relevant to describe the component types covered by this type-
approval certificate such characters shall be represented in the 
documentation by the symbol : **?" (e.g. ABC?? 123??) 
- 26 -
Appendix I 
to EEC type-approval certificate no 
concerning the component type approval of mechanical coupling 
devices with regard to Directive .../.../EEC 
1. Additional information 
1.1. Class of the type of coupling: 
1.2. Categories or types of vehicles for which the device is designed or 
restricted: 
1.3. Maximum D-value(1):.... kN 
1.4. Maximum vertical load s at the coupling point (*): kg 
1.5. Maximum load U at the fifth wheel coupling point <*) t 
1.6. Maximum V-value (*): .... kN 
1.7. Use of special towing brackets or mounting plates: 
yes/no 
5. Remarks: 
(1) Delete where not applicable 
- 27 -
1 . 
1.1. 
1 .2 
1.3. 
1 .4. ANNEX V 
Requirements for mechanical coupling devices 
Coupling balls and towing brackets 
The requirements stated in 1.1. to 1.4. are applicable to all 
coupling balls and towing brackets of Class A. 
Section 1.5. lists additional requirements which must be fulfilled by 
standard coupling balls 50 and flange type towing brackets. 
Coupling balls of Class A must conform to Fig. 2 in shape and 
dimensions. 
The shape and the dimensions of the towing brackets have to meet the 
requirements of the vehicle manufacturer concerning the attachment 
points and additional mounting devices, if necessary. 
In the case of removable coupling balls the point of connection and 
their locking must be designed for positive mechanical engagement. 
Coupling balls and towing devices must be able to satisfy the tests 
laid down in Annex VI, Section 4.1. 
1) 
2) Fig 2 
The connecting radius between the ball and the neck should be 
tangential both to the neck and to the lower horizontal surface of 
the coup Iing balI. 
See ISO/R 468 and ISO 1302; the roughness number N9 refers to an Ra 
value of 6,3 mm. 
- 28 -
1 .5 
1.5.1. 
1.5.2. Special requirements for standard coupling balls and flange type 
towing brackets of class A50-1, A50-2 and A50-3. 
Dimensions of class A50-1 coupling balls and flange type towing 
brackets must be as given in Fig. 3 and Table 1. 
Dimensions of class A50-2 and class A50-3 coupling balls and 
flange type towing brackets must be as given in Fig. 4 and 
Table 1. 
1.5.3. Coupling balls and flange type towing brackets of the classes 
A50-1, A50-2 and A50-3 must be suitable and tested for the 
characteristic values given in Table 2. 
I, i 
ll 
II 
1 ' 1 
r d2 
1 
( 1 
^ A 
'Jl 
.1. 
f = 
Fig. 3 Dimensions of standard ball couplings and flange type towing 
brackets of Class A50-1 (mm), see Table 1 
ON P" m 
L: e-^ 
^ f 4 
\ 
Fig. 4 Dimensions of standard ball couplings and flange type towing 
brackets of Classes A50-2 and A50-3 (mm), see Table ITable 1 
- 29 -
Dimensions of standard ball couplings and flange type towing 
brackets (mm), see Fig. 3 and Fig. 4 
el 
e2 
d2 
f 
g 
c 
1 
h A50-1 
90 
-
17 
130 
50 
15 
55 
70 A50-2 
83 
56 
10,5 
110 
85 
15 
110 
80 A50-3 
120 
55 
15 
155 
90 
15 
120 
80 remark 
+/-0,5 
+/-0,5 
H13 
+6,-0 
+6,-0 
max 
+/-5 
+ /-5 
Table 2 Characteristic values for standard ball couplings and flange 
type towing brackets 
D = Max. D-value (kN) 
S = Max. static vertical load (kg) 
D 
S A50-1 
10 
75 A50-2 
20 
100 A50-3 
30 
120 
2. 
2.1. 
2.2. Coupling heads 
Coupling heads of Class B50 must be designed so that they can be 
used safely with the coupling balls described in Section 1 of 
this Annex and thereby retain the prescribed characteristics. 
Coupling heads must be able to satisfy the tests laid down in 
Annex VI, Section 4.2. 
2.3. 
2.4. Any additional device (e.g. braking, stabilizer etc.) shall not 
have any adverse effect on the mechanical connection. 
Horizontal rotation of the coupling head at least 90* to either 
side of the centreline of the coupling ball and mounting 
described in Section 1 of this Annex when not attached to the 
vehicle must be possible. 
Simultaneously there must be an angle of free vertical movement 
20* above and below the horizontal. Also, in conjunction with 
the horizontal angle of rotation of 90* it must be possible for 
there to be 25* of roll in both directions about the horizontal 
axis. The following combinations of motions must be possible: 
vertical pitch 
axial roll + 15* with axial roll + 25* 
+ 10* with vertical pitch + 20* 
at all angles of horizontal rotation. 
- 30 -
3. Drawbar couplings 
The requirements of 3.1 to 3.8 are applicable to all drawbar 
couplings of class C50. 
Item 3.9 lists the additional requirements which must be 
fulfilled by standard drawbar couplings of classes C50-1 
to C50-7. 
3.1. Load requirements 
All drawbar couplins shall be able to satisfy the tests stated 
in Annex VI, item 4.3. 
3.2. suitable drawbar eyes 
Class C50 drawbar couplings shall be compatible with all Class 
D50 drawbar eyes and coupling with the specified 
characteristics. 
3.3. Automatic operation 
Drawbar couplings must be automatic in operation 
(see Annex I, item 2.1.17). 
3.4. Jaw 
Class C50 drawbar couplings must have a jaw which is designed 
such that the appropriate drawbar eyes is guided into the 
coupling. 
If the jaw, or a part supporting the jaw, can pivot about the 
vertical axis, it must establish itself automatically in the 
normal position and, with the coupling pin open, be restrained 
in a positive mechanical engagement in this position. 
If the jaw, or a part supporting the jaw, can pivot about the 
transverse axis, the joint providing the rotation capability 
must be restrained in its normal position by a locking torque. 
This torque must be sufficient to prevent a force of 200 N 
acting vertically upwards on the top of the jaw producing any 
deflection of the joint from its normal position. It must be 
possible to bring the jaw to its normal position manually. A 
jaw that pivots about the transverse axis is only approved for 
vertical bearing loads S of up to 50 kg and a V-value of up to 5 
kN. 
If the jaw, or a part supporting the jaw, is pivoted about the 
longitudinal axis, the rotation must be restrained by a locking 
torque of at least 100 Nm. 
The minimum required size of the jaw depends on the D value of 
the coupling: 
D-value > 18 kN: width 150 mm, height 100 mm 
18 kN <D-value < 25 kN: width 280 mm, height 170 mm 
25 kN <D-value : width 36 0 mm, height 200 mm 
The external corners of the jaw may be radiused. 
Smaller jaws are permitted for Class C50-X drawbar couplings if 
their use is restricted to centre axle trailers up to 3.5 t 
maximum permissible mass or if the use of a jaw from the above 
table is impossible due to technical reasons and if, 
furthermore, there are special circumstances such as visual aids 
- 31 -
for ensuring safe execution of the automatic coupling procedure 
and if the field of application is restricted in the approval 
according to Annex III. 
3.5. Minimum freedom of movement of the coupled drawbar eye 
The coupled drawbar eye must be able to rotate horizontally +_ 
90* about the vertical axis from the longitudinal axis of the 
vehicle (see Fig. 5). 
The coupled drawbar eye must be able to rotate vertically +20* 
about the transverse axis from the horizontal axis of the 
vehicle (see Fig. 6). If the motion is provided by a special 
joint (only on Class C50-X drawbar couplings) the field of 
application given in the approval according to Annex III must be 
restricted to the cases stated in Annex VII, Section 2.3.7. 
It must be possible for the coupled drawbar eye to be rotated 
axially +25* about the longitudinal axis from the horizontal 
plane of the vehicle (see Fig. 7). 
The stated angles of rotation are applicable to drawbar 
couplings not attached to the vehicle. 
3.6. Minimum angle for coupling-up and uncoupling 
coupling and uncoupling of the drawbar eye must also be possible 
when the longitudinal axis of the drawbar eye in relation to the 
centreline of the jaw: 
3.6.1. is rotated 50* horizontally to right or left 
3.6.2. is rotated 10* vertically up or down 
3.6.3. is rotated 10* axially to right or left. 
