Commission Delegated Regulation (EU) 2016/1788Show full title

ANNEX IV U.K.

Annexes I to V, VII, VIII, IX, XI, XII and XIII to Delegated Regulation (EU) 2015/68 are amended as follows:

(1)

Annex I is amended as follows:

(a)

points 1.3, 1.4 and 1.5 are deleted;

(b)

point 2.1.1 is replaced by the following:

‘2.1.1. Braking components and parts’

(c)

points 2.1.1.1 and 2.1.1.2 are replaced by the following:

‘2.1.1.1.

The braking components and parts 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 requirements set out in this Annex.

2.1.1.2.

In particular, the braking components and parts shall be so designed, constructed and fitted as to be able to resist the corrosion and ageing phenomena to which it is exposed.’

(d)

point 2.1.1.4 is replaced by the following:

‘2.1.1.4. It is not permitted to fit any adjustable valves that would allow the performance of the braking system to be changed by the user of the vehicle such that, in service, it is not subject to the requirements of this Regulation. An adjustable valve that can only be operated by the manufacturer through the use of special tools or the provision of a tamper proof seal shall be permitted provided that the user of the vehicle is not able to adjust this valve or that any user adjustment is readily identifiable by enforcement authorities.’

(e)

points 2.1.1.5.1, 2.1.1.5.2 and 2.1.1.5.3 are replaced by the following:

‘2.1.1.5.1.

If vehicles of category Ra with a maximum design speed not exceeding 30 km/h and vehicles of category Sa cannot be equipped for technical reasons with an automatic load sensing device, they may be equipped with a device having at least three discrete settings for the control of the braking forces.

2.1.1.5.2.

In the special case that a towed vehicle of category Ra with a maximum design speed not exceeding 30 km/h and vehicles of category Sa allows by design that only two discrete loading conditions ‘unladen’ and ‘laden’ can be realized then the vehicle may have only two discrete settings for the control of the braking forces.

2.1.1.5.3.

S-category vehicles which do not contain any other load, except a payload from consumable material of maximum 10 % of the sum of technically permissible masses per axle.’

(f)

point 2.1.2.3 is replaced by the following:

‘2.1.2.3. Parking braking system

The parking braking system shall enable the vehicle to be held stationary on an up or down gradient even in the absence of the driver, the working parts of the braking system being then held in the locked position by a purely mechanical device. The driver shall be able to achieve this braking action from his driving seat, subject, in the case of a towed vehicle, to the requirements of point 2.2.2.10.

The towed vehicle service braking system (pneumatic or hydraulic) and the parking braking system of the tractor may be operated simultaneously, provided that the driver is able to check, at any time, that the parking braking system performance of the vehicle combination, obtained by the purely mechanical action of the tractor’s parking braking system, is sufficient.’

(g)

in the first paragraph of point 2.1.5.1.3, the first sentence is deleted;

(h)

point 2.1.8.1.2 is replaced by the following:

‘2.1.8.1.2. In a braking system which incorporates a device that modulates the air pressure in the brake transmission as referred to in point 6.2 of Appendix I to Annex II, located in the pressure line upstream and downstream of this device at the closest accessible position. If this device is pneumatically controlled an additional test connection is required to simulate the laden condition. Where no such device is fitted, a single pressure test connection, equivalent to the downstream connector mentioned in point 2.1.5.1 of this Annex, shall be provided. These test connections shall be so located as to be easily accessible from the ground or within the vehicle.’

(i)

in point 2.2.1.1, the third paragraph is replaced by the following:

‘For category Tb tractors: if the differential braking function is activated, it shall not be possible to travel at speeds exceeding 40 km/h or at speeds in excess of 40 km/h the differential braking function shall be disabled. These two operations shall be ensured by automatic means.’

(j)

point 2.2.1.2.6.1 is replaced by the following:

‘2.2.1.2.6.1. where the service braking system is actuated by the muscular energy of the driver assisted by an energy source or one or more energy reserves, the secondary braking performance shall, in the event of failure of that assistance, be capable of being ensured by the muscular energy of the driver assisted by the energy reserves, if any, which are unaffected by the failure, the force applied to the control device not exceeding the prescribed maxima.’

(k)

point 2.2.1.6.1 is replaced by the following:

‘2.2.1.6.1. Performance of hydraulic lines and hose assemblies in case of vehicles with one braked axle and an automatic engagement of the drive to all other axles during braking

The hydraulic lines of hydraulic transmission shall be capable of a burst pressure at least four times the maximum normal service pressure (T) specified by the vehicle manufacturer. Hose assemblies shall comply with ISO Standards 1402:2009, 6605:2002 and 7751: 1997+A1:2011.’

(l)

in point 2.2.1.7, the second sentence is deleted.

(m)

in the first paragraph of point 2.2.1.10, the first sentence is replaced by the following:

‘It shall be possible for the wear of the service brakes to be compensated by means of a system of manual or automatic adjustment.’

(n)

in the first paragraph of point 2.2.1.10.1, the first sentence is replaced by the following:

‘Automatic wear adjustment devices, if fitted, shall, after heating followed by cooling, be capable of free running as laid down in point 2.3.4 of Annex II following the Type-I test specified in point 2.3 of that Annex.’

