Proposal for a COUNCIL REGULATION ( EEC ) ON THE BRAKING OF TWO AND THREE-WHEEL MOTOR VEHICLES
Date: 1992-02-26
Institutions: European Commission
Subjects: approval, harmonisation of standards, motor vehicle, safety device, two-wheeled vehicle

i fe  COMMISSION OF THE EUROPEAN  COMMUNITIES 

C0M(91) 496 final  - SYN 373 

Brussels, 26 February  1992 

sfifi 

Proposal  for a 

COUNCIL  REGULATION  (EEC) 

ON THE 

BRAKING OF TWO AND  THREE-WHEEL 

MOTOR VEHICLES 

(presented  by the Commission) 

EXPLANATORY  MEMORANDUM 

This proposal  relates  to the braking of  two or  three-wheel  motor  vehicles and 

forms part of  the approval  procedure  for  said  vehicles  covered  by a proposal 

for  a regulation  (framework  regulation) sent  by  the Commission  to the Council 

on 3 ApriI  1991. 

These are requirements concerning  the braking of  the vehicles concerned  which, 

together with  the other  factors and characteristics provided  for  in Annex  I to 

the proposal  for  the framework  regulation, are requirements which must  be met 

if those vehicles are to be approved  and placed on  the Community  market. 

In drawing  up  this proposal  the Commission  has widely  drawn upon the 

requirements  adopted  in this area  by  the United  Nations Economic  Commission 

for  Europe  in  its Regulation 78. 

The  requirements  set  out  in this proposal  apply  to the design,  construction 

and  fitting of  braking  devices and  include  tests and  performance  figures 

intended  to ensure  that  the efficiency  required  from  said  devices, based on 

braking  distance,  is met  by  the various categories of  vehicle  (two-wheel 

mopeds,  three-wheel  mopeds, solo motorcycles, motorcycle  combinations, and 

tr icycles). 

Provision  is also made  for  requirements  concerning  the performance of  braking 

systems  incorporating an anti-lock  device  (ABS  ...) fitted  to two-wheel 

mopeds, solo motorcycles  and  tricycles. 

-  3 -

PROPOSAL  FOR A 

COUNCIL REGULATION  (EEC) ON THE 

BRAKING OF TWO AND  THREE-WHEEL 

MOTOR  VEHICLES 

THE COUNCIL OF THE EUROPEAN  COMMUNITIES, 

Having  regard  to the Treaty  establishing  the European  Economic Community, and 

in particular  Article  100A  thereof, 

Having  regard  to Regulation  (EEC) No  ... of  ... on  the type approval  of  two 

and  three-wheel  motor  vehicles,1 

Having  regard  to the proposal  from  the Commission, 

In cooperation with  the European Parliament, 

Having  regard  to the opinion of  the Economic  and Social  Committee,2 

Whereas  it  is necessary  to adopt measures  intended gradually  to  introduce the 

internal  market  over  a period expiring on 31 December  1992;  whereas the 

internal  market  comprises an entity without  internal  frontiers within which 

the free movement  of goods, persons, services and capital  is guaranteed; 

Whereas,  in respect  of braking, two and  three-wheel  vehicles must,  in each 

Member  State, display  certain  technical  characteristics  laid down by means of 

mandatory  requirements which  differ  from one Member  State  to another; 

whereas, owing  to their  differences, they constitute barriers  to trade within 

the Community; 

Whereas  those barriers  to the  introduction and operation of  the  internal 

market  may be removed  if the same requirements were adopted  by all of  the 

Member  States  instead of  their  national  regulations-, 

1 
2 

OJ No L 
OJ No C 

-  4 -

Whereas  it  is necessary  to draw up harmonized  requirements concerning  the 

braking of  two and  three-wheel  motor  vehicles  in order  to enable  type-approval 

and component  type-approval  procedures  as covered  by Regulation  (EEC) No  ... 

to be applied  to each  type of  said  vehicle; 

HAS ADOPTED THIS REGULATION 

Art icle 1 

This Regulation  shall  apply  to the braking of  all  types of  vehicle  as defined 

in Article  1 of Council  Regulation  (EEC) No  ... of  ... on  the  type approval  of 

two and  three-wheel  vehicles. 

Art icle 2 

The procedure  for  the granting of  component  type approval  in respect  of  the 

braking of  a type of  two or  three-wheel  motor  vehicle  and  the conditions 

governing  the free movement  of  vehicles  shall  be  those  introduced  by 

Regulation  (EEC) No  ... 

Article 3 

Any  changes needed  for  the purposes of  adaptation of  the annex  to technical 

progress shall  be adopted  in accordance  with  the  following  procedure : 

A committee  of  an advisory  nature  shall  be set  up  for  the adaptation  to 

technical  progress of  the regulations  concerning  the  two or  three-wheel 

vehicle  sector, hereinafter  referred  to as  the  "Committee", which shall 

comprise  representatives of  the Member  States and be chaired  by a 

representative of  the Commission. 

In all  cases where  reference  is made  to the procedure  set out  in this article, 

the matter  shall  be  laid before  the Committee  by  its chairman, either  on his 

own account  or  at  the request  of a representative of  a Member  State. The 

representative of  the Commission  shall  submit  to the Committee  a draft of 

measures  to be taken. The Committee  shall  deliver  its opinion on  the draft 

within a time  limit which  the chairman may  lay down according  to the urgency 

of  the matter,  if necessary  by  taking  a vote. 

-  4 bis -

The opinion shall  be recorded  in the minutes;  in addition, each Member  State 

shall  have the right  to ask  to have  its position recorded  in the minutes. 

The Commission  shall  take the utmost  account  of  the opinion  delivered  by the 

Committee.  It shall  inform  the Committee of  the manner  in which  its opinion 

has been  taken  into account. 

Article 4 

This Regulation  shall  enter  into force on  1 January  1993. 

This Regulation shall  be binding  in  its entirety and directly applicable in 

all of  the Member  States. 

Done at Brussels, 

For  the CounciI, 

- 5 -

ANNEX 

1. 

DEFINITIONS 

For the purposes of this Regulation, 

1.1. 

"Type of vehicle with respect to its braking" means 

vehicles which do not differ  in such essential respects as 

1.1.1. 

the vehicle category, as defined  in Article 1 of this Regulation 

1.1.2. 

the maximum mass, as defined  in Item 1.13. 

1.1.3. 

the distribution of mass among the axles 

1.1.4. 

the maximum design speed 

1.1.5. 

a different type of braking system 

1.1.6. 

number and arrangement of the axles 

1.1.7. 

engine type 

1.1.8. 

the number of gears and their overall ratio 

1.1.9. 

the tyre dimensions 

1.2. 