3.7. Locking to prevent inadvertent uncoupling 
In the closed position the coupling pin must be secured by two 
positive mechanical securing devices each of which must remain 
effective should the other fail. 
The closed and secured position of the coupling must be clearly 
indicated externally by a mechanical device. It must be 
possible to verify the position of the indicator by feel, e.g. 
in the dark. 
The mechanical device must indicate the engagement of both 
locking devices (an AND condition). 
However, it is sufficient for the engagement of only one locking 
device to be indicated if, in this situation, engagement of the 
second locking device is an inherent feature of the design. 
3.8 Hand levers 
Hand levers must be of a design suitable for easy use with the 
end rounded off. The coupling must have no sharp edges or points 
of possible pinching near the hand lever which could result in 
injury during operation of the coupling. 
- 32 -
The force needed to release the coupling, measured without the 
drawbar eye, must not exceed 250 N perpendicular to the hand 
lever along the line of operation. 
3.9 Special requirements for standard drawbar couplings of Class 
C50-1 to C50-7 
3.9.1 the swivel motion of the drawbar eye about the transverse axis 
must be achieved through the spherical shape of the coupling pin 
(and not by means of a special joint, see Fig. 6). 
3.9.2 Tensile and compressive shock loads along the longitudinal axis 
due to the clearance between the coupling pin and the drawbar 
eye must be attenuated by spring and/or damping devices (except 
C50-1). 
3.9.3 The dimensions given in Fig. 8 and Table 3 must be adhered to. 
3.9.4 The couplings must be suitable and tested for the characteristic 
values given in Table 4. 
3.9.5 The couling must be opened by means of a hand lever at the 
coupling (no remote control). 
- 33 -
longitudinal axis of 
towing vehicle 
Fig. 5 Minimum horizontal rotation of the coupled drawbar eye ± 90' 
about the vertical axis from the longitudinal axis of the 
vehicle 
special joint 
20° nun 
/20°min. \ 20° nun 
Horizontal plane 
Fig. 6 Minimum vertical rotation of the coupled drawbar eye ±20° about 
the transverse axis from the horizontal plane of the vehicle. 
- 34 -
Horizontal plane 
Fig.7 KX;r.r:;= ttsar :r;;.*s;,:r -
Fig.8 Dimensions of the standard drawbar coupling (mm), see Table 3 - 35 -
Table 3 : - 36 -
Dimensions of standard drawbar couplings (mm), see Fig. 8 
el 
e2 
dl 
d2 
f 
g 
a 
b 
c 
h 
11 
12 
13 
T C50-
-
100 
150 
150 
-
150 
100 
-•1 
8: 
5« 
lJ 
IK 
8! 
2< C50-2 
i 
54 
>,5 
) 
170 
280 
1 
190 
150 
300 
160 
15 C50-3 
120 
55 
74 
15 
155 
90 
200 
360 
24 
265 
250 
330 
180 
20 C50-4 
140 
80 
84 
17 
180 
120 
200 
360 
30 
265 
300 
330 
180 
25 C50-5 C50-6 
160 
100 
94 
21 
200 
140 
200 
360 
30 
265 
300 
330 
180 
25 30 C50-7 
200 
120 
124 
25 
250 
170 
200 
360 
40 
265 
300 
330 
180 
30 remark 
+/-0,5 
+/-0,5 
max. 
H13 
+6,-0 
+/-3 
+20,-0 
+20,-0 
max. 
max. 
max. 
max. 
+/-20 
max. 
Table 4 : characteristic values for standard drawbar couplings 
D = Max. D value (KN) 
S - Max. static vertical bearing load (kg) 
V = Max. V-value (KN) 
D 
S 
V C50-1 
18 
200 
12 C50-2 
25 
250 
10 C50-3 
70 
650 
18 C50-4 
100 
900 
25 C50-5 
130 
1000 
35 C50-6 
190 
1000 
50 C50-7 
250 
1000 
85 
4. 
4.1 Drawbar eyes 
The requirements stated in 4.1 are applicable to drawbar eyes of 
Class D50. 
Sections 4.2 to 4.5 list the additional requirements which must 
be fulfilled by standard drawbar eyes. 
General requirements for drawbar eyes 
All drawbar eyes shall be able to satisfy the test stated in 
Annex VI item 4.4. 
Class D50 drawbar eyes are intended for use with C50 drawbar 
couplings. 
Drawbar eyes must not be able to rotate axially (because the 
respective couplings can rotate). 
- 37 -
If Class D50 drawbar eyes are fitted with sleeves, they shall 
comply with the dimensions shown in Fig. 13 (except class D50-C) 
or Fig. 14. 
The sleeves must not be welded into the drawbar eyes. 
Class D50 drawbar eyes must have the dimensions illustrated in 
Fig. 9 (if not stated otherwise in 4.2, 4.3 or 4.4) 
The form of shank for drawbar eyes of class D50-X is not 
specified, but in a distance of 210 mm from the centre of the 
eye the height "h" and the width "b" must be within the limits 
given by Table 6. 
4.2 Special requirements for drawbar eyes of Class D50-A 
Drawbar eyes of class D50-A must have the dimensions illustrated 
in Fig. 9. 
4.3 special requirements for drawbar eyes of class D50-B 
Class D50-B drawbar eyes must have the dimensions illustrated in 
Fig. 10. 
4.4 Special requirements for drawbar eyes of class D50-C 
Class D50-C1 drawbar eyes must have the dimensions illustrated 
in Fig. 11. 
class D50-C2 drawbar eyes must have the dimensions illustrated 
in Fig. 12. 
Class D50-C drawbar eyes must be fitted with the sleeves 
illustrated in Fig. 14. 
4.5 Load values for standard drawbar eyes 
The standard drawbar eyes and their means of attachement must be 
suitable and tested for the load values stated in Table 5. 
Table 5 : Characteristic values for standard drawbar eyes 
D - Max. D value (KN) 
S = Max. static vertical bearing load (kg) 
V - V-value (KN) 
Class 
D50-A 
D50-B 
D50-C1 
D50-C2 D 
130 
130 
190 
250 S 
1000 
1000 
1000 
1000 V 
30 
25 
50 
85 
Table 5 
- 38 -
Table 6 Dimensions for drawbar eyes D50-A and D50-X, see Fig.9 
Class h (mm) b (mm) 
D50-A 65+2 60+2 
-1 -1 
D50-X 67 max 62 max 
A-A shown without sleeve 
^ sphere $+15.? 8<T5 
210! 
325 «k 
Fig. 9 Dimensions of Classes D50-A and D50-X drawbar eyes (see Table 6) 
- 39 
•^1:10 1*1 6x1,5 
v_ 
Drawl lar eye •I 
Drawbar eye socket 
Fig. 10 Dimensions of Class D50-B drawbar eyes (see Fig. 9 for missing 
dimensions) 
- 40 -
të^^^^^Jj!*JÉ;!SË^Ç>a^ bS°^1 'c^wb^5SW.<9*ë"• Fig, 9 for missing 
- 41 -
Fig. 12 Dimensions of Class D50-C2 drawbar eyes (see Fig. 9 for missing 
dimensions) 
- 42 -
Fig. 13 Slotted sleeve for D50 drawbar eyes 
••S 
i » 
Fig. 14 Not slotted sleeve for D50-C drawbar eyes 
- 43 -
5. Drawbars 
5.1 Drawbars of class E must be able to satisfy the tests described 
in annex VI, section 4.5. 
5.2 In order to provide a connection to the towing vehicle, the 
drawbars can be fitted either with coupling heads as in Section 
2 or drawbar eyes as in Section 4 of this Annex. The coupling 
heads and drawbar eyes can be attached by screwing, bolting or 
welding. 
5.3 Hinged drawbars must be clear of the ground. 
They shall not fall below a height of 200 mm from the ground 
when released from the horizontal position. 
5.4 Height adjusting devices for hinged drawbars 
5.4.1 Hinged drawbars have to be equipped with devices for adjusting 
the drawbar to -the height of the coupling device of jaw. These 
devices roust be designed so that the drawbar can be adjusted by 
one person without tools or any other aids. 
5.4.2 Height adjusting devices must be able to adjust the drawbar eyes 
i or ball couplings from the horizontal above the ground at least 
300 mm upwards and downwards. Within this range the drawbar must 
be adjustable steplessly or in maximum steps of 50 mm measured 
at the drawbar eye or ball coupling. 