(o)

in point 2.2.1.11.1, the following second paragraph is added:

‘In hydraulic braking systems, where the type of fluid used for hydraulic transmission is common with the fluid used in other appliances of the vehicle in a common tank, it is also permitted to detect the correct level of fluid with a device which needs the container to be opened.’

(p)

in point 2.2.1.11.2, the following second paragraph is added:

‘In hydraulic braking systems, where the type of fluid used for hydraulic transmission is common with the fluid used in other appliances of the vehicle in a common tank, detection of a pressure drop in the hydraulic transmission to a certain value as specified by the manufacturer is also permitted.’

(q)

in point 2.2.1.11.3, the second sentence is replaced by the following:

‘The symbol shall be affixed within 100 mm of the filling ports of the fluid reservoirs, in accordance with the requirements laid down in Article 24 of Delegated Regulation (EU) 2015/208.’

(r)

point 2.2.1.13 is replaced by the following:

‘2.2.1.13. Tractors of category Tb with maximum design speed exceeding 60 km/h

Without prejudice to the requirements of point 2.1.2.3, where the use of an auxiliary energy source is essential for the operation of a braking system, the energy reserve shall be such as to ensure that, should the engine stop, or in the event of a failure of the means by which the energy source is driven, the braking performance remains sufficient to bring the vehicle to a halt in the prescribed conditions. In addition, if the muscular energy applied by the driver to the parking braking system is reinforced by some aid, the actuation of the parking braking system shall be ensured in the event of failure of that aid, if necessary by using a reserve of energy independent of that normally supplying such aid. This reserve of energy may be that intended for the service braking system.’

(s)

point 2.2.1.17.3 is replaced by the following:

‘2.2.1.17.3. In the event of a failure in one of the control lines connecting two vehicles equipped according to point 2.1.4.1.2 of this Annex, the control line not affected by the failure shall automatically ensure the braking performance prescribed for the towed vehicle in point 3.2.1 of Annex II.’

(t)

point 2.2.1.18.6 is replaced by the following:

‘2.2.1.18.6. In the case of a failure (e.g. fracture or leak) in the control line, the pressure in the supplementary line shall fall to 1 000 kPa within the following two seconds after the service brake control device has been fully actuated. In addition, when the service brake control device is released, the supplementary line shall be re-pressurised (see also point 2.2.2.15.2).’

(u)

in point 2.2.1.18.9, the first sentence is replaced by the following:

‘Tractors towing vehicles of categories R or S which can only comply with the braking performance requirements of the service braking system, parking braking system or automatic braking system with the assistance of energy stored in a hydraulic energy storage device shall be equipped with an ISO 7638:2003 connector in order to be able to indicate the low level of stored energy on the towed vehicle, received by the latter, as laid down in point 2.2.2.15.1.1 by the separate warning signal via pin 5 of the electrical connector conforming to ISO 7638:2003 specified in point 2.2.1.29.2.2. (see also point 2.2.2.15.1).’

(v)

point 2.2.1.20 is replaced by the following:

‘2.2.1.20. If point 3.1.3.4 of Annex II can only be fulfilled by complying with the conditions specified in point 3.1.3.4.1.1 of Annex II then:’

(w)

point 2.2.1.25.1 is deleted;

(x)

point 2.2.1.26.1.2 is replaced by the following:

‘2.2.1.26.1.2. In the case of an electrical failure in the control device or a break in the wiring within the electric control transmission external to the electronic control unit(s), excluding the energy supply, it shall remain possible to apply the parking braking system from the driver's seat and thereby be capable of holding the laden vehicle stationary on an 8 % up or down gradient.’

(y)

point 2.2.1.26.3 is replaced by the following:

‘2.2.1.26.3. Alternatively to the parking brake performance requirements according to points 2.2.1.26.1.2 and 2.2.1.26.2.1.2, the alternatives set out in points 2.2.1.26.3.1 and 2.2.1.26.3.2 are also allowed.

2.2.1.26.3.1 an automatic actuation of the parking braking system is allowed when the vehicle is stationary, provided that the performance referred to in points 2.2.1.26.1.2 and 2.2.1.26.2.1.2 is achieved and, once applied, the parking braking system remains engaged independently of the status of the ignition (start) switch. In this alternative, the parking braking system shall be automatically released as soon as the driver starts to set the vehicle in motion again.

2.2.1.26.3.2 applying the brakes of the parking braking system from the driver's seat by an auxiliary control device and thereby be capable of holding the laden vehicle stationary on an 8 % up or down gradient. In this case, also the requirements of point 2.2.1.26.7 shall be met.’

(z)

in point 2.2.1.26.5, the third paragraph is replaced by the following:

‘Where actuation of the parking braking system is normally indicated by a separate warning signal, satisfying all the requirements of 2.2.1.29.4 this signal shall be used to satisfy the requirement for a red signal set out in the first and the second paragraphs of this point.’

(aa)

points 2.2.1.29.1.1 and 2.2.1.29.1.2 are replaced by the following:

‘2.2.1.29.1.1.

A red warning signal, in accordance with the requirements laid down in Annex XXVI of Delegated Regulation (EU) No 1322/2014 indicating failures within the vehicle braking equipment, as specified in other points of this Annex and in Annexes V, VII, IX and XIII, which preclude achievement of the prescribed service braking performance or the functioning of at least one of two independent service braking circuits.