"Braking device" 

means the combination of parts other than the engine whose function 
is progressively to reduce the speed of a moving vehicle or to 
bring  it to a halt, or to keep  it stationary  if it is already 
halted; these functions are specified  in item 2.1. below.  The 
device consists of the control, the transmission and the brake 
proper; 

1.3. 

"Control* 

means the part actuated directly by the driver furnish to the 
transmission the energy required for braking, or for controlling 
it. This energy may be the muscular energy of the driver, or energy 
of another source controlled by the driver, or a combination of 
these various kinds of energy; 

- 6 -

1.4. 

"Transmission1 

means the combination of components comprised between the control 
and the brakes and  linking them functionally.  Where the braking 
power  is derived from or assisted by a source of energy  independent 
of  the driver but controlled by him, the reserve of energy  in the 
device  is likewise part of  the transmission; 

1.5. 

"Brake" 

means the parts of the braking device  in which  the forces opposing 
the movement of  the vehicle are developed. 

1.6. 

"Different  types of braking devices" 

means devices which differ  in such essential  respects as: 

1.6.1 

components having different  characteristics, 

1.6.2. 

a component made of materials having different  characteristics, or 
a component differing  in shape or  size; 

1.6.3. 

a different assembly of the components; 

1.7. 

"Component(s) of a braking device" 

means one or more of the  individual  parts which, when assembled, 
constitute the braking device; 

1.8. 

"Combined  braking  system" 

means 

1.8.1. 

1.8.2. 

1.8.3. 

in the case of  two-wheel  mopeds and two-wheel  motorcycles, a system 
whereby at  least two brakes on different wheels are actuated  in 
combination by the operation of a single control. This method of 
actuation  requires a control  that  is separate from the second 
braking device; 

in the case of  three-wheel  mopeds and tricycles, a braking  device 
which operates on all  the wheels; 

in the case of motorcycles with sidecar, a braking device which 
operates at  least on the front and on the rear wheel.  Therefore a 
braking device which operates simultaneously on the rear wheel  and 
on the sidecar wheel  is regarded as a rear brake; 

1.9. 

"Progressive and graduated  braking" 

means braking during which, within the normal operating  range of 
the device, and whether  during the application or during release of 
the brakes, 

1.9.1. 

the driver can at any moment  increase or decrease  the braking  force 
by acting on the control, 

- 5 -

ANNEX 

1. 

DEFINITIONS 

For  the purposes of this Regulation, 

1.1. 

"Type of vehicle with  respect  to  its braking" means 

vehicles which do not differ  in such essential  respects as 

1.1.1. 

the vehicle category, as defined  in Article  1 of  this Regulation 

1.1.2. 

the maximum mass, as defined  in Item 1.13. 

1.1.3. 

the distribution of mass among  the axles 

1.1.4. 

the maximum design speed 

1.1.5. 

a different  type of braking  system 

1.1.6. 

number  and arrangement  of  the axles 

1.1.7. 

engine type 

1.1.8. 

the number of gears and their overall  ratio 

1.1.9. 

the tyre dimensions 

1.2. 

"Braking device" 

means the combination of parts other  than the engine whose  function 
is progressively to reduce the speed of a moving vehicle or to 
bring  it to a halt, or to keep  it stationary  if  it  is already 
halted; these functions are specified  in item 2.1. below.  The 
device consists of the control, the transmission  and  the brake 
proper; 

1.3. 

"Control" 

means the part actuated directly  by the driver  furnish  to the 
transmission  the energy  required  for braking, or  for  controlling 
it. This energy may be the muscular energy of  the driver, or energy 
of another  source controlled by the driver, or a combination of 
these various kinds of energy; 

- 6 -

1.4. 

"Transmission1 

means the combination of components comprised between  the control 
and  the brakes and  linking them functionally.  Where  the braking 
power  is derived from or assisted by a source of energy  Independent 
of the driver  but controlled by him, the reserve of energy  in the 
device  is likewise part of the transmission; 

1.5. 

"Brake" 

means the parts of  the braking device  in which  the forces opposing 
the movement of  the vehicle are developed. 

1.6. 

"Different  types of braking devices" 

means devices which differ  in such essential  respects as: 

1.6.1 

components having different  characteristics, 

1.6.2. 

a component made of materials having different  characteristics, or 
a component  differing  in shape or  size; 

1.6.3. 

a different  assembly of  the components; 

1.7. 

"Component(s) of a braking device" 

means one or more of the  individual  parts which, when assembled, 
constitute the braking device; 

1.8. 

"Combined  braking  system" 

means 

1.8.1. 

1.8.2. 

1.8.3. 

in the case of  two-wheel  mopeds and  two-wheel  motorcycles, a system 
whereby at  least  two brakes on different wheels are actuated  in 
combination by the operation of a single control. This method of 
actuation requires a control  that  is separate  from  the second 
braking device; 

in the case of three-wheel  mopeds and  tricycles, a braking device 
which operates on all  the wheels; 

in the case of motorcycles with sidecar, a braking device which 
operates at  least on the front and on the rear wheel.  Therefore a 
braking device which operates simultaneously on the rear wheel  and 
on the sidecar wheel  is regarded as a rear brake; 

1.9. 

"Progressive and graduated  braking" 

means braking during which, within  the normal  operating  range of 
the device, and whether  during  the application or during  release of 
the brakes, 

1.9.1. 

the driver can at any moment  increase or decrease the braking  force 
by acting on the control, 

- 7 -

1.9.2. 

the braking force varies proportionally to the action on the 
control  (monotonie function), and 

1.9.3. 

the braking force can be easily regulated with sufficient 
precision; 

1.10. 

"Maximum design speed" 

means the speed which the vehicle cannot exceed, on the level and 
without undue external  influence, taking  into account any special 
limitations imposed on the design and construction of the vehicle; 

1.11. 

"Laden vehicle" 

means, except where otherwise stated, a vehicle so laden as to 
attain  its "maximum mass"; 

1.12. 

"Unladen vehicle" 

means the vehicle alone, as submitted for the tests, plus the 
driver alone and any necessary test equipment or instrumentation; 

1.13. 

"Maximum mass" 

means the maximum mass stated by the vehicle manufacturer  to be 
technically permissible (this mass may be greater than the 
"permissible maximum mass"  laid down by the national 
administrât ion); 

1.14. 

"Wet brake" 

means a brake or brakes which has/have been treated  in accordance 
with  item 1.3  in Appendix 1 of this Regulation. 

2. 

CONSTRUCTION AND FITTING REQUIREMENTS 

2.1. 

General 

2.1.1. 

Braking device 

2.1.1.1.  The braking device shall be so designed, constructed and fitted as 

to enable the vehicle  in normal use, despite the vibration to which 
it may be subjected, to comply with the provisions of this 
Régulât ion. 

2.1.1.2.  In particular, the braking device shall be so designed, constructed 

and fitted as to be able to resist the corroding and aging 
phenomena to which it is exposed. 