5.4.3 The height adjusting device must not interfere with easy 
movement of the drawbar after coupling-up. 
5.4.4 The height adjusting devices must not interfere with the action 
of any overrun brake. 
5.5 In the case of drawbars combined with overrun brakes the 
distance between the centre of the drawbar eye and the end of 
the free shank of the drawbar eye must not be less than 200 mm 
in the brake application position. With the shank of the drawbar 
eye fully inserted the distance must not be less than 150 mm. 
5.6 Drawbars for use on centre axle trailers must possess at least 
half the moment of resistance against lateral forces as against 
vertical forces. 
6. Mounting frames 
6.1 Mounting frames shall be appropriate for the attachment of the 
concerned coupling device to the corresponding vehicle(s). 
6.2 Mounting frames must not be welded to the chassis, bodywork or 
other part of the vehicle. 
6.3 Mounting frames must be able to satisfy the tests laid down in 
Annex VI, section 4.3. 
- 44 -
7. Fifth wheel couplins and steering wedges 
The requirements of 7.1 to 7.9 are applicable to all fifth wheel 
couplings of class G50. 
Section 7.10 lists the additional requirements which must be 
fulfilled by standard coupling devices. 
Steering wedges must satisfy the requirements listed in 7.9. 
7.1 Suitable fifth wheel coupling pins 
Class G50 fifth wheel couplings must be designed so that they 
can be used with class H50 coupling pins and provide the 
specified characteristics with them. 
7.2 Automatic operation 
Fifth wheel couplings must be automatic in operation. 
7.3 Guides 
Fifth wheel couplins must be equipped with a guide which ensures 
safe and secure engagement of the coupling pin. The entry width 
of the guide must be at least 350 mm. 
7.4 Minimum free movement of the fifth wheel coupling with the 
coupling pin engaged (but with the fifth wheel coupling not 
attached to a mounting plate or vehicle) 
With the coupling pin engaged, fifth wheel couplings must permit 
the following minimum values of rotation of the coupling pin in 
the travelling position: 
7.4.1 ±90* about the vertical axis (not applicable to fifth wheel 
couplings with positive sterring) and, simultaneously, 
7.4.2 ±12* about the horizontal axis transverse to the direction of 
travel. This angle does not necessarily cover off road use. 
7.4.3 Rotation about the longitudinal axis of up to ± 3* is permitted. 
However, on a fully oscillating fifth wheel coupling, this angle 
may be exceeded, providing that a locking mechanism enables the 
restriction of the rotation up to ± 3*. 
7.5 Locking devices to prevent uncoupling of fifth wheel couplings 
The locking mechanism of the coupling must secure the coupling 
pin two positive ways; the second locking device may operate on 
the first. The first locking device must operate automatically 
at coupling-up. If the second locking device has to be operated 
by hand it should only be possible to engage it after the first 
device has been fully engaged. If the second locking device 
operates automatically, the engagement of both must be indicated 
visually. 
- 45 -
7.6 Operating devices 
In the closed position the operating devices must be secured to 
prevent inadvertent operation. 
7.7 Surface finish 
The surfaces of the coupling plate and coupling lock must be 
functionally satisfactory and carefully machined, forged, cast 
or pressed. 
7.8 Load requirements 
All fifth wheel couplings must be able to satisfy the tests 
described in Annex VI, Section 4.6. 
7.9 Steering wedges 
Couplings of class G50-X which are unsuitable for positive 
steering must be marked appropriately. 
7.9.1 The dimensions of steering wedges for the positive steering of 
semi-trailers must be as in Fig. 16. 
7.9.2 The steering wedge must allow safe and secure coupling-up. The 
steering wedge must be spring-mounted. 
The strength of the spring must be selected so that it is 
possible to couple up an unloaded semi-trailer and so that, with 
the semi-trailer fully loaded, the steering wedge is firmly in 
contact with the flanks of the coupling during travel. 
Uncoupling of the fifth wheel must be possible with the semi­
trailer both loaded and unloaded. 
7.10 Special requirements for standard fifth wheels couplings 
7.10.1 Standard fifth wheel couplings of Classes G50-1, G50-2, G50-3 
and G50-4 must have the dimensions indicated in Fig. 15 and 
Table 7. 
7.10.2 Standard fifth wheel couplings must be suitable for and tested 
for a D-value of 150 KN and a value of U of 20 t. 
7.10.3 Release must be possible by a hand lever directly at the 
coupling. 
7.10.4 Standard fifth wheel couplings must be suitable for the positive 
steering of semi-trailers by means of steering wedges (see 
section 7.9.). 
- 46 -
i ^ <F TT 
t06 
sect ion A-B 
(shown oversize, turned through 90' 
and with the coupling pin) 
1*^5° 
Provide space for steering wedge 
Bearing surface 
for steering wed-
Fig. 15 Dimensions of standard fifth wheel couplings (see Table 7) 
Table 7 - 47 -
Dimensions of standard fifth wheel couplings (mm) (see Fig. 15) 
H 
h 
a G50-1 
150 ± 10 G50-2 
175 ± 10 G50-3 
200 ± 10 G50-4 
250 ± 10 
+ 2 
52 
- 1 
minimum ±12° 
1) 
2) Only applicable to steering wedges over 60 mm thick 
This dimension only refers to the functional surface; the 
steering wedge itself can be longer 
Fig. 16 Dimensions of spring-mounted steering wedges 
8. 
8.1 
8.2 
Fig. 17 
9. 
9.1 
9.2 
9.3 
10. 
10.1 - 48 -
Fifth wheel coupling pins 
Fifth wheel coupling pins of Class H50 (ISO 337) must have the 
dimensions shown in Fig. 17. 
The coupling pins must be able to satisfy the tests described in 
Annex VI, Section 4.8. 
* < * i •— • • *.•* 
i?3:W 
"7 \ or 
o 50. Bio.i 
J. 
V 
A.0 
V.. 
.pace for «ar»i i»»g 
e71.5tot 
"A- actional c^»3">^er 2*$X-*5° 
Dimensions of Class H50 fifth wheel coupling pins 
Mounting plates 
Class J mounting plates for fifth wheel couplings must have a 
hole configuration corresponding to Classes G50-1,G50-2, G50-3 
and G50-4 if they are intended for standard fifth wheel 
coup Ii ngs. 
Mounting plates for standard fifth wheel couplings must be 
suitable for the positive steering of semi-trailers (with 
steering wedges). Mounting plates for non-standard fifth wheel 
couplings which are unsuitable for positive steering must be 
marked appropriately. 
Mounting plates for fifth wheel couplings must be able to 
satisfy the tests described in Annex VI, Section 4.7. 
Devices for remote indication and remote control 
General requirements 
Devices for remote indication and remote control are permitted 
on automatic coupling devices of Classes C50-X and G50-X. 
Devices for remote indication and remote control must not 
interfere with the minimum free movement of the coupled drawbar 
eye or coupled semi-trailer. They must be permanently connected 
to the vehicle. 
- 49 -
All the devices for remote indication or remote control fall 
within the scope of.testing and approval of the coupling device 
together with all parts of the operating devices and 
transmission devices. 
10.2 Remote indication 
10.2.1 For an automatic coupling procedure, remote indication devices 
must indicate the closed and doubly locked position of the 
coupling in an optical manner according to section 10.2.2 and/or 
10.2.3. 
10.2.2 The change from the open to the closed and doubly locked 
position shall be indicated by a green optical signal. 
10.2.3 If the open and/or unsecured position is indicated, a red 
optical signal shall be used. 
10.2.4 In the case of -indicating the termination of the automatic 
coupling procedure, the remote indication has to ensure that the 
coupled devices are really connected together (e.g. that pin has 
actually engaged in the drawbar eye). 
10.2.5 The appearance of any fault in the remote indication system 
shall not indicate a closed and locked position during the 
coupling procedure if the endposition has not been reached. 
10.2.6 The disengagement of one of the two locking devices must cause 
the green optical signal to extinguish and/or the red optical 
signal to show. 
10.2.7 The mecanical indicators directly at the coupling device must be 
retained. 
The remote indication device shall be automatically activated 
during every coupling procedure. 
10.2.8 In order to avoid distracting the driver during normal driving, 
there shall be a provision for switching off the remote 
indication device. 
10.2.9 The operating controls and indicators of the remote indication 
devices must be mounted within the driver's field of vision and 
be permanently and clearly identified. 