2.2.1.29.1.2.

Where applicable, a yellow warning signal, in accordance with the requirements laid down in Article 29 of Delegated Regulation (EU) No 1322/2014 indicating an electrically detected defect within the vehicle braking equipment, which is not indicated by the warning signal mentioned in point 2.2.1.29.1.1.’

(bb)

in point 2.2.1.29.2, the first sentence is replaced by the following:

‘Tractors equipped with an electric control line and/or authorized to tow a vehicle equipped with an electric control transmission, shall be capable of providing a separate warning signal, in accordance with the requirements laid down in Article 29 of Delegated Regulation (EU) No 1322/2014 to indicate a defect within the electric control transmission of the braking equipment of the towed vehicle.’

(cc)

in point 2.2.1.29.2.1, the third sentence is replaced by the following:

‘Alternatively, instead of utilizing the warning signal specified in point 2.2.1.29.1.1 of this Annex and the accompanying warning signal referred to in this point, a separate red warning signal, in accordance with the requirements laid down in Article 29 of Delegated Regulation (EU) No 1322/2014, may be provided in the tractor to indicate such a failure within the braking equipment of the towed vehicle.’

(dd)

in point 2.2.2.1, the first sentence is replaced by the following:

‘Vehicles of categories R1a, S1a do not need to be fitted with a service braking system. Vehicles of categories R1b and S1b, where the sum of the technically permissible masses per axle does not exceed 750 kg, do not need to be fitted with a service braking system.’

(ee)

in point 2.2.2.2, the first sentence is replaced by the following:

‘Vehicles of categories R1b and S1b, where the sum of the technically permissible masses per axle exceeds 750 kg, and R2 shall be equipped with a service braking system either of the continuous or semi-continuous or of the inertia type.’

(ff)

point 2.2.2.3.1.3 is deleted;

(gg)

in point 2.2.2.15.1.1, the first paragraph is replaced by the following:

‘When the pressure in the hydraulic energy storage devices falls below a pressure declared by the vehicle manufacturer in the information folder where the prescribed braking performance(s) is (are) not ensured this low pressure shall be indicated to the driver by the separate warning signal specified in point 2.2.1.29.2.2 via pin 5 of the electrical connector conforming to ISO 7638:2003.’

(hh)

in point 2.2.2.18, the first sentence of the second paragraph is replaced by the following:

‘Those vehicles shall be marked in indelible form, in accordance with the requirements laid down in Article 24 of Delegated Regulation (EU) 2015/208, to indicate the functionality of the braking system when the ISO 7638:2003 connector is connected and disconnected.’

(2)

Annex II is amended as follows:

(a)

point 1.2 is replaced by the following:

‘1.2. ‘adhesion utilization curve’ means the characteristic curve of the braking force ratio without rolling resistance and normal reaction of road surface on a given axle under braking plotted against the braking rate of the vehicle.’

(b)

in point 2.1.4.2, the second paragraph is replaced by the following:

‘The behaviour of vehicles of categories Tb, R2b, R3b, R4b and S2b on a road on which adhesion is reduced, shall meet the relevant requirements of Appendix 1 of this Annex or, if the vehicle is equipped with ABS, the requirements of Annex XI.’

(c)

point 2.2.2.2 is replaced by the following:

‘2.2.2.2. To check compliance with the requirements of point 2.2.1.2.4 of Annex I, a Type-0 test shall be carried out with the engine disconnected at the initial speed of 30 km/h.

On application of the control of the parking brake system, the mean fully developed deceleration and the deceleration immediately before the vehicle stops shall not be less than 1,5 m/s². The same requirement applies in case of auxiliary control mentioned in point 2.2.1.2.4 of Annex I.

The test shall be carried out with the laden vehicle. The force exerted on the braking control device shall not exceed the specified values.’

(d)

in point 2.3.1.4, the following sentence is added:

‘As an alternative, it is also allowed to perform the test with the engine disconnected, where applicable, during brake applications.’

(e)

point 2.3.2.1 is replaced by the following:

‘2.3.2.1. The service braking system of vehicles of categories R1, R2, S1, R3a, R4a and S2a; and of vehicles of categories R3b and S2b, where the sum of the technically permissible masses per axle does not exceed 10 000 kg, shall be tested in such a manner that, the vehicle being laden, the energy input to the brakes is equivalent to that recorded in the same period of time when the laden vehicle being tested is driven at a steady speed of 40 km/h on a 7 % down-gradient for a distance of 1,7 km.

Alternatively, this requirement is deemed to be fulfilled for vehicles of categories R3a, R4a, S2a and for vehicles of categories R3b and S2b, where the sum of the technically permissible masses per axle does not exceed 10 000 kg, when these vehicles have passed the Type-III test according to point 2.5.’

(f)

point 2.3.4.2 is replaced by the following:

‘2.3.4.2. It is ascertained that when the vehicle is driven at a constant speed of v = 60 km/h or the maximum design speed of the towed vehicle, whichever is the lower, with the brakes released the asymptotic temperatures shall not exceed a drum/disc temperature increase of 80°C, then the residual brake moments are regarded as acceptable.’