2.1.2. 

Functions of the braking device 

The braking device defined  in item 1.2. must fulfil the following 
conditions : 

- 8 -

2.1.2.1.  Service braking 

The service braking must make  it possible  to control  the movement 
of  the vehicle and  to halt  it safely, speedily  and effectively, 
whatever  its speed and  load, on any up or down gradient.  It must 
be possible  to graduate  this braking action.  The driver must  be 
able to achieve this braking action  from his driving seat without 
removing his hands from  the steering control. 

2.1.2.2. 

Secondary  (emergency) braking  (where applicable) 

The secondary  (emergency) braking must make  it possible  to halt  the 
vehicle within a reasonable distance  in the event of  failure of  the 
service braking.  It must be possible  to graduate  this braking 
action.  The driver must be able to obtain  this braking action from 
his driving seat while keeping at  least one hand on  the steering 
control.  For  the purposes of  these provisions  it  is assumed  that 
not more than one failure of  the service braking  can occur  at one 
t ime. 

2.1.2.3. 

Parking braking  (if  fitted) 

The parking braking must make  it possible  to halt  the vehicle 
stationary on up or down gradient  even  in the absence of  the 
driver, the working parts being  then held  in the  locked position by 
a purely mechanical  device.  The driver must be able to achieve 
this braking action from his driving seat. 

2.2. 

Characteristics of braking devices 

2.2.1. 

Every  two-wheel  moped or  two-wheel  motorcycle shall  be equipped 
with  two service braking devices, with  independent  controls and 
transmissions, one acting at  least on  the front wheel  and  the other 
at  least on the rear wheel. 

2.2.1.1.  The two service braking devices may have a common braking so  long 

as a failure  in one braking device does not  affect  the performance 
of  the other.  Certain parts, such as the brake  itself, the brake 
cylinders and  their pistons  (except  the seals),  the push  rods and 
the cam assemblies of  the brakes, shall  not be regarded  as  liable 
to breakage  if they are amply dimensioned, are  readily  accessible 
for maintenance and exhibit  sufficient  safety features. 

2.2.1.2.  A parking braking device shall  not be compulsory. 

2.2.2. 

Every motorcycle with sidecar  shall  be equipped with  the braking 
devices which would be required  if  it had no sidecar;  if these 
devices enable  the required performance  to be achieved  in tests of 
the vehicle with sidecar, a brake on the sidecar  wheel  shall  not be 
required; a parking braking device  is not  compulsory. 

2.2.3. 

Every  two-wheel  moped  and  tricycle shall  be equipped 

-  9  -

:.2.3.1. 

with  ©ither  two  independent  service  braking  devices  which  toghether 
actuate  the  brakes  on  all  of  the wheels,  or; 

2.2.3.2. 

with  a service  braking  device  which  operates  on  all  the wheels,  and 
a  secondary  (emergency)  braking  device  which  may  be  the  parking 
brake. 

k,2.4. 

2.2.5. 

2.2.6. 

In addition,  every  tricycle  shall  be equipped  with  a  parking 
braking  device  acting  on  the wheel  or  wheels  of  at  least  one  axle. 
The  parking  braking  device, which  may  be one  of  the  two  devices 
specified  in  item  2.2.3.1.  above, must  be  independent  of  the  device 
acting  on  the other  axle or  axles. 

The  braking  devices  must  act  on  brake  surfaces  permanently 
connected  to  the wheels  either  rigidly or  through  components 
uni ike I y  to  faiI. 

The  component  parts of  all  braking  devices, where  attached  to  the 
vehicle,  shall  be  so  secured  that  the  braking  devices  do  not  fail 
in their  function  under  normal  operating  conditions. 

2.2.7. 

The  braking  devices  shall  operate  freely  when  correctly  lubricated 
and  adjusted. 

2.2.7.1. 

2.2.7.2. 

Wear  of  the  brakes  must  be  capable  of  being  easily  taken  up  by 
means  of  either  manual  or  automatic  adjustment.  The  brakes  shall 
be  capable  of  being  adjusted  to an efficient  operating  position 
until  the  brake  linings have  worn  to  the  point  of  requiring 
replacement. 

The  control  and  the  components  of  the  transmission  and  of  the 
brakes  must  possess  a  reserve  of  travel  such  that  when  the  brakes 
become  heated  and  the  brake  linings  have  reached  maximum  permitted 
degree  of  wear, effective  braking  is ensured  without  immediate 
adjustment  being  necessary. 

2.2.7.3. 

When  correctly  adjusted  the components  of  the  braking  device  shall 
not, when  operated,  contact  anything  other  than  the  intended  parts. 

2.2.8. 

In braking  devices  where  the  transmission  is hydraulic,  the 
receptacles  containing  the  reserve  fluid must  be  so  designed  and 
constructed  that  the  level  of  the  reserve  fluid  can  be  easily 
checked. 

-  10 -

APPENDIX 1 

BRAKING TESTS AND PERFORMANCE  OF BRAKING  DEVICES 

1. 

BRAKING  TESTS 

1.1. 

General 

1.1.1. 

1.1.2. 

The performance prescribed  for braking devices shall  be based on 
the stopping  distance.  The performance of a braking  device shall 
be determined either  by measuring the stopping  distance  in relation 
to the  initial  speed or by measuring the response  time of  the 
device and  the mean fully developed  deceleration  in normal 
operat ion. 

The stopping distance  is the distance covered  by  the vehicle from 
the moment when  the driver  begins to actuate  the control  of  the 
device until  the moment when  the vehicle stops.  The  initial  speed 
is the speed at  the moment when  the driver begins to actuate the 
control  of  the device.  In the formula given below, for measurement 
of braking performance, 

V -  initial  speed  in km/h, and 
S - stopping  distance,  in metres. 

1.1.3. 

For  the approval, the braking performance shall  be measured  during 
road  tests conducted under  the following  conditions 

1.1.3.1. 

the vehicle's condition as regards  its mass shall  be as prescribed 
for each  type of  test  and shall  be specified  in the test report; 

1.1.3.2. 

the test shall  be carried out at  the speed and  in the manner 
prescribed  for each  type of  test  : if the maximum speed of  the 
vehicle does not conform  to the speed prescribed, the test shall  be 
carried out under  the special, alternative conditions provided 

1.1.3.3. 

the prescribed  performance shall  be obtained without  locking of  the 
wheel(s), without  deviation of  the vehicle  from  its course, and 
without  any abnormal  vibration; 

1.1.3.4. 

during  the tests the force applied  to the brake control  in order  to 
obtain  the prescribed performance shall  not exceed  the maximum  laid 
down  for  the test vehicle's category. 

1.1.4. 