10.3 Remote control 
10.3.1 If a remote control device is employed, there must also be a 
remote indication device as described in 10.2 which must also 
indicate the open condition of the coupling. 
10.3.2 There must be a dedicated switch (i.e. master switch, lever or 
valve) for enabling or barring opening of the coupling by means 
of the remote control device. If this master switch is not 
located in the driving cab it must not be in a position where it 
is freely accessible to unauthorized persons or it must be 
lockable. The actual operation of the coupling from the driving 
cab may only be possible when inadvertent operation has been 
precluded. 
- 50 -
It must be possible to ascertain whether opening of the coupling 
under remote control has been enabled or not. 
10.3.3 If remote control involves the coupling being opened by external 
force, the condition under which the external force acts on the 
coupling must be indicated appropriately to the driver. This is 
not necessary if the external force is only operative while the 
remote control is operating. 
10.3.4 If the actuating device for opening the coupling under remote 
control is mounted externally on the vehicle it must be possible 
to oversee the area between the coupled vehicles, but it must 
not be necessary, however, to enter this area in order to 
operate it. 
10.3.5 Any single error in operation or the occurrence of any single 
fault in the system must not result in accidental opening of the 
coupling during normal road travel. Any faults in the system 
must be indicated directly or be immediately obvious at the next 
operation, e.g. by a malfunction. 
10.3.6 In the event of a failure of remote control it must be possible 
to open the coupling in at least one other way in an emergency 
case. If this requires the use of a tool it must be included in 
the vehicle's tool kit. The requirements of Annex V, Section 3.8 
are not applicable to hand levers used exclusively for opening 
the coupling in an emergency. 
10.3.7 The operating controls and indicators for the remote control 
devices must be permanently and clearly identified. 
- 51 -
ANNEX VI 
Testing of mechanical coupling devices 
1. General testing requirements 
1.1 Specimens of coupling devices must be tested; both, strength 
tests and function tests being performed. 
However the Technical Service may waive a strength test if the 
simple design of a component makes a theoretical check possible. 
1.2 With coupling devices the strenght must be verified by a dynamic 
test (endurance test). In certain cases some additional static 
tests may be necessary (see section 4). In the case of simple 
Class E components, which past experience has shown to require 
no endurance test for safe verification, a static test or 
theoretical calculation will be sufficient. In cases of doubt it 
is the results -of dynamic testing that are overriding. The 
Technical Service responsible will decide on the type of tests 
to be employed. 
1.3 Check calculations must ensure quality of the results with those 
of dynamic or static testing. 
1.4 The dynamic test should be performed with approximately 
sinusoidal load (alternating and/or pulsating) with a number of 
stress cycles appropriate to the material. No cracks of 
fractures must occur. 
1.5 Only slight permanent deformation is permitted with the static 
tests prescribed. The plastic deformation after releasing must 
not be more than 10 % of the maximum deformation. 
1.6 The loading assumptions in the dynamic tests are based on the 
horizontal force component in the longitudinal axis of the 
vehicle and the vertical force component. 
Horizontal force components transverse to the longitudinal axis 
of the vehicle, and moments, are not taken into account provided 
they are of only minor significance. 
If the design of the coupling device or its attachment to the 
vehicle or the attachment of additional systems (as stabilizers, 
short coupling systems etc.) generates additional forces or 
moments additional tests may be required by the Technical 
Service. 
The horizontal force component in the longitudinal axis of the 
vehicle is represented by a theoretically determined reference 
force, the D value as defined in Annex 1, Section 2.1.18. The 
vertical force component, where applicable, is represented by 
the static vertical bearing load s at the point of coupling and 
the assumed vertical load V, defined in Annex I, Section 2.1.19 
or by the static vertical bearing load U in case of fifth wheel 
couplings. 
- 52 -
1.7 The characteristic values D, S, V and U on which the tests are 
based, must be taken from the manufacturer's application for the 
granting of EEC type approval. 
2. Test procedures 
2.1 For the dynamic tests and static tests the specimen must be 
placed in a suitable rig with a suitable means of force 
application so that it is not subjected to any additional forces 
or moments apart from the specified test force. In the case of 
alternating tests the direction of force application must not 
deviate by more than ±1* from the specified direction. In the 
case of pulsating and static tests the angle must be set for top 
force. This will normally require a joint at the point of force 
application (i.e. the point of coupling) and a second joint an 
adequate distance away. 
2.2 The test frequency must not exceed 35 Hz. The selected frequency 
shall be well seperated from resonance frequencies of the test 
set-up inducing the tested device. With asynchronous testing 
the frequencies of the two force components must be 
approximately 1% to a maximum of 3% apart. For coupling devices 
made of steel the number of stress cycles is 2 x 106. for 
devices made of other materials than steel a higher number of 
cycles may be necessary. The dye-penetration method of crack 
testing or an equivalent method must be employed. 
2.3 With alternating test forces (components) the mean force is 
zero. With pulsating tests the test force is equal to the top 
force; the bottom force may be up to 5% of the top force unless 
stated otherwise in the specific testing requirements. 
2.4 With static tests the test force must be applied smoothly and 
quickly and be maintained for at least 60 seconds. 
2.5 The coupling devices on test shoud normally be mounted as 
rigidly as possible on a test rig in the actual position in 
which they will be used on the vehicle. The fixing devices 
should be those specified by the manufacturer or applicant and 
should be those intented for its attachment to the vehicle 
and/or shall have identical mechanical characteristics. 
2.6 Preferably, couplings have to be tested in original condition as 
being foreseen for the use on the road. At the discretion of the 
manufacturer and in agreement with the Teichnical Service 
flexible components may be neutralized if this is necessary for 
the test procedure and if there is no concern about unrealistic 
influence to the test result. 
Flexible components being apparently overheated due to this 
accelerated test procedure are may be replaced during the test. 
The test loads may be applied by means of special slack-free 
devices. 
- 53 -
3. Symbols and definitions in Annex VI 
Av = max. permitted axle load of the steered axle in t 
C = mass of centre axle trailer in t (as Annex I, Section 
2.1.18) 
D = D value in kN (Annex I, Section 2.1.18) 
R = mass of full trailer in t (Annex I, section 2.1.18) 
T = mass of towing vehicle in t (Annex I, Section 2.1.18) 
FA = static lifting force in kN 
Fn = horizontal component of test force in longitudinal 
axis of vehicle in kN 
F3 = vertical component of test force in kN 
F_ horizontal component of test force transverse to 
longitudinal axis of vehicle in kN 
Fns res = resultant test 
force of Fn and 
Fhq res FS in kN 
resultant 
force 
Pq in of 
kN test 
Fh an 
S = static vertical load in kg 
U = fifth wheel imposed vertical load in t 
V = V-Value in kN (Annex I, Section 2.1.19) 
a = equivalent vertical acceleration factor in the 
coupling point of centre axle trailers depending on 
the kind of suspension on the rear axle(s) of the 
towing vehicle 
e = longitudinal distance between the coupling point of 
coupling balls which can be dismantled and the 
vertical plane of the fixing points (see Fig. 23 to 
26) in mm 
f = vertical distance between the coupling point of 
coupling balls which can be dismantled and the 
horizontal plane of the fixing points (see Fig. 22 to 
26) in mm 
g = acceleration due to gravity, assumed as 9,81 m/s2 
1 = theoretical drawbar length between the centre of the 
drawbar eye and the centre of the axle assembly in m 
n = distance between drawbar eye and centre line of the 
steered axle in mm 
r = scrub radius in mm 
s = track in mm 
x = length of the loading area of a centre axle trailer in 
m 
Subscripts : o = top force 
U = bottom force 
w = alternating 
h = horizontal 
s = vertical 
- 54 -
4. Specific testing requirements 
4.1 Coupling balls and towing brackets 
4.1.1 The mechanical coupling devices of coupling balls may be of the 
following types: 
- one-piece coupling balls including devices with non-
interchangeable detachable balls (see Fig. 21) 
- coupling balls, comprising a number of parts which can be 
dismantled (see Fig. 22,23,24) 
towing brackets (see Fig. 25) 
4.1.2 The basic test is an endurance test with an alternating test 
force. The test specimen is the coupling ball, the ball neck and 
the mountings necessary for attaching to the vehicle. The 
coupling ball and towing brackets must be rigidly mounted to a 
test rig, capable of producing alternating forces, in the actual 
position in which it is intended for use. 