(g)

point 2.5.3 is replaced by the following:

‘2.5.3. R3b and S2b where the sum of the technically permissible masses per axle does not exceed 10 000 kg.’

(h)

point 3.1.1.2 is amended as follows:

(i)

the first paragraph is replaced by the following:

‘In the case of a tractor authorized to tow an unbraked vehicle of categories R or S, the required minimum combination performance, as required in point 3.1.1.2.1, shall be attained with the unbraked towed vehicle coupled to the tractor and with the unbraked towed vehicle laden to the maximum mass declared by the tractor manufacturer.’

(ii)

the last sentence in the third paragraph is replaced by the following:

‘P_{M + R} =combination mass (mass P_M + declared unbraked towed vehicle mass P_R)’

(i)

in the second paragraph of point 3.1.3.3, the following indent is added:

‘— During the cooling period, the parking braking system shall not be re-adjusted manually.’

(j)

in point 3.1.3.3, the following fourth paragraph is added:

‘The hot static parking braking system test may be omitted if the parking braking system acts purely on braking surfaces not used during service braking.’

(k)

in point 3.1.3.4, the second paragraph is replaced by the following:

‘In the case that this requirement cannot be met due to physical limitations (e.g. limited available tyre/road adhesion for the tractor to generate sufficient braking forces or in the case that the purely mechanical parking braking system performance of the tractor as prescribed in point 3.1.3.1 is not sufficient to hold the combination) it is deemed to be fulfilled when the alternative requirement set out in point 3.1.3.4.1 of this Annex in connection with point 2.2.1.20 of Annex I is complied with.’

(l)

points 3.1.3.4.1, 3.1.3.4.1.1 and 3.1.3.4.1.2 are replaced by the following:

‘3.1.3.4.1. The requirement of point 3.1.3.4 is considered to be fulfilled when the conditions set out in point 3.1.3.4.1.1 are met in the case of a towed vehicle with service brake, or when the conditions set out in point 3.1.3.4.1.2 are met in the case of an unbraked or inertia-braked towed vehicle.

3.1.3.4.1.1. Even with the tractor engine not rotating, the combination at the maximum permissible mass remains stationary on the prescribed gradient when the activation of a single control device by the driver, from his driving seat, has applied the tractor parking braking system and the towed vehicle service braking system or only the tractor parking braking system.

3.1.3.4.1.2. The tractor parking braking system can hold stationary the tractor connected to an unbraked or inertia-braked towed vehicle having a mass equal to the highest ‘combination mass P_M+R’ mentioned in the test report. This mass shall be determined as follows:

(a)

in the case of unbraked towed vehicle: P_M+R =combination mass (mass P_M + declared unbraked towed vehicle mass P_R) according to point 3.1.1.2;

(b)

in the case of an inertia braked towed vehicle: P_M+R = combination mass (mass P_M + declared inertia-braked towed vehicle mass as specified by the manufacturer).

P_M = mass of the tractor (if applicable, including any ballast or supporting load or both of them).’

(m)

in point 3.2.1.3, the fifth paragraph is replaced by the following:

‘The test speed is 60 km/h or the maximum design speed of the towed vehicle, whichever is the lower.’

(n)

point 3.2.3 is replaced by the following:

‘3.2.3. Automatic braking system

The automatic braking performance in the event of a failure, as described in points 2.2.1.17.1 and 2.2.1.18.5 of Annex I, when testing the laden vehicle from a speed of 40 km/h or 0,8 vmax (whichever is lower), shall not be less than 13,5 % of the maximum stationary wheel load. Wheel-locking at performance levels above 13,5 % is permitted.’

(o)

Appendix 1 is amended as follows:

(i)

point 1.1.3 is replaced by the following:

‘1.1.3. However, vehicles of the categories mentioned in point 1.1.1 and in point 1.1.2 both equipped with an anti-lock braking system of category 1 or 2 (tractors) and category A or B (towed vehicles) fulfilling the relevant requirements of Annex XI shall also fulfil all the relevant requirements of this Appendix with the following exceptions or conditions:’

(ii)

the following points 1.1.5 and 1.1.6 are inserted:

‘1.1.5.

The requirements of this Appendix apply to the braking equipment fitted with the largest diameter tyres intended by the manufacturer for that vehicle type.

1.1.6.

Compliance with the adhesion utilisation and compatibility requirements associated with diagrams 1, 2 and 3 of this Appendix shall be demonstrated by calculation.’

(iii)

section 3 is replaced by the following:

‘3. Requirements for tractors of category T

3.1. Two-axle tractors

3.1.1. For k values between 0,2 and 0,8:

The provisions laid down in this point do not affect the requirements of Annex II relating to the braking performance. However, if, in tests made under the provisions of this point, braking performances are obtained which are higher than those prescribed in Annex II, the provisions relating to the adhesion utilization curves shall be applied within the areas of diagram 1 defined by the straight lines k = 0,8 and z = 0,8.