Test conditions 

1.1.4.1 

The service braking  tests shall  be carried out under  the  following 
condit ions 

1.1.4.1.1. at  the start of  the test or  any series of  tests the tyres must be 

cold and at  the pressure prescribed  for  the  load actually  borne by 
the wheels when  the vehicle  is stationary; 

1.1.4.1.2.  the vehicle shall  be  loaded, when  required  to be tested  in the 

laden condition, with  the  load distributed  in accordance with  the 
manufacturer's prescription; 

- 11 -

1.1.4.1.3.  for all of  the type-0 tests the brakes must  be cold  : a brake  is 
deemed  to be cold when  the temperature  measured  on  the disc or on 
the outside of  the drum  is < 100°C; 

1.1.4.1.4.  the driver  shall  be seated on  the saddle as for normal  driving and 

shall  maintain  the same position  throughout  the test 

1.1.4.1.5.  the test  area shall  be  level, dry and  have a surface affording  good 

adhesion; 

1.1.4.1.6.  the tests shall  be performed  when  there  is no wind  liable to affect 

the test  result. 

1.2. 

Type-0 test 
(performance  test with  brakes cold) 

1.2.1. 

General 

1.2.1.1. 

The  limits prescribed  for  service braking  performance  shall  be 
those  laid down  for each  category of vehicle. 

1.2.2. 

Type-0 test with engine  disconnected 

1.2.2.1. 

The  test  shall  be carried  out  at  the speed  prescribed  for  the 
category  to which  the vehicle belongs, the figures prescribed  in 
this connection  being  subject  to a certain margin of  tolerance. 

In the case of vehicles where  the two service  brakes can be applied 
separately,  the braking  devices shall  be tested  separately.  The 
minimum  performance  for each braking  device  for each category of 
vehicle must  be attained. 

1.2.2.1.1.  In the case of a vehicle with  a manual  gear  box or  an automatic 
transmission where  the gear  box  can be disengaged  manually,  the 
tests shall  be carried  out  with  the gear  box  inoperative  and/or  the 
engine disconnected  by clutch  disengagement  or  otherwise 

1.2.2.1.2.  In the case of a vehicle with other  types of  automatic 

transmission,  the tests shall  be carried  out  under  the normal 
operating conditions. 

1.2.3. 

Type-0 test with  engine  connected  for motorcycles  (with or without 
sidecar) and  tricycles 

1.2.3.1. 

Tests shall  be carried out  in the unladen  condition  at  various 
speeds,  the  lowest  being equal  to 30 per  cent  of  the maximum  speed 
of  the vehicle and  the highest  being equal  to 80 per  cent  of that 
speed or  160 km/h whichever  is the  lower. 

The maximum  practical  performance  figures shall  be measured  and 
together  with  the behaviour  of  the vehicle must  be recorded  in the 
test  report.  In the case where  two service  braking  devices can be 
applied  separately, both  these braking  devices  shall  be tested 
together  and simultaneously, with  the vehicle unladen. 

12 -

1.2.4. 

Type-0 test with engine disconnected  : with wet brakes 

1.2.4.1. 

This test shall  (subject  to the exemption contained  in item 1.3.1 
hereunder) be carried out on mopeds and motorcycles  (but not 
tricycles).  The test procedure  is identical  to that  for the type-0 
test with engine disconnected, except  for the provisions for 
wetting the brakes described  in item 1.3 of this Appendix. 

1.3. 

Special  provisions relating to testing with wet brakes 

1.3.1. 

1.3.2. 

1.3.3. 

1.3.4. 

Enclosed brakes: it shall  not be necessary  to carry out this series 
of  type-0 tests on vehicles equipped with conventional  drum brakes 
or with  fully enclosed  disc brakes which are not subject  to water 
penetration under  normal  running  conditions. 

The test with brakes subject  to wetting  shall  be carried out under 
the same conditions as the test with dry brakes.  There shall  be no 
adjustment or alteration of the braking  device other  than  fitting 
the equipment  to allow brake wetting. 

The test equipment  shall  continuously wet the brakes for each test 
run at a flow rate of 15 l/h for each brake.  Two disc brakes on 
one wheel  will be considered  as two brakes. 

For exposed or partly exposed  disc brakes, the prescribed  amount of 
water  shall  be directed on to the roating disc  in such a manner 
that  it is equally distributed on the surface or surfaces of the 
disc swept by the friction pad or pads. 

1.3.4.1.  For fully exposed  disc brakes, the water  shall  be directed on to 
the surface(s) of the disc 45° in advance of the friction  pad(s). 

1.3.4.2.  For partly exposed  disc brakes, the water  shall  be directed on to 

the surface(s) of the disc 45° in advance of the shield or baffle. 

1.3.4.3.  The water  shall  be directed on to the surface(s) of the disc(s) in 

a continuous  Jet, in a direction perpendicular  to the surface of 
the disc, from single  jet nozzles so positioned  as to be between 
the  inner extremity  and a point  two thirds of the distance  from the 
outer extremity of that part of the disc swept by the friction 
pad(s) (see f igure). 

1.3.5. 

For fully enclosed  disc brakes, where the provisions of  item 1.3.1 
above do not apply, the water  shall be directed on to both sides of 
the shield or baffle at a point and  in a manner  corresponding  with 
that described  in items 1.3.4.1 and 1.3.4.3 of this Appendix. 
Where the nozzle would be coincident  with a ventilation or 
inspection port, the water  shall be applied one quarter of a 
revolution  in advance of the said port. 

1.3.6. 

Where  in the preceding  items 1.3.3 and 1.3.4,  it is not possible to 
apply  the water  in the position  specified owing  to the presence of 
some fixed part of the vehicle, the water  shall  be applied at the 
first point, exceeding 45° where uninterrupted  application  is 
possible. 

-  13 -

1.3.7. 

1.3.8. 

For drum brakes, where  the provisions of  item  1.3.1  above do not 
apply,  the prescribed  amount  of water  shall  be distributed  equally 
on either  side of  the braking  device  (that  is, on  the stationary 
back plate and  the rotating  drum) from nozzles so positioned  as to 
be two-thirds of  the distance  from  the outer  circumference of the 
rotating  drum  to the wheel  hub. 

Subject  to the requirements of  the preceding  sub-paragraph  and to 
the requirement  that no nozzle shall  be within  15° of or  coincident 
with  a ventilation or  inspection port  on  the stationary  back plate, 
the test equipment  for drum  brakes shall  be so positioned  as to 
obtain  the optimum  uninterrupted  application of water. 

1.3.9. 