4.1.3 The positions of the fixing points for attaching the coupling 
ball and towing brackets are specified by the vehicle 
manufacturer (see Annex VII, Section 1.3). 
4.1.4 The devices submitted to the test shall be provided with all 
design details which may have an influence on the strength 
criteria (for examle electrical socket plate, any marking etc.). 
The test periphery ends at the anchorage points or fitting 
points. The geometric location of the coupling ball and the 
fixing points of the coupling device related to the reference 
line shall be provided by the vehicle manufacturer and shall be 
shown in the test report. 
All relative positions of the anchorage points with respect to 
the reference line, for which the towing vehicle manufacturer 
shall provide all the necessary information to the towing device 
manufacturer, shall be repeated on the test bed. 
4.1.5 The assembly mounted on the test bed shall be subjected to a 
test on an alternating stress tensible testing machine (for 
example on a resonance pulser). 
The test load shall be an alternating force and must be applied 
to the coupling ball at an angle of 15* ± 1* as shown in Fig. 18 
and/or Fig. 19. 
If the ball center is above that line parallel to the reference 
line as shown in Fig. 20 which contains the highest of the 
nearest fixing points, the test has to be carried out with an 
angle = -15* ± 1* (see Fig. 18). If the ball center is below 
that line parallel to the reference line as shown in Fig. 20 
which contains the highest of the nearest fixing points, the 
test has to be carried out with an angle = 15* i 1* (see Fig. 
19). 
This angle is chosen in order to take iccount of the vertical 
static and dynamic load. This test me* lod is only applicable to 
a permitted static load of not more t *n S = 120 • D.. If a 
9 
static load above 120 • D is requested, the test angle should 
g 
be increased to 20*. 
The dynamic test must be performed with the following test 
force: Fhg res = ± 0,6 D 
- 55 -
Fig. 18 Test rig I 
reference line 
Fig. 19 Test r ig I I 
highest fixing pcir.-
line parallel reference line 
re ference 1 ine 
ball center 
Fig. 20 Criteria for the test angles 
- 56 -
T} £r 
# K^-^ ^ y< ^ 
i I • • I" rt\ 
V 
Fig. 21 One coupling bail 
4.1 .6 
4.1.6.1 
4.1.6.2 The test procedure is applicable to the different types of 
coupling devices (see 4.1.1) as follows : 
One-piece coupling balls including devices with non-
interchangeable detachable balls (see Fig. 21). 
The strength test for the devices shown in Fig. 21 shall be 
carried out according to the requirements of section 4.1.5. 
Coupling balls, comprising parts which can be dismantled. 
The following categories are defined: 
- towing bracket and ball (see Fig. 22) 
- towing bracket and ball on integral support (see Fig. 23) 
- towing bracket and ball (see Fig. 24) 
- towing bracket without ball (see Fig. 25) 
Fig. 22 Towing bracket and ball 
- 57 -
\N\^NS^\ X .T\ 
Fig. 23 Towing bracket and ball on integral support 
WVs^VjAX exi 
r-^H 
Fig. 24 Towing bracket and ball 
- 58 -
V, 4 / / S ,,/ A 
Fig. 25 Towing bracket 
The strength test for the devices shown in Fig. 22 to 24 shall 
be carried out according to the requirements of Section 4.1.5. 
Dimensions e and f with a manufacturing tolerance of ± 5 mm, 
shall be shown in the test report. 
The test of the towing bracket (see Fig. 25) shall be carried 
out with a mounted ball (on support). Account will be taken only 
of the results to the towing bracket between the fixing points 
and the mounting surface of the ball support. 
The dimensions e and f are to be specified by the coupling 
device manufacturer. 
4.1.6.3 Coupling devices with variable dimensions e and f for 
demountable and interchangeable coupling balls. 
4.1.6.3.1. The strength tests for such towing brackets (shown in figure 26) 
shall be carried out to the requirements of Section 4.1.5. 
4.1.6.3.2. If a worst case configuration can be defined by agreement 
between the manufacturer and the Technical Service, the testing 
of this one configuration alone shall be sufficient. 
Otherwise, several ball positions shall be tested in a 
simplified test programme according to 4.1.6.3.3. 
4.1.6.3.3. In a simplified test programme, the value for f shall be between 
a defined value of fmjn and a value of fmax which does not 
exceed 100 mm. The ball shall be at a distance (emax) of 130 
mm from the support. 
To cover all possible positions of the ball, in the field given 
by the horizontal distance from the mounting surface and the 
vertical range of f (fmin to 'max)* two devices are to be 
tested: 
- one with a ball in top (fmax) and 
- one with a ball in low (fmjn) position. 
If the field of possible ball positions is divided by the line 
parallel reference line (see fig. 26c), the test angles are: 
-0C for the ball above, and +01 for the ball below that 
reference line (compare Fig. 20). 
- 59 -
a> fmax below line parallel reference line test angles: +OC 
reference line *©c 
bail beiow 
max 
Fig. 26a Towing bracket and support for a various number of ball posit! ons 
b) fmln above line parallel reference line test angles: - C* 
re fersncs lines -0/ 
l^ne carsilel reference line TjH^ —c<. j ball above 
e 
L _ T 
max 
Fig. 26b Towing bracket and support for a various number of ball posit! ons 
- 60 -
c> *max ab0ve nne parallel reference line 
min below line parallel reference line 
test angles: +C*and - OL 
line parallel reference line/ ' //, s f 6 r s n c s i_nes 
! ball above 
ball below 
A 
max v 
Fig. 26c Towing bracket and support for a various number of ball positions 
4.2 
4.2.1 
4.2.2 Coup Iing heads 
The basic test is an endurance test with an alternating test 
force and a static test (lifting test) on each test specimen. 
The dynamic test must be performed with a Class A coupling ball 
of appropriate strength. On the test rig the ball coupling and 
coupling ball must be arranged as instructed by the manufacturer 
and in a way corresponding to their attachment in a vehicle. 
There should be no possibility of extra forces in addition to 
the test force acting on the specimen. 
The test force must be applied along a line passing through the 
centre of the ball and inclined downwards to the rear at 15° 
(see Fig. 27). An endurance test must be performed on a test 
specimen with the following test force: 
- 61 -
Fhs res w • * °-6 D 
<^ - --A5 
Fig. 27 Dynamic test 
4.2.3 A static lifting test must also be performed. The coupling ball 
used for the test must have a diameter of 
+ 0,13 
49 mm 
- 0 
in order to represent a worn coupling ball. The lifting force 
FA must be increased smoothly and quickly to a value of C +S 
and be held for 10 seconds (see Fig. 28). The coupling head 
shall not separate from the ball or exhibit any permanent 
distortion which could have an adverse effect on its functional 
capabiIity. 
77777777/ / / / y 
Fig. 28 Lifting test 
- 62 -
4.3 Drawbar couplings and mounting frames 
4.3.1. An endurance test must be performed on one test specimen. The 
drawbar coupling must be equipped with all the fixings needed to 
attach it to the vehicle frame. 
Any intermediate devices fitted between the drawbar coupling and 
the vehicle frame (i.e. mounting frames) must be tested with the 
same forces as the coupling. 
4.3.2. Drawbar couplings for hinged drawbars (S=0) 
The dynamic tests must be performed with a horizontal 
alternating force of F = o 6 n *•' 1* nit-
the ground and in the ttfngirudinal median plane of the towing 
vehicle passing through the centre of the coupling pin. 
4.3.3. Drawbar couplings for use with centre axle trailers (S > 0). 
4.3.3.1. Centre axle trailer masses up to and including 3.5. t 
Drawbar couplings for use with centre axle trailers up to and 
including a mass of 3.5 t must be tested in the same way as 
coupling balls and towing brackets described in 4.1 of this 
Annex. 
4.3.3.2 Centre axle trailer masses exceeding 3.5. t 
The test loads are applied to the specimen in the horizontal and 
vertical directions in an asynchronous endurance test. The 
horizontal line of action must be parallel to the ground in the 
longitudinal median plane of the towing vehicle and pass through 
the centre of the coupling pin. The vertical line of action must 
be perpendicular to the ground in the longitudinal median plane 
of the towing vehicle and pass through the centre of the 
coupling pin (see Fig. 29). 
The fixing arrangements for the drawbar coupling and the drawbar 
eye on the test bed shall be those intended for its attachment 
to the vehicle in accordance with the manufacturer's fitting 
instructions. 