3.1.2. For all braking rates between 0,15 and 0,30:

3.1.2.1. The adhesion utilization curves for each axle are situated between two lines parallel to the line of ideal adhesion utilization given by the equation k = z +/–0,08 as shown in diagram 1 and the adhesion utilization curve for the rear axle for braking rates z > 0,3 complies with the relation:

3.1.3. For tractors authorised to tow vehicles of category R3b, R4b and S2b fitted with compressed-air braking systems:

3.1.3.1. When tested with the energy source stopped, the supply line blocked off, a reservoir of 0,5 litre capacity connected to the pneumatic control line and the system at cut-in and cut-out pressures, the pressure at full application of the braking control device shall be between 650 and 850 kPa at the coupling heads of the supply line and the pneumatic control line, irrespective of the load condition of the vehicle.

3.1.3.2. For vehicles equipped with an electric control line, a full application of the control device of the service braking system shall provide a digital demand value corresponding to a pressure between 650 and 850 kPa (see ISO 11992:2003 including ISO 11992-2:2003 and its Amd.1:2007).

3.1.3.3. These values shall be demonstrably present in the tractor when the latter is uncoupled from the towed vehicle. The compatibility bands in the diagrams specified in points 3.1.6, 4.1 and 4.2, should not be extended beyond 750 kPa and/or the corresponding digital demand value (see ISO 11992:2003 including ISO 11992-2:2003 and its Amd.1:2007).

3.1.3.4. It shall be ensured that at the coupling head of the supply line, a pressure of at least 700 kPa is available when the system is at cut-in pressure. This pressure shall be demonstrated without applying the service brakes.

3.1.4. For tractors authorised to tow vehicles of category R3b, R4b and S2b fitted with hydraulic braking systems:

3.1.4.1. When tested with the energy source at idling speed and of 2/3 of maximum engine speed, a control line of the towed vehicle simulator (point 3.6 of Annex III) connected to the hydraulic control line. At full application of the braking control device the pressures shall be between 11 500 and 15 000 kPa at the hydraulic control and shall be between 1 500 and 3 500 kPa at the supplementary line, irrespective of the load condition of the vehicle.

3.1.4.2. These values shall be demonstrably present in the tractor when uncoupled from the towed vehicle. The compatibility bands in the diagrams specified in points 3.1.6, 4.1 and 4.2, should not be extended beyond 13 300 kPa.

3.1.5. Verification of the requirements of points 3.1.1 and 3.1.2

3.1.5.1. In order to verify the requirements of points 3.1.1 and 3.1.2, the manufacturer shall provide the adhesion utilisation curves for the front and rear axles calculated by the formulae:

The curves shall be plotted for both the following load conditions:

3.1.5.1.1. Unladen, not exceeding the minimum mass declared by the manufacturer in the information document;

3.1.5.1.2. Laden; where provision is made for several possibilities of load distribution, the one whereby the front axle is the most heavily laden shall be the one considered.

3.1.5.2. Special requirements in the case of tractors where all axles are permanently rigidly connected (100 % locking rate) by the all-wheel drive or are automatically connected during braking by the all-wheel drive (100 % locking rate)

3.1.5.2.1. The mathematical verification pursuant to point 3.1.5.1 is not required.

3.1.5.3. Tractors with permanent all-wheel drive other than covered by point 3.1.5.2.

3.1.5.3.1. If it is not possible, for vehicles with permanent all-wheel drive or in the condition when the all-wheel drive is connected during braking, to carry out the mathematical verification pursuant to point 3.1.5.1, the manufacturer may instead verify by means of a wheel lock sequence test that, lockup of the front wheels occurs either simultaneously with or before the lockup of the rear wheels.

3.1.5.4. However, for tractors which automatically apply the all-wheel drive when the braking is initiated above a vehicle speed of 20 km/h but not automatically connect the all-wheel drive when the service braking system is applied at speeds not exceeding 20 km/h, then it is not required to show compliance with point 3.1.5.1 for the condition when the all-wheel drive is not connected during braking.

3.1.5.5. Procedure to verify the requirements set out in point 3.1.5.3

3.1.5.5.1. The wheel lock sequence test shall be conducted with the laden and the unladen vehicle on road surfaces having an adhesion level such that wheel locking on the first axle occurs at braking rates between 0,55 and 0,8 from the initial test speed specified in point 3.1.5.5.2.

3.1.5.5.2. Test speed:

0,9 vmax, but not exceeding 60 km/h.

3.1.5.5.3. The pedal force applied may exceed the permissible actuation forces pursuant to point 3.1.1 of Annex II.

3.1.5.5.4. Pedal force is applied and increased such that the second wheel on the vehicle shall reach lockup between 0,5 and 1 s after initiating the brake application, until lockup of both wheels on one axle occurs (additional wheels may also lock during the test, e.g. in the case of simultaneous lockup).

3.1.5.5.4.1. If it is not possible during the laden test to reach lockup of the second wheel within a period of 1 s, this test may be omitted under the condition that wheel-locking under the conditions as prescribed in point 3.1.5.5.4 can be demonstrated during the unladen test.

If also in the unladen test it is not possible to reach lockup of the second wheel within a period of 1 s, a third, decisive test shall be carried out on road surfaces with a coefficient of adhesion of not more than 0,3 from a test speed of 0,8 vmax km/h, but not exceeding 60 km/h.

3.1.5.5.4.2. For the purpose of the tests according to point 3.1.5.5, a simultaneous lockup of the front and rear wheels refers to the conditions when the time interval between the first occurrence of lockup of the last (second) wheel on the rear axle and the first occurrence of lockup of the last (second) wheel on the front axle does not exceed 0,3 second.