To ensure  the correct  wetting of  the brake(s),  the vehicle shall  be 
driven,  immediately  before  the commencement  of  the  test  series 

-  with  the wetting equipment  functioning continuously, as 

prescribed  in the present  annex 

-  at  the prescribed  test  speed 
-  without  the operation of  the braking  device(s) to be tested 
-  for a distance of no  less than 500 m prior  to the point  at which 

the test  is to be carried  out. 

direction  of 
rotation  of  disc 

To water tank 

-  14  -

METHOD  OF  WATER  APPLICATION 

Spray point 
(2/3 I from the 
outer edge) 

-01 

Friction 
surface 

Spray pipe 

-  15 -

1.4. 

Type-I  test 
(fade  test) 

1.4.1. 

Spec i a I prov i s i ons 

1.4.1.1. 

The service brakes of all motorcycles  (with or without  sidecar) and 
tricycles shall  be tested by a series of  repeated  stops, the 
vehicle being  in the  laden condition,  in accordance with the 
requirements set out below.  For vehicles equipped with a combined 
braking system,  it shall  be sufficient  to submit  this service 
braking device to the type-I test. 

1.4.1.2. 

The type-l  test shall  be carried out  in three parts. 

1.4.1.2.1. A single type-0 test as required by  items 2.1.2. or  2.2.3.1. of 

this Appendix. 

1.4.1.2.2. A series of  ten repeated  stops carried out  in accordance with  the 

requirements of  item 1.4.2. below. 

1.4.1.2.3. A single  type-0 test, carried out  in the same conditions (and  in 

particular  at a control  force as constant  as possible of which  the 
mean value  is no greater  than the mean  force actually used  in item 
1.4.1.2.1.) as those used  for  the test  in  item 1.4.1.2.1. as soon 
as possible after  the completion of  the test specified  in item 
1.4.1.2.2. above but,  in any case, within one minute thereof. 

1.4.2. 

Test  conditions 

1.4.2.1. 

The vehicle and  the brake(s) to be tested shall  be substantially 
free from moisture and  the brake(s) shall  be cold  («MOO°C). 

1.4.2.2. 

The  initial  test speed shall  be 

1.4.2.2.1.  for  testing  the front  brake(s) 

whichever  is the  lower of 70 per cent of  the vehicle's maximum 
speed and  100 km/h; 

1.4.2.2.2. for  testing  the rear  brake(s) 

whichever  is the  lower of 70 per cent of  the vehicle's maximum 
speed  and 80 km/h; 

1.4.2.2.3.  for  testing a combined  braking system 

whichever  is the  lower of 70 per cent of  the vehicle's maximum 
speed and  100 km/h. 

1.4.2.3. 

The distance between  the  initiation of one stop and  the  initiation 
of  the next shall  be 1.000 metres. 

1.4.2.4. 

The use of  the gear box  and/or  clutch shall  be as follows : 

- 16 

1.4.2.4.1.  In the case of a vehicle with  a manual  gear  box or  an automatic 
transmission where  the gear  box  can be disengaged  manually, the 
highest  gear, consistent  with attaining  the  initial  test  speed, 
shall  be engaged  during  the stops. 

When  the vehicle speed  has fallen to 50 per  cent of  the  initial 
test  speed,  the engine shall  be  disengaged. 

1.4.2.4.2.  In the case of a vehicle with  a fully automatic  transmission, the 

test  shall  be carried out under  the normal  operating  conditions for 
such  equipment. 

For  the approach,  the gear  suitable  to the  initial  test  speed shall 
be used. 

1.4.2.5. 

After  each  stop, the vehicle shall  immediately  be subjected  to 
maximum  acceleration  to reach  the  initial  test  speed  and maintained 
at  that  speed until  the  initiation of  the next  stop.  If 
appropriate, the vehicle may be turned  round on  the test  track 
before acceleration. 

1.4.2.6. 

The  force applied  to the control  shall  be so adjusted  as to 
maintain  a mean deceleration of 3 m/sec2 or  the maximum 
deceleration  achievable with  that  brake, whichever  is the  lower, at 
the first  stop  : this force must  remain constant  throughout  the 
succeeding  stops  required  by  item 1.4.1.2.2 above. 

1.4.3. 

Residual  performance 

1.4.3.1. 

At  the end of  the type-l  test  the residual  performance of  the 
service braking device shall  be measured  in the same conditions 
(and  in particular  at a control  force as constant  as possible  the 
mean value of which  is not  greater  than  the mean  force  actually 
used) as for  the type-0 test with  the engine  disconnected  (the 
temperature  conditions may be different). 

1.4.3.2. 

This residual  performance must  not be: 

1.4.3.2.1.  if expressed  as a deceleration,  less than 60 per  cent of  the 

deceleration  figure achieved  during  the type-0 test, 
or, 

1.4.3.2.2.  if expressed  as a stopping  distance, more  than  the stopping 

distance  figure, calculated  in accordance with  the  following 
formula 

S2  <. 1.67  ST  - 0.67 aV 

where 

51  - the stopping  distance achieved  in the type-0 test 
52 - the stopping  distance as recorded  in the residual 

performance  test, 

a  - 0.1 
V  - the  initial  speed  at  the beginning of braking  as defined  in 

item 2.1.1. or  2.2.2.  in this Appendix. 

-  17 -

2. 

PERFORMANCE  OF BRAKING  DEVICES 

2.1. 

Provisions  relating  to tests of vehicles with braking  devices 
operating on  the wheel  or wheels of  the front or  rear  axle only 

2.1.1. 

Test  speed V - 40 km/h* for mopeds; 
Test  speed V - 60 km/h* for motorcycles  (with or without  sidecar) 

and  tricycles 

2.1.2. 

Braking  performance with  the vehicle  laden 

2.1.2.1. 

For  the purposes of  the type-I  residual  performance  test 
(motorcycles with or without  sidecar) and  tricycles, the  recorded 
performance  levels  in terms of stopping distances, mean fully 
developed  deceleration, as well  as the control  force used, shall  be 
recorded. 

2.1.2.2 

Braking with  the front  brake only 

Category 

Stopping 
distance(S) 

m 

Corresponding 
mean  developed 
decelerat ion 
m / s2 

Two-wheel  mopeds 
Three-wheel  mopeds 
Two-wheel 
motorcycles 
Motorcycles with 
sidecar 
Tricycles 

S<0.1.V + V2/90 
S<0.1.V + V2/70 
S<0.1.V + V2/115 

S<0.1.V + V2/95 

S<0.1.V + V2/75 

3.4 
2.7** 
4.4** 

3.6 

2.9** 

Vehicles  the maximum  speed  (Vmax) of which  is  lower  than 45 km/h  in the 
case of mopeds, or 67 km/h  in the case of motorcycles  (with or without 
sidecar) and  tricycles shall  be tested  at a speed equal  to 0.9  Vmax. 
If these values  for single braking devices cannot  be achieved  because 
of  limited adhesion,  the following values shall  be substituted  for a 
test with  the vehicle  laden using  both braking  devices  together  : 
three-wheel  mopeds: 4.4 m / s2
tricycles  : 5.0  m/s2. 