- 63 -
The following test loads shall be applied to the coupling 
point 
test load mean value (KN) amplitude (KN) 
horizontal 0 +/- 0.6 * D 
load 
vertical g » S +/- 0.6 * V 
load 1000 
The test force is the geometrical sum of the vertical and the 
horizontal components. This can be achieved by the test bed 
configuration shown in Fig. 29. The vertical and the horizontal 
components shall be sinusoidal in shape and shall be applied 
asynchronously, where the difference of their frequencies shall 
be between 1% and 3%, so that resulting test forces in all 
directions are created. 
4.3.4. Static test on coupling pin locking device 
With drawbar couplings it is also necessary to test the closure 
and any locking devices by means of a static force of 0.25 D 
acting in the direction of opening. The test must not cause the 
closure to open and it must not cause any damage. A test force 
of 0.1 D is sufficient in the case of cylindrical coupling pins 
- 64 -
*"t>«i test load 
// / r/ //J////////////////// >*/ /'/>///////// /SS//S-/S SSSS/s} 
4.4 
4.4.1 
4.4.2 
4.5 
4.5.1 Example of test bed configuration 
Fig. 29 Testrig for drawbar couplings (example) 
Drawbar eyes 
Drawbar eyes must be subjected to the same dynamic testing as 
drawbar couplings. Drawbar eyes used solely for trailers having 
hinged drawbars allowing free vertical movement must be 
subjected to an alternating load as described in 4.3.2. Drawbar 
eyes also intended for use on centre axle trailers must be 
tested in the same way as ball couplings (4.2.) for trailer 
masses C up to and Including 3.5 t and in the same way as 
drawbar couplings (4.3.3.2.) for centre axle trailer with a 
mass C exceeding 3.5 t. 
The testing of drawbar eyes must be conducted In such a manner 
that the alternating load also acts on the parts used for 
attaching the drawbar eye to the drawbar. All flexible 
intermediate components must be clamped. 
Drawbars 
Drawbars shall be tested In the same way as drawbar eyes (see 
4.4). 
The technical service may waive an endurance test if the simple 
design of a component makes a theoretical check of Its strength 
possIbIe. 
The design loads for the endurance test or the theoretical 
verification of the drawbar of centre axle trailers with a 
mass C of up to and including 3.5 t shall be taken from ISO 
7641/1 (1983). 
- 65 -
The design loads for the theoretical verification of drawbars 
for centre axle trailers having a mass C over 3,5 t must be 
calculated as follows: 
Fsw - ± 0.6 ( 1000 + V) 
where the force amplitude V is that given in Annex 1, Section 
2.1.19. 
The asynchronous nature of the horizontal and vertical force 
components must be taken into account by multiplying the sum of 
the bending moments by a factor 0.75. This reduced total bending 
moment must not be less than the maximum individual bending 
moment. 
4.5.2 In addition to the endurance test or theoretical verification of 
strength, the resistance to buckling must be verified either by 
a theoretical calculation with a design load of 1,8 X D or by a 
buckling test with a design load of 3 X D. 
4.5.3. In the case of steered axles, theoretical calculation must 
verify the maximum permitted bending stresses due to lateral 
forces. 
design loads : 
F qy « g* 0.18 * Aj, • r (for stub axle steering) 
F qv • g* 0.18 • Ay * £ (for fifth wheelr steering) 
4.6. Fifth wheel couplings 
4.6.1 The basic strength tests are a dynamic test and a static test 
(lifting test). Fifth wheel couplings intended for the positive 
steering of semi-trailers must be subject to an additional 
static test (bending test). 
For the purpose of the tests the fifth wheel coupling must be 
equipped with all the fixings needed to attach it to the 
vehicle. The method of mounting must be identical to that 
employed subsequently on the vehicle itself. 
4.6.2. Static tests 
4.6.2.1 standard fifth wheel couplings designed for a steering wedge or 
similar device for the positive steering of semi-trailers (see 
Annex V, Section 7.9) must be tested for adequate strength by 
means of a static bending test within the working range of the 
steering device with the simultaneous application of fifth wheel 
load. The maximum permitted fifth wheel load U must be applied 
vertically on the coupling in its operating position by means of 
a rigid plate of sufficient size to cover the coupling 
completely. 
4.6.2.2 - 66 -
The resultant of the applied load must pass through the centre 
of the horizontal Joint of the fifth wheel coupling. 
Simultaneously, a horizontal lateral force, representing the 
force needed for positive steering of the semi-trailer, must be 
applied to the flanks of the guide for the coupling pin. The 
magnitude of this force and the direction in which it acts must 
be chosen so that a moment of 0.75 m X D is exerted about the 
centre of the coupling pin. 
The moment should be applied by means of a force acting on a 
lever arm 0.5 m long. Permanent (plastic) distortion up to 0.5 % 
of all nominal dimensions is permitted. There must be no 
cracking. 
A static lifting test must be performed on all fifth wheel 
couplings. Up to a lifting force of FA - g-U there must be 
no major permanent bending of the coupling plate over more than 
0.2 % of its width. 
In the case of Class G50 standard fifth wheel couplings and 
comparable couplings for the same coupling pin diameter there 
must be no separation of the coupling pin from the coupling with 
a I ift ing force of 
FA - 9 2.5 • U. 
The force should be applied by means of a lever bearing on the 
coupling plate at one end and being raised at the other end at a 
distance of 1.0 to 1.5 m from the centre of the coupling pin 
(see Fig. 30). 
The lever arm must be at 90° to the direction of entry of the 
coupling pin into the coupling. A second test with the lever arm 
repositioned at 180° shall be performed. 
For the second test a new specimen may be used. 
Sketch of the test rig 
Looking from the rear 
Fig. 30 Lifting test on fifth wheel couplings 
- 67 -
4.6.3 Dynamic test 
The fifth wheel coupling must be subjected to alternating stress 
on a test rig (asynchronous dynamic test) with horizontal 
alternating and vertical pulsating forces acting simultaneously. 
4.6.3.1 In the case of fifth wheel couplings not intended for the 
positive steering of semi-trailers the following forces must be 
used: 
Horizontal: F 
hw 
Vertical: F 
psO 
sU t 0.6 • D 
g • 1.2 • U 
g • 0.4 • U 
These two forces must be applied in the longitudinal median 
plane of the vehicle with F . ^ ^ 
7. . . . , .. , . «o u passing through the centre of 
the joint of the coupling. su#u F * ^ 
The vertical force F 
so U alternates between the limits 
+1 2 
• u and +0.4 • U 
and the horizontal force between 
+0.6 
• D and -0.6* D. 
4.6.3.2 In the case of fifth wheel couplings intended for the positive 
steering of semi-trailers the following forces must be used: 
horizontal: F . _ „__ ^ hw » * 0-67* * D 
vertical: F 
sO,U as in 4.6.3.1 
The lines of action of the forces are shown in 4.6.3.1. 
4.6.3.3 For the dynamic test of fifth wheel couplings, a suitable 
lubricating sheet material shall be placed between the coupling 
plate and the trailer plate so that a maximum friction 
coefficient of JJ = 0.15 is assured. 
4.7 Mounting plates for fifth wheel couplings 
The dynamic test for fifth wheel couplings described in 4.6.3 
and the static tests described in 4.6.2 must be applied 
appropriately to mounting plates. With mouting plates it is 
sufficient to perform the lifting test on one side only. The 
test must be based on the maximum assigned installation height 
for the coupling, the maximum assigned width and the minimum 
assigned lenght of the mounting plate design. It is not 
necessary to carry out this test if the mounting plate is 
narrower and/or longer and the total height lower, but otherwise 
identical to a design which has already undergone this test. 
- 68 -
4.8 Fifth wheel coupling pins of semi-trailers 
4.8.1 A dynamic test with alternating stress must be performed on a 
specimen on a test rig. The testing of the coupling pin must not 
be combined with the testing of the fifth wheel coupling. The 
test must be conducted so that the load is also applied to the 
fixings needed for attaching the coupling pin to the semi­
trailer. 
4.8.2 A dynamic test with a horizontal load of F 
must be applied to the coupling pin in thehopIratxn§ position. 
The line of action of the force must pass through the centre of 
the smallest diameter of the cylindrical part of the coupling 
pin having a diameter of 50.8 mm for Class H50 (see annex V, 
Fig. 17). 
- 69 -
ANNEX VII 
Requirements relating to the type-approval of the vehicle type 
with regard to the optional attachment of mechanical coupling 
devices to this vehicle. 