3.1.6. Tractors authorized to draw towed vehicles

3.1.6.1. The permissible relationship between the braking rate T_M/F_M and the pressure p_m shall lie within the areas shown on diagram 2 for all pressures between 20 and 750 kPa (in the case of compressed air braking system) and 350 and 13 300 kPa (in the case of hydraulic braking system).

3.2. Tractors with more than two axles

The requirements of point 3.1 shall apply to vehicles with more than two axles. The requirements of point 3.1.2 with respect to wheel lock sequence shall be considered to be met if, in the case of braking rates between 0,15 and 0,30, the adhesion utilised by at least one of the front axles is greater than that utilised by at least one of the rear axles.’

(iv)

point 6.1 is replaced by the following:

‘6.1. Vehicles which meet the requirements of this Appendix by means of a device mechanically controlled by the suspension of the vehicle shall be marked in accordance with the requirements laid down in Article 24 of Delegated Regulation (EU) 2015/208 and with the appropriate data to show the useful travel of the device between the positions corresponding to vehicle unladen and laden states, respectively, and any further information to enable the setting of the device to be checked.’

(v)

in point 6.3, the second sentence is replaced by the following:

‘An example of the markings for a mechanically controlled device in a vehicle fitted with compressed-air or hydraulic braking system is provided in accordance with the requirements laid down in Article 5 of Commisison Implementing Regulation (EU) 2015/504(1).’

(vi)

the title of Diagram 2 is replaced by the following:

‘Permissible relationship between braking rate T_M/F_M and the coupling head pressure pm for tractors of categories T and C with compressed air or hydraulic braking systems’

(3)

Annex III is amended as follows:

(a)

point 3.6.2.1.2.1 is deleted;

(b)

in point 1.1 of Appendix 2, the description of symbol A is replaced by the following:

‘A = hydraulic accumulator (pre-charge pressure: 1 000 kPa)’

(4)

Annex IV is amended as follows:

(a)

in point 1.2.2.1 of part A, the third sentence is replaced by the following:

‘The initial pressure shall be stated in the information folder.’

(b)

part B is amended as follows:

(i)

in point 1.2.2.1, the third sentence is replaced by the following:

‘The initial energy level shall be stated in the information folder.’

(ii)

in point 1.3.2.1, the third sentence is replaced by the following:

‘The initial energy level shall be stated in the information folder.’

(c)

part C is amended as follows:

(i)

in point 1.1.1, the following paragraph is added:

‘Energy storage devices used as pulsation dampers in hydraulic braking systems where the prescribed service braking performance is achieved by an energy source, are not considered as energy accumulation devices in the sense of this Annex.’

(ii)

point 2.1.3 is replaced by the following:

‘2.1.3. Interpretation of results

The time t shall not exceed 30 s in the case of tractors to which the coupling of a towed vehicle is not authorised.’

(5)

in Annex V, point 2.2.1 is replaced by the following:

‘2.2.1. response time requirements as laid down in section 6 of Annex III;’

(6)

Annex VII is amended as follows:

(a)

the title is replaced by the following:

‘Alternative test requirements for vehicles for which tests equivalent to Type-I, Type-II or Type-III tests have been carried out’

(b)

sections 1 and 2 are replaced by the following:

‘1. Definitions

For the purposes of this Annex:

1.1.

‘subject towed vehicle’ means a towed vehicle representative of the towed vehicle type for which type-approval is sought;

1.2.

‘identical’ means parts having identical geometric and mechanical characteristics and the materials used for the components of the vehicles;

1.3.

‘reference axle’ means an axle for which there is a test report;

1.4.

‘reference brake’ means a brake for which there is a test report;

1.5.

‘nominal test mass’ means the mass of a disc or drum which the manufacturer specifies for the disc or drum, respectively, with which the relevant test is carried out by the Technical Service;

1.6.

‘actual test mass’ means the mass measured by the Technical Service prior to the test;

1.7.

‘brake input threshold torque’ means the input torque necessary to produce a measurable brake torque;

1.8.

‘declared brake input threshold torque’ means the brake input threshold torque declared by the manufacturer and which is representative for the brake;

1.9.

‘declared external diameter’ means the external diameter of a disc declared by the manufacturer which is representative external diameter for the disc;

1.10.

‘nominal external diameter’ means the external diameter which the manufacturer specifies for the disc on which the relevant test is carried out by the Technical Service;

1.11.

‘actual external diameter’ means the external diameter of a disc measured by the Technical Service prior to the test;

1.12.

‘effective length of the cam shaft’ means the distance from the centre line of the S-cam to the centre line of the operating lever;

1.13.

‘brake factor’ means the input to output amplification ratio of the brake.

2. General requirements

Type-I and/or Type-II or Type-III tests, set out in Annex II, need not be performed on a vehicle and its systems submitted for approval in the following cases:

2.1.

The vehicle concerned is a tractor or a towed vehicle which, as regards tyres, braking energy absorbed per axle, and mode of tyre fitting and brake assembly, is identical with respect to braking with a tractor or a towed vehicle which:

2.1.1.

Has passed the Type-I and/or Type-II or Type-III test; and

2.1.2.