;  two-wheel  motorcycles  : 5.8 m/s2; 

-  18 

2.1.2.3. 

Braking with  the rear brake only 

Category 

Two-wheel  mopeds 
Three-wheel  mopeds 
Two-wheeI 
motorcycles 
Motorcycles with 
sidecar 
Tr ieye I es 

Stopping 
distance(S) 

m 

S<0.1.V + V2/70 
S<0.1.V + V2/70 
S<0.1.V + V2/75 

S<0.1.V  + V2/95 

S<0.1.V  + V2/75 

Corresponding 
mean developed 
decelerat ion 
m/s2 

2.7 
2.7s 
2.9* 

3.6 

2.9^ 

2.1.3. 

Braking  performance with  the vehicle unladen 

2.1.3.1.  A practical  test of  the vehicle driven  by  the driver  alone shali 

not  be required  if a calculation shows  that  the distribution of the 
mass on  the braked wheels allows a mean  fully  developed 
deceleration of at  least  2.5 m/s2 or a stopping  distance 
S <_0.1  . V + V2/65  to be achieved with each of  the single axle 
braking  devices. 

2.2. 

Provisions  relating  to tests of vehicles of which  (at  least) one of 
the braking  devices  is a combined  braking  system 

2.2.1. 

For  the purposes of  the type-l  residual  performance  test  motorcyles 
(with or without  sidecar) and  tricycles, the recorded  performance 
levels  in terms of  stopping  distance, mean  fully  developed 
deceleration, as well  as the control  force used, shall  be  recorded. 

If these values  for single braking  devices cannot  be achieved  because 
of  limited adhesion,  the following values shall  be substituted  for a 
test with  the vehicle  laden using  both braking  devices  together  : 
three-wSioe! mopeds:  4.4  m/s2; two-wheel  motorcycles  : 5.C E;Î/S2
trieye I es  : 5.0 m/s2. 

; 

- 19 -

2.2.2. 

Test  speed V - 40 km/h  for mopeds 
Test  speed V - 60 km/h* for motorcycles  (with or without  sidecar) 

2.2.3. 

The vehicle shall  be tested  both unladen  and  laden. 

2.2.3.1.  Braking with  the combined  braking  system  only. 

and  tricycles 

Category 

Stopping 
distance(S) 

m 

Corresponding 
mean developed 
deceleration 
m / s2 

Mopeds 
Two-wheels 
motorcycles 
Motorcycles with 
sidecar 
Tricycles 

S<0.1.V + V2/115 
S<0.1.V + V2/132 

S<0.1.V + V2/140 

S<0.1.V + V2/130 

4.4 
5.1 

5.4 

5.0 

2.2.3.2.  Braking with  the second  service or  the secondary  (emergency) 

braking  device, all  categories: 

the stopping  distance shall  be : 
S <^0.1  . V + V2/65  (corresponding mean  fully  developed 
deceleration  2.5  m / s2). 

2.3. 

Braking  performance with  the parking  braking  device  (if applicable) 

2.3.1. 

The parking  braking  device shall, even  if  it  is combined  with one 
of  the other  braking  devices, be capable of  holding  the  laden 
vehicle stationary on an 18 per  cent up or  down  gradient. 

2.4. 

Provisions  relating  to forces applied  to brake controls : 

2.4.1. 

Forces applied  to service brake controls : 

hand control  <_ 200 N 
foot  control  <^350 N [mopeds and motorcycles  (with or without 

sidecar)] 

< 500 N (tr icycles) 

Vehicles  the maximum  speed  (Vmax) of which  is  lower  than 45 km/h  in the 
case of mopeds, or 67 km/h  in the case of motorcycles  (with or without 
sidecar) and  tricycles shall  be tested  at a speed  equal  to 0.9  Vmax. 

-  20 -

2.4.2. 

Forces applied  to the parking  brake control  (if applicable) 

with manual  control  <_400 N 
<_ 500 N 
with  foot  control 

2.4.3. 

In the case of hand brake  levers, the point  of application of  the 
manual  force shall  be assumed  to be 50 mm  from  the outer  end of the 
lever. 

2.5. 

Performance  levels  (minimum  and maximum) to be attained with wet 
brakes 

2.5.1. 

2.5.2. 

2.5.3. 

The mean  deceleration  to be attained with wet  brake(s) between  0.5 
and  1.0 second  after  application of  the brake shall  be at  least 60 
per  cent of  that  attained with dry brake(s) when  the same control 
force  is applied. 

The control  force used, which must  be applied  as quickly  as 
possible, shall  be equivalent  to that  required  to attain a 
deceleration of  2.5 m/s2 with  dry  brake(s). 

At  no time during  the type-0 test with wet  brake(s) shall  the 
deceleration  exceed  120 per cent of  that  attained with dry 
brake(s). 

-  21 -

APPENDIX  2 

REQUIREMENTS APPLICABLE TO TWO-WHEEL MOPEDS, TWO-WHEEL 
MOTORCYCLES AND TRICYCLES EQUIPPED WITH ANT I-LOCK DEVICES. 

1 . 

GENERAL 

1.1. 

1.2. 

The purpose of  these provisions  is to define the minimum 
performances  for braking systems with anti-lock  devices fitted  to 
two-wheel  mopeds, two-wheel  motorcycles and  tricycles. This does 
not make  it compulsory  to fit vehicles with  anti-lock  device but  if 
such devices are fitted  to a vehicle  they must meet  the 
requirements below. 

The devices known at present  comprise a sensor or  sensors, a 
controller or controllers and a modulator  or modulators.  Any 
devices of a different  design will  be deemed  to be anti-lock 
devices within  the meaning of  this Appendix  if they provide 
performances at  least equal  to those prescribed by  this Appendix. 

2. 

DEFINITIONS 

2.1. 

"Anti-lock device" 

means a component of a service braking system which automatically 
controls  the degree of slip,  in the direction of  rotation of  the 
wheel(s) on one or more wheels of  the vehicle during braking; 

2.2. 

"Sensor" 

means a component  designed  to  identify and  transmit  to the 
controller  the conditions of  rotation of  the wheel(s) or  the 
dynamic conditions of  the vehicle. 

2.3. 

"Controller" 

means a component  designed  to evaluate  the data  transmitted  by the 
sensor(s) and  to transmit a signal  to the modulator; 

2.4. 

"Modulator" 

means a component  designed  to vary  the braking  force(s) in 
accordance with  the signal  received  from  the controller. 

-  22 -

3. 

NATURE AND CHARACTERISTICS OF THE SYSTEM 

3.1. 

3.2. 

3.3. 

3.4. 

3.5. 

Each controlled wheel  shall  be such  that  it can bring at  least  its 
own device  into operation. 