1. General requirements 
1.1 The vehicle manufacturer shall state which types and classes of 
coupling devices may be fitted to the vehicle type giving the 
values of D, V, S or U (if applicable) which are based on the 
construction of the vehicule type in combination with the 
type(s) of the coupling device(s) intended to be used. The 
characteristics D, V, S or U of the coupling devices approved in 
accordance with this Directive shall be equal or greater than 
the characteristics given for the combination concerned. 
1.2 The coupling device shall be attached to the vehicle type 
according to the installation instructions, given by the vehicle 
manufacturer in agreement with the coupling manufacturer and the 
Technical Service. The vehicle manufacturer shall state the 
appropriate attachment points for the coupling device on the 
vehicle type and, if necessary, mounting brackets, mounting 
plates, etc. to be.fitted on the specific vehicle type. 
1.3 Only automatic coupling devices which allow an automatic 
coupling procedure on motor vehicles shall be employed for the 
coupling of trailers having a maximum mass of more than 3,5 t. 
1.4 When mounting coupling devices of classes B, D, E and H on 
trailers, a value of 32 t for the maximum mass T of the towing 
vehicle must taken into account for D-value calculation. If the 
D-value of the coupling device is not sufficient for T = 32 t, 
the resulting restriction on the mass T of the towing vehicle or 
the mass of the vehicle' combination must be stated in the EEC 
vehicle type approval certificate of the trailer (AnnexIX). 
- 70 -
2. 
2.1 
2.1 .1 Special requirements 
Attachment of coupling balls and towing brackets 
Coupling balls and towing brackets must be attached to a vehicle 
in a manner which conforms to the clearance and height 
dimensions given in Fig. 31. 
<5' 
Profit* vt«wr (»«cx»*»0>&"A 
s i 
_!J_ 
www /taction d-S) 
Fig. 31 Clearance space for coupling balls 
Any details not given must be selected appropriately. 
The dimensions and angles should be checked with suitable instruments 
- 71 -
2.1.2 For coupling balls and towing brackets the vehicle manufacturer 
must supply mounting instructions and state whether any 
reinforcement of the fixing area is necessary. 
2.1.3 It must also be possible to couple and uncouple ball couplings 
when the longitudinal axis of the ball coupling in relation to 
the centre line of the coupling ball and mounting: 
a) is horizontally B - 60° to right or left (see Fig. 31) 
b) is vertically - 10° up or down (see fig. 31) 
c) is axially rotated 10° to right or left. 
2.1.4 The mounted coupling ball must not obscure the place or 
visibility of the rear license plate, otherwise a coupling ball 
which can be dismantled has to be used. 
2.2 Attachment of coupling heads 
2.2.1 Class B coupling heads are permitted for trailers of the maximum 
mass up to and including 3.5.t. 
With the trailer horizontal and carrying the maximum permitted 
axle load, coupling heads must be attached so that the coupling 
point of the trailer is 430 ± 35 mm above the horizontal plane 
on which the wheels of the trailer stand (see Fig. 32). 
In the case of caravans and goods trailers, the horizontal 
position is regarded as when the floor or loading surface is 
horizontal. In the case of trailers without such a reference 
surface (e.g. boat trailers of similar) the trailer manufacturer 
must give an appropriate reference line defining the horizontal 
pos i 11on. 
2.2.2 It must be possible to operate the coupling heads safely within 
the free space of the coupling ball given in Fig. 31. The hand 
lever must be shaped in such a manner that there is existing an 
adequate freer space for the hands withing the operating area of 
the hand lever including the removal of the coupling head from 
the coup Iing balI. 
,*;*/******'••*''*'**'''' 
Fig. 32 Mounting height of a coupling head 
2.3 
2.3.1 - 72 -
Attachment of drawbar couplings and mounting blocks 
Mounting dimensions for standard drawbar couplings 
If types of standard drawbar couplings are intended to be fitted 
to the vehicle type, the mounting dimensions on the vehicle 
given in Fig. 33 and Table 8 must be met. 
Fig. 33 Mounting dimensions for standard drawbar couplings (see Table 8) 
- 73 -
2.3.2 Need for remote controlled couplings 
If one or more of the following rules regarding easy and safe 
operation (2.3.3), accessibility (2.3.4) or clearance for the 
hand lever (2.3.5) cannot be met, a coupling with a remote 
control device as described in Annex V, section 10.3 must be 
used. 
2.3.3 Easy and safe coupling operation 
Drawbar couplings must be mounted on the vehicle type in such a 
manner that they are easy and safe to operate. 
In addition to the functions of opening (and closing, if 
applicable) this also includes checking the position of the 
indicator for the closed and secured position of the coupling 
pin (by sight and touch). 
In the area in which the person operating the coupling must 
stand, there must be no points of possible danger such as sharp 
edges, corners, etc. inherent in the design or they must be 
protected so that injury is unlikely. 
The way of escape from this area must not be restricted or 
barred on either side by any attached objects. 
Any underrun protection device must not prevent the person 
adopting a suitable position to operate the coupling. 
2.3.4 Accessibility 
The distance between the centre of the coupling pin and the rear 
edge of the vehicle bodywork must not exceed 420 mm. 
However, the distance of 420 mm may be exceeded if technical 
necessity can be demonstrated: 
1. a distance of up to 650 mm for vehicles with tipping 
bodies or rear-mounted equipment 
2. a distance of up to 1320 mm if the unobstructed 
height is at least 1150 mm 
3. car transporters with at least two loading levels when the 
trailer vehicle is not separated from the towing vehicle in 
normal transport operation, 
provided easy and safe actuation of the drawbar coupling is not 
adversly affected. 
2.3.5 Clearance for the hand lever 
In order to permit safe operation of drawbar couplings there 
must be adequate free space around the hand lever. 
The clearance illustrated in Fig. 34 is regarded as sufficient. 
- 74 -
If different types of standard drawbar couplings are intended to 
be fitted to the vehicle type, the clearance must be such that 
the conditions are also satisfied for the largest size of 
coupling of the appropriate class given in Annex V, Section 3. 
The dimensions are also applicable as appropriate for drawbar 
couplings having hand levers pointing downwards or of a 
different design. 
The clearance must also be maintained within the specified 
minimum angle for coupling-up and uncoupling given in Annex V, 
Section 3.6. 
2.3.6 clearance for free movement of drawbar coupling 
The drawbar coupling attached to the vehicle must have a minimum 
clearance of 10 mm from every other part of the vehicle taking 
into account all possible geometrical positions of the coupling 
that can be adopted. 
If different types of stadard drawbar couplings are intended to 
be fitted to the vehicle type, the clearance must be such that 
the conditions are also satisfied for the largest possible 
coupling of the appropriate class stated in Annex V, Section 3. 
2.3.7 Admissibility of drawbar couplings with a special joint for 
vertical rotation (see Fig. 6) 
couplings having a cylindrical pin and which achieve vertical 
rotation for the coupled drawbar eye by means of a special joint 
will only be permitted in cases when technical necessity can be 
demonstrated. This may be the case, for example, on rear tippers 
when the coupling head must be hinged, or with the couplings of 
heavy transporters when for strength reasons the use of a 
cylindrical coupling pin is necessary. 
- 75 -
Table 8 Mounting dimensions for standard drawbar couplings 
e1 
e2 
d1 
d2 
T 
F 
G 
L1 C50-1 C50-2 
83 
56 
-54 
10,5 
-15 
120 
95 
-200 C50-3 
120 
55 
75 
15 
20 
165 
100 
300 C50-4 
140 
80 
85 
17 
25 
190 
130 C50-5 C50-6 
160 
100 
95 
21 
25 C50-7 
200 
120 
125 
25 
30 
210 
150 
400 260 
180 remark 
+/-0.5 
+/-0.5 
+1/-0.5 
H13 
max. 
min. 
min. 
min. 
Fig. 34 Hand lever clearance 
- 76 -
2.4 Attachment of drawbar eyes and drawbars on trailers 
2.4.1 Drawbars for centre axle trailers must have a support device 
adjustable in height if the vertical bearing load at the drawbar 
eye on the trailer type exceeds 50 kg, when the trailer is 
uniformly loaded to its technically permissible maximum mass. 
2.4.2 When attaching drawbar eyes and drawbars to centre axle trailers 
with a maximum mass c of more than 3.5 t and more than one axle, 
they must be equipped with a device for axle load sharing such 
that when one axle is lifted by 6 cm the load of this axle does 
not increase by more than 25%, when uniformly loaded to its 
technically permissible maximum mass. 