Has been approved, with regard to the braking energy absorbed, for mass per axle not lower than that of the vehicle concerned.

2.2.

The vehicle concerned is a tractor or a towed vehicle whose axle or axles are, as regards tyres, braking energy absorbed per axle, and mode of tyre fitting and brake assembly, identical with respect to braking with an axle or axles which have individually passed the Type-I and/or Type-II or Type-III test for masses per axle not lower than that of the vehicle concerned, provided that the braking energy absorbed per axle does not exceed the energy absorbed per axle in the reference test or tests carried out on the individual axle.

2.3.

The vehicle concerned is a tractor equipped with an endurance braking system, other than the engine brake, identical with an endurance braking system already tested under the following conditions:

2.3.1.

The endurance braking system shall, by itself, in a test carried out on a gradient of at least 6 per cent (Type-II test), have stabilised a vehicle whose maximum mass at the time of the test was not less than the maximum mass of the vehicle submitted for approval;

2.3.2.

It shall be verified in the above test that the rotational speed of the rotating parts of the endurance braking system, when the vehicle submitted for approval reaches a road speed of 30 km/h, is such that the retarding torque is not less than that corresponding to the test referred to in point 2.3.1.

2.4.

The vehicle concerned is a towed vehicle equipped with air operated S-cam or disc brakes which satisfy the verification requirements of Appendix 1 relative to the control of characteristics compared to the characteristics given in a report for a reference axle as shown in the test report. Other brake designs from air operated S-cam or disc brakes may be approved upon presentation of equivalent information.’

(c)

section 4 is replaced by the following:

‘4. Type-approval certificate

Where the foregoing requirements are applied, the type approval certificate shall include the following particulars:

4.1.

In the case under point 2.1 of this Annex, the approval number of the vehicle subjected to the Type-I and/or Type-II or Type-III test of reference shall be entered.

4.2.

In the cases under point 2.2 of this Annex, Table I in the template set out in Annex V to Implementing Regulation (EU) 2015/504 shall be completed.

4.3.

In the cases under point 2.3 of this Annex, Table II in the template set out in Annex V to Implementing Regulation (EU) 2015/504 shall be completed.

4.4.

If point 2.4 of this Annex is applicable, Table III in the template set out in Annex V to Implementing Regulation (EU) 2015/504 shall be completed.’

(d)

Appendix 1 is amended as follows:

(i)

section 2 is replaced by the following:

‘2. Symbols used in this Annex are explained in the following table:

2.1. Symbols

P

=

part of the vehicle mass borne by the axle under static conditions

F

=

normal reaction of road surface on the axle under static conditions = P·g

F_R

=

total normal static reaction of road surface on all wheels of towed vehicle

F_e

=

test axle load

P_e

=

F_e / g

g

=

acceleration due to gravity: g = 9.81 m/s²

C

=

brake input torque

C₀

=

brake input threshold torque. This torque may be determined by extrapolation of measurements within a range not exceeding 15 per cent braking rate or other equivalent methods

C_0,dec

=

declared brake input threshold torque

C_max

=

maximum brake input torque

R

=

dynamic tyre rolling radius. As an alternative for vehicles of categories Ra and Sa, the static loaded radius, as specified by the tyre manufacturer, may be used instead of the dynamic tyre rolling radius

T

=

brake force at tyre/road interface

T_R

=

total brake force at tyre/road interface of the towed vehicle

M

=

brake torque = T.R

z

=

braking rate = T/F or M/(R·F)

s

=

actuator stroke (working stroke plus free stroke)

s_p

=

the effective stroke (the stroke at which the output thrust is 90 % of the average thrust ThA)

Th_A

=

average thrust (the average thrust is determined by integrating the values between 1/3 and 2/3 of the total stroke S_max)

l

=

lever length

r

=

internal radius of brake drums or effective radius of brake discs

p

=

brake actuation pressure

Note: Symbols with the suffix ‘e’ relate to the parameters associated with the reference brake test and may be added to other symbols as appropriate.’

(ii)

point 3.1.2 is replaced by the following:

‘3.1.2. The results of tests on a combination of axles may be used in accordance with point 2.1 of this Annex provided that each axle contributes equal braking energy input during the drag and hot brake tests.’

(iii)

point 3.7 is replaced by the following:

‘3.7. Identification

3.7.1. The axle shall carry in a visible position at least the following identification information grouped together, in any order, in a legible and indelible manner:

3.7.1.1. Axle manufacturer and/or make;

3.7.1.2. Axle identifier;

3.7.1.3. Brake identifier

3.7.1.4. Fe identifier;

3.7.1.5. Base part of test report number;

3.7.1.6. Example of the identifiers:

Axle Manufacturer and/or make ABC

ID1-XXXXXX

ID2-YYYYYY

ID3-11111

ID4-ZZZZZZZ

3.7.2. A non-integrated automatic brake adjustment device shall carry in a visible position at least the following identification information grouped together, in a legible and indelible manner:

3.7.2.1. Manufacturer and make or one of the two, as applicable

3.7.2.2. Type

3.7.2.3. Version

3.7.3. The make and type of each brake lining or pad shall be visible when the lining or pad is mounted on the brake shoe or back plate in a legible and indelible manner.