Any break  in the supply of electricity  to the device and/or  in the 
wiring external  to the electronic controller(s) shall  be signalled 
to the driver by an optical warning signal, which must be visible 
even  in daylight;  it must be easy  for  the driver  to check  that  it 
is in working order.*1* 

In the event of a failure  in an anti-lock  device, the braking 
efficiency of  the  laden vehicle shall  not be  less than that 
prescribed  for whichever  is the  lower of  the two requirements for 
the vehicle defined  in  item 2.1.2.2. or  item 2.1.2.3. of Appendix 1 
of  the present  Regulation. 

The operation of  the device must not be affected  adversely by 
electro-magnetic  fields.*2* 

Anti-lock  devices shall maintain  their performance when  the brake 
is fully applied  for  the duration of any stop. 

4. 

UTILIZATION OF ADHESION 

4.1. 

General 

4.1.1. 

In the case of  two-wheel  motorcycles and  tricycles, braking  systems 
equipped with an anti-lock  device shall  be deemed  acceptable when 
the condit ion 
£>_0.70  is satisfied where<£, represents the adhesion utilised as 
defined  in the Addendum  to this Appendix.*3* 

4.1.2. 

The coefficient of adhesion utiIisation&shalI  be measured on road 
surfaces with a coefficient of adhesion not exceeding 0.45  and of 
not  less than 0.8. 

4.1.3. 

Tests shall  be carried out with  the vehicle unladen. 

4.1.4. 

The test procedure  to determine  the coefficient  of adhesion  (K) and 
the formula  for calculating the adhesion utilisation  ( ) shall  be 
those prescribed  in the Addendum  to this Appendix. 

(1)  The Technical  Service should examine  the electronic  controller and/or 

any drive system with  regard  to possible  failure modes. 

(2)  Until  uniform  test procedures have been agreed, the manufacturers shall 
provide  the Technical  Services with  their  test procedures and results. 

(3)  For  two-wheel  mopeds, until  a minimum value foré have been established, 

the measured  value shall  be recorded  in the test report. 

5. 

5.1. 

5.1 .1 

5.1.2 

5.1 .3 

5.1.4 

5.1.5 

-  23 -

ADDITIONAL CHECKS 

The  following additional  checks shall 
vehicle unladen. 

be carried out with  the 

Any wheel  controlled by an anti-lock  device must  not  lock when  the 
full  force*4*  is suddenly  applied  to  its control  device, on  the 
two kinds of  road surface specified  in  item 4.1.2  above at  initial 
speeds of up  to 0.8 Vmax  but  not  exceeding  80 km/h.*5* 

Where a wheel  controlled by an anti-lock  device passes  from a high-
adhesion surface  to a  low-adhesion  surface as described  in item 
4.1.2  above with  the full  force  *4* applied  to the control 
device, the 
of  applying 
lock device 
from one surface to 
exceeding  50 km/h. 

wheel  must  not  lock.  The running  speed  and  the  instant 
the brakes shall  be so calculated  that, with  the anti-
fully cycling on  the high-adhesion  surface, the passage 
the other  is made at about  0.5 Vmax  not 

Where  a vehicle passes from a  low-adhesion  surface  to a high-
adhesion  surface as described  in  item 4.1.2. above with  the full 
force  *4* applied  to the control  device, the deceleration of  the 
vehicle must  rise to the appropriate high value within  a reasonable 
time and  the vehicle must  not  deviate  from  its  initial  course.  The 
running speed  and  the  instant of applying  the brakes shall  be so 
calculated  that, with  the anti-lock  device  fully cycling on the 
low-adhesion  surface, the passage  from one surface  to the other 
occurs at about  0.5 Vmax  not exceeding  50 km/h. 

Where both  independent  braking  devices are equipped  with  an anti-
lock device  the tests prescribed  in  items 5.1.1, 5.1.2  and  5.1.3 
shall  also be performed  using both  independent  braking  devices 
together  whereupon  the stability of  the vehicle shall  be maintained 
at all  t imes. 

However,  in the tests provided  for  in  items 5.1.1., 5.1.2., 5.1.3. 
and 5.1.4. above periods of wheel  locking or of extreme wheel  slip 
shall  be allowed  provided  that  the stability of  the vehicle  is not 
adversely  affected.  Below vehicle speeds of  10 km/h wheel  locking 
is permitted. 

(4)  "Full  force" means  the maximum  force prescribed  in  item 2.4, Appendix 1 

for  the cathegory of vehicle  : a higher  force may  be used  if required 
to activate  the anti-lock device. 

(5)  On  low adhesion  surfaces  (<^0.35) the  initial  speed may  be reduced  for 

safety  reasons  : in such cases, the K vaiue and  the  initial  speed shall 
be noted  in the test  report. 

-  24 -

ADDENDUM 

1. 

DETERMINATION  OF THE COEFFICIENT OF ADHESION  (K) 

1.1. 

1.2. 

1.3. 

1.4. 

The coefficient  of adhesion shall  be determined  from  the maximum 
braking  rate, without wheel  lock, of  the vehicle with  the anti-lock 
device(s) disconnected  and braking all wheels simultaneously.*1* 

The braking  tests shall  be carried out by applying  the brakes at an 
initial  speed of 60 km/h  (or, in the case of vehicles which  are 
unable to reach 60 km/h, a speed of  roughly  0.9  Vmax), the vehicle 
being unladen  (apart  from  the test  instruments and/or  the necessary 
safety  equipment).  The effort  exerted on the brake control  must be 
constant  throughout  the tests. 

A series of  tests may be carried out up to the critical  point 
reached  immediately  before the wheel(s) lock by varying both  the 
front and  the rear brake  forces, in order  to determine  the maximum 
braking  rate of  the vehicle.*2* 

The braking  rate  (Z) shall  be determined  by reference  to the time 
taken for  the speed of  the vehicle  to reduce  from 40 km/h  to 20 
km/h, using  the formula 

Z -  0.56 

t 

where  t  is measured  in seconds. 

Alternatively, for vehicles unable  to attain 50 km/h, the braking 
rate shall  be determined  by reference  to the time taken  for  the 
speed of  the vehicle  to reduce from 0.8 Vmax  to  (0.8 Vmax  - 20) 
where Vmax  is measured  in km/h. 

The maximum value of  Z - K. 

2. 

DETERMINATION OF THE ADHESION UTILIZATION  (£) 

2.1. 

2.2. 

The adhesion utilized  is defined  as the quotient  of  the maximum 
braking  rate with  the anti-lock  device  in operation  (Zmax) and the 
maximum braking  rate with  the anti-lock  device disconnected  (Zm). 
Separate tests shall  be carried out on each wheel  equipped with an 
anti-lock  device. 

Zmax  shall  be based on  the average of  the three tests using  the 
time taken for  the speed of  the vehicle to achieve the reductions 
in speed specified  in  item 1.4 above. 