2.5 Attachment of fifth wheel couplings, mounting plates and 
coupling pins on vehicles 
2.5.1 class G50 fifth wheel couplings must not be mounted directly on 
the vehicle frame unless permitted by the vehicle manufacturer. 
They must be fixed to the frame by means of the mounting plate, 
the installation instructions provided by the vehicle 
manufacturer or coupling manfacturer must be followed. 
2.5.2 Semi-trailers must be equipped with landing gear or an other 
equipment which allows uncoupling and parking of the semi­
trailer. If semi-trailers are equipped so that the connection of 
the coupling devices, the electrical systems and braking systems 
can be effected automatically, the trailer must have landing 
gear which retracts from the ground automatically after the 
semi-trailer has been coupled up. 
2.5.3 The fixing of the fifth wheel coupling pin in the mounting plate 
on the semi-trailer must be as instructed by the vehicle 
manufacturer or manufacturer of the fifth wheel coupling. 
2.5.4 If a semi-trailer is equipped with a steering wedge it must meet 
the requirements as described in Annex V, Sections 7.9.1 and 
7.9.2. 
- 77 -
ANNEX VXII 
Information Document No 
pursuant to Annex I of Council Directive 76/156/EEC 
relating to EEC Type approval of a vehicle with respect to the 
Fitting of Mechanical Coupling Devices (.../...EEC) 
0. GENERAL 
0.1 Make (trade name of manufacturer)! 
0.2 type and commercial description^): 
0.3 Means of identification of type, if marked on the vehicle . 
0.3.1 Location of that marking: : 
0.4 Category of vehicle (see Annex II of 70/156/EEC): 
0.5 Name and address of manufacturer: 
1. GENERAL CONSTRUCTION CHARACTERISTICS OF THE VEHICLE 
1.1 Photographs and/or drawings of a representative vehicle: 
1.4 chassis (if any) (overall drawing): 
1.5 Material used for the side-members . 
(d), 
2. MASSES AND DIMENSIONS 
where applicable) (e) <in k9 and mm) (refer to drawing 
2.2 In the case of tractive units 
2.2.1 Fifth wheel lead (maximum and minimum) 
2.2.2 Maximum height of the fifth wheel (standardized),. k 
(n) 
2.4.2 For chassis with bodywork 
2.4.2.5 Rear overhang 
2.6 Mass of the vehicle with bodywork in running order, or mass of 
the chassis with cab if the manufacturer does not fit the 
bodywork (including coolant, oils, fuel, tools, spare wheel end 
driver) 
2.6.1 Distribu!ioAmd*-tn5d- maBs am5nfa€&ev«xle8nand, in the case of a 
semi-trailer, load on the fifth wheel coupling pin (max. and 
min. for each version): 
2.8 Technically permissible maximum laden mass stated by the 
manufacturer (max. and min. for each version): 
2.8.1 Distribution of this mass among the axles and, in the case of a 
semi-trailer, load on the fifth wheel coupling pin (max. and 
min. for each version): 
2.9 Technically permissible maximum mass on each axle and, in the 
case of a semi-trailer, load on the fifth wheel coupling pin 
stated by the manufacturer: 
2.10 Maximum mass of trailer which may be coupled 
2.10.1 Full trailer: 
2.10.2 Semi-trailer: 
2.10.3 Centre-axle trailer: 
2.10.3.1 Indicate the maximum ratio of the coupling overhang 
wheelbase: (q) to the 
- 78 -
2.10.3.2 Maximum V-value (kN): 
2.10.4 Maximum mass of the combination: 
2.10.6 Maximum mass of unbraked trailer: 
2.11 Maximum vertical load 
2.11.1 On the vehicle's coupling point for a trailer: 
2.11.2 on the drawbar of a trailer: 
9. BODYWORK 
9.1 Type of bodywork: 
9.2 Materials used and methods of construction: 
11. CONNECTIONS BETWEEN DRAWING VEHICLES AND TRAILERS AND SEMI­
TRAILERS 
11.1 Class and type of the coupling device(s): 
11.2 Maximum D-value: kN 
11.3 Instructions of attachment of the coupling type to the vehicle 
and photographs or drawings of the fixing points at the vehicle 
given by the manufacturer; additional information, if the use of 
the coupling type is restricted to special types of vehicles: 
11.4 Information of the fitting of special towing brackets of 
mounting plates 
I1): 
Date, File 
- 79 -
ANNEX IX 
MODEL 
(maximum format: A4 (210 X 297)) 
EEC TYPE-APPROVAL CERTIFICATE 
Communication concerning the 
- type-approval 
- extension of type-approval 
- refusal of type-approval J 
- withdrawal of type approval 
of a type of a vehicle with regard to Directive 
Type-approval number 
Reason for extension: 
SECTION I 
0.1 Make (trade name of manufacturer): 
0.2 Type and commercial description^) : 
0.3 Means of identification of type if marked on the vehicle _ (3) 0.3.1 Location of that marking: x ' 
0.4 Category of vehicle: 
0.5 Name and address of manufacturer: 
SECTION II 
1. Additional information (where applicable): See 
Appendix I 
2. Technical service responsible for carrying out the tests: 
3. Date of test report: 
4. Number of test report: 
5. Remarks (if any): See appendix I 
6. Place: 
7. Date: 
8. Signature: 
9. The index to the information package lodged with the competent 
authority that has granted type approval, which may be obtained 
on request, is attached. 
(1) Delete where not applicable 
(2) In the case of components the EEC type-approval number appearing on 
document shall consist of all sections outlined in Annex VII to 
Directive 70/156/EEC, as last amended by Directive .../...EEC. The 
component itself shall be marked as prescribed in the relevant separ 
Directive. 
(3) If the means of identification of type contains characters not relev 
to describe the vehicle, component or separate technical unit types 
covered by this information document/type-approval certificate such 
characters shall be represented in the documentation by the symbol: 
- 80 -
Appendix I 
to EEC type-approval certificate no 
concerning the type approval of a vehicle with regard to 
Directive .../...EEC 
1. Additional information 
1.1 Vehicle construction, bodywork/chassis: 
1.1.1 Materials used: 
1.2 Class of the coupling device, EEC type-approval number: 
1.3 Use of towing brackets or mounting plates; attachment 
instructions of the coupling type: 
1.4 EEC vehicle type approval is extended to the following type(s) 
of coupling device and class(es): 
1.5 Maximum mass of the vehicle type T or R 
coupling device: t (1> fitted with the 
1.6 Maximum vertical load S or fifth wheel load U 
vehicle type fitted with the coupling device: .;.9£g£fee 
1.7 Maximum V-value of a centre axle trailer: kN 
1.8 Maximum towable mass of the motor vehicle 
<!>: 
5. Remarks: 
- 81 -
IMPACT STATEMENT ON COMPETITIVENESS AND JOBS 
Proposal for a Council Directive relating to the mechanical coupling devices 
of motor vehicles and trailers and their attachment to these vehicles 
I. What is the main justification of the measure? 
- Completion of the EEC type-approval procedure for road vehicles and 
coupling devices 
- Harmonization of national laws 
- Improvements to road safety 
- Interchangeability of motor vehicles and trailers with regard to 
international transport within the Community 
II. Characteristics of the companies involved 
More particularly, 
- Do they include a large number of SME? - No 
- Are there any significant regional concentrations? - No 
- Are they eligible for regional aid from the MS? - No 
- Are they eligible for aid from the ERDF? - No 
III. What obligations are imposed on those companies? 
Merely the obligation to comply with what the Directive lays down with 
regard to type approval and the manufacture of coupling devices. 
IV. What obligations are likely to be imposed indirectly upon these 
companies via the local authorities? 
No additional obligation 
V. Do any special measures apply to SME? 
What are they? 
None 
VI. What is the foreseeable impact on 
- company productivity? No foreseeable impact 
- jobs? No foreseeable impact 
VII. Have both sides of industry been consulted? Yes 
- Opinion of the two sides of industry: no objections 
idl03/KB/DIRECT/imp4226en 

ISSN 0254-1475 
COM(92) 108 final 
DOCUMENTS 
EN 07 
Catalogue number: CB-CO-92-120-EN-C 
ISBN 92-77-42161-4 
Office for Official Publications of the European Communities 
L-2985 Luxembourg