2.3. 

The adhesion utilised  is given by  the formula 

&-  Zmax 
Zm 

(1)  Additional  requirements may  have to be established  in the case of 

vehicles equipped with combined  braking systems. 

(2)  As an  initial  step, to facilitate  these preliminary  tests, the maximum 

control  force applied before  the critical  point may  be obtained  for 
each  individual wheel. 

25 -

APPENDIX 3 

INFORMATION SHEET 
IN RESPECT OF THE BRAKING OF A TYPE 
OF TWO OR THREE-WHEEL MOTOR VEHICLE 

(To be attached to the component type-approval application where this 
submitted separately from the vehicle type-approval application) 

is 

Reference number (allocated by the applicant) 

The application for component type approval  in resepct of the braking of a 
type of two or three-wheel motor vehicle shall be accompanied by the 
information set out  in Annex  II to Regulation No ..., of  ..., under  letter A, 
in the following items: 

0.1 
0.2 
0.4 to 0.6 
2.1 to 2.2.1 
3.0 to 3.1.1 
5.2 
5.2.2 
7.1 to 7.4 

- 26 -

APPENDIX 4 

Name of Administration 

APPROVAL CERTIFICATE IN RESPECT OF THE BRAKING OF A TYPE OF TWO OR THREE-WHEEL 
MOTOR VEHICLE 

MODEL 

Report No ...  issued by testing body 

on ... (date) 

Approval No ... Extension No ... 

1.  Trade mark or name of vehicle ... 

2.  Type of vehicle ... 

3.  Name and address of manufacturer ... 

4.  Name and address of manufacturer's authorized representative (if any) 

5.  Vehicle submitted for test on ... 

6.  Approval has been granted/refused* 

7.  Place ... 

8.  Date ... 

9.  Signature ... 

* 

Delete as appropriate. 

- 2 }-

FINANCIAL  STATEMENT 

Section  1; financial  implications 

1. Title of operation 

Proposal  for a Council  Regulation  (EEC) on  the braking of  two and three-
wheel  motor  vehicles. 

2. Budget  headings  involved 

-  A 2510: Expenditure on meetings of committees whose consultation  is 

compulsory  in the procedure  for drafting Community  acts 

-  A 250:  Meetings  in general 

3. Legal  basis 

-  Art icle 100a 
-  Proposal  for a Council  Regulation  (EEC) on  the type-approval  of  two and 

three-wheel  motor  vehicles (COM(90)669 final - SYN 331) 

4. Description of operation 

4.1 

Harmonization of national  laws.  Setting-up of a component  type-approval 
procedure  in respect of  the braking of  two and  three-wheel  motor 
vehicles. 

4.2 

Indeterminate duration  (there  is no time  limit on  the validity of  the 
régulât ion). 

4.3 

Manufacturers of  two or  three-wheel  motor  vehicles and producers of 
components  for  the said vehicles. 

5. Classification of expenditure or  revenue 

5.1 

NCE 

5.2 

NDA 

6. Type of expenditure or  revenue 

6.4 
6.5 
6.6 

Cost of committee meetings 
No 
No 

- 2 £-

7. Financial  impact on appropriations for operations (Part B of  the budgot) 

Nil, except where all of  the DG  I I I allocation  is used up on Part A of 
the budget; this would  call  for additional  financing under  heading 
B8-530 (Completing  the  internal  market - support  expenditure). 

8. What  anti-fraud measures are planned  in the proposal  for  the operation? 

Ordinary monitoring of  the commitee meetings. 

Section 2: administrative expenditure  (Part A of  the budget) 

1. Will  the proposed operation  involve an  increase  in the number  of  Commission 

staff? 

No 

2.  Indicate the amount of staff and administrative expenditure  involved  in the 

proposed operation.  Explain  the method of calculation. 

The financial  statement  annexed  to the proposal  for a Council  Regulation  (EEC) 
on the type-approval  of  two or  three-wheel  vehicles  (COM(90)669 final of 
3 April  1991) (the framework  regulation) put expenditure  involving  the 
advisory Committee on the adaptation  to technical  progress of  the  regulations 
concerning  the two or  three-wheel  vehicle sector, set up by Article  16 of  the 
proposal, at an estimated  ECU 16 860 per year  from 1994 onwards.  This sum 
includes expenditure  relating  to the procedures  for  the adaptation  to 
technical  progress of all  the specific  regulations provided  for  in Annex  I to 
the framework  regulation. 

Section 3: Elements of cost-effectiveness analysis 

1. Objectives and coherence with  financial  programming 

1.1 

Setting-up of a component  type-approval  procedure  in respect of  the 
braking of  two and three-wheel  motor vehicles. 

1.2 

Yes 

1.3 

Completion of  the  internal  market 
Subsidiary objective  1: removal  of  technical  barriers 

2. Grounds for  the operation 

2.1 

White Paper: setting-up of a procedure  for  the type-approval  of  two and 
three-wheel  motor  vehicles and adaptation of Community  regulations. 

No viable alternative  to attain  the same goals. 

3. Monitoring and evaluation of  the operation 

3.1 

Progress report on the completion of  the  internal market. 

-Z3 

-

IMPACT STATEMENT ON COMPETITIVENESS AND  JOBS 

Proposal  for a Council  Regulation  (EEC) on the braking of 
two- or  three-wheel  motor  vehicles 

I. What  is the main  Justification of  the measure? 

Setting-up a component  type-approval  procedure  in respect of  the 
braking of  two-or  three-wheel motor  vehicles 
Harmonization of national  laws 
Improvements to road safety. 

II. 

Characteristics of  the companies  involved 

More particularly: 

Do they  include a  large number of small- and medium-sized  businesses? 
No 
Are there any significant  concentrations  in regions: 
- eligible for Member  State regional  aid?  No 
- eligible under  the European Regional  Development  Fund?  No 

III. 

What obligations are  imposed on those companies? 

Compliance with  the regulation, thus ensuring free access of  their  vehicles 
throughout  the Community. 

IV. 

What obligations are  likely to be  imposed  indirectly upon  those 
companies via the  local authorities? 

No additional  obligation. 

V. Do any special  measures apply  to small- and medium-sized  businesses? No 

-wh i ch? 

VI. 

What  is the foreseeable outcome: 

on company productivity?  No foreseeable effect, 
on  Jobs?  No foreseeable effect. 

VII. 

Have both sides of  industry been consulted?  Yes 

Opinion of both sides of  industry: favourable. 

-  3o 

ÏSSN 02S4-1475 

COM(91) 496 final 

DOCUMENTS 

EN 

07 

Catalogue number : CB-CO-91-547-EN-C 

ISBN 92-77-78134-3 

Office  foi  Official  Publications of the European Communities 

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