3.7.4. Identifiers

3.7.4.1. Axle identifier

The axle identifier categorizes an axle in terms of its braking force/torque capability as stated by the axle manufacturer.

The axle identifier shall be an alphanumeric number consisting of the four characters ‘ID1-’ followed by a maximum of 20 characters.

3.7.4.2. Brake identifier

The brake identifier shall be an alphanumeric number consisting of the four characters ‘ID2-’ followed by a maximum of 20 characters.

A brake with the same identifier is a brake which does not differ with regard to the following criteria:

(a)

type of brake;

(b)

base material with respect to calliper housing, brake carrier, brake disc and brake drum;

(c)

dimensions with the suffix ‘e’ according to the test report;

(d)

the basic method used within the brake to generate the braking force;

(e)

in the case of disc brakes, the friction ring mounting method: fixed or floating;

(f)

brake factor B_F;

(g)

different brake characteristics with respect to the requirements of Annex VII which are not covered by point 3.7.4.2.1 of this Appendix.

3.7.4.2.1. Differences allowed within the same brake identifier

The same brake identifier may include different brake characteristics with regard to the following criteria:

(a)

increase in maximum declared brake input torque C_max;

(b)

deviation of declared brake disc and brake drum mass m_dec: ± 20 per cent;

(c)

method of attachment of the lining / pad on the brake shoe / back plate;

(d)

in the case of disc brakes, increase of maximum stroke capability of the brake;

(e)

effective length of the cam shaft;

(f)

declared threshold torque C_0,dec;

(g)

± 5 mm from the declared external diameter of the disc;

(h)

type of cooling of the disc (ventilated/non-ventilated);

(i)

hub (with or without integrated hub);

(j)

disc with integrated drum – with or without parking brake function;

(k)

geometric relationship between disc friction surfaces and disc mounting;

(l)

brake lining type;

(m)

material variations (excluding changes in base material referred to in point 3.7.4.2.) for which the manufacturer confirms that such a material variation does not change the performance with respect to the required tests;

(n)

back plate and shoes.

3.7.4.3. Fe identifier

The Fe identifier indicates the test axle load. It shall be an alphanumeric number consisting of the four characters ‘ID3-’ followed by the Fe value in daN, without the daN unit identifier.

3.7.4.4. Test report identifier

The test report identifier shall be an alphanumeric number consisting of the four characters ‘ID4-’ followed by the base part of the test report number.

3.7.5. Automatic brake adjustment device (integrated and non-integrated)

3.7.5.1. Types of automatic brake adjustment device

The same type of automatic brake adjustment device does not differ with regard to the following criteria:

(a)

body: base material ;

(b)

maximal permitted brake shaft moment;

(c)

adjustment operating principle.

3.7.5.2. Versions of automatic brake adjustment device, with respect to the adjustment behaviour

Automatic brake adjustment devices within a type that have an impact on the running clearance of the brake are considered to be different versions.’

(iv)

point 3.8 is replaced by the following:

‘3.8. Test criteria

In the case that a new test report, or a test report extension, is required for a modified axle or brake within the limits specified in the information document the following criteria are used to determine the necessity for further testing taking into account worst case configurations agreed with the Technical Service.

a If applicable
Abbreviations used in the subsequent table
CT (complete test)	Test: 3.5.1. : Supplementary cold performance test 3.5.2. : Fade test (Type-I test)a 3.5.3. : Fade test (Type-III test)a
FT (fade test)	Test: 3.5.1. Supplementary cold performance test 3.5.2. Fade test (Type-I test)a 3.5.3. Fade test (Type-III test)a

a No test is required if the manufacturer can demonstrate that a change does not affect the stiffness.
Differences according to point 3.7.4.2.1	Test criteria
(a) Increase in maximum declared brake input torque Cmax	Change allowed without additional testing
(b) Deviation of declared brake disc and brake drum mass mdec: ± 20 per cent	CT: The lightest variant shall be tested; if the nominal test mass for a new variant deviates less than 5 per cent from a previously tested variant with a higher nominal value then the test of the lighter version may be dispensed with. The actual test mass of the test specimen may vary ± 5 per cent from the nominal test mass.
(c) Method of attachment of the lining / pad on the brake shoe / back plate	The worst case specified by the manufacturer and agreed by the Technical Services conducting the test
(d) In the case of disc brakes, increase of maximum stroke capability of the brake	Change allowed without additional testing
(e) Effective length of the cam shaft	The worst case is considered to be the lowest cam shaft torsional stiffness and shall be verified by either: (i) FT; or (ii) Change allowed without additional testing if by calculation the influence with respect to stroke and braking force can be shown. In this case the test report shall indicate the following extrapolated values: se, Ce, Te, Te/Fe.
(f) Declared threshold torque C0,dec	It shall be checked that the brake performance remains within the corridors of Diagram 1
(g) ± 5 mm from the declared external diameter of the disc	The worst case test is considered the smallest diameter The actual external diameter of the test specimen may vary ± 1 mm from the nominal external diameter specified by the axle manufacturer.
(h) Type of cooling of the disc (ventilated/non-ventilated)	Each type shall be tested
(i) Hub (with or without integrated hub)	Each type shall be tested
(j) Disc with integrated drum – with or without parking brake function	Testing is not required for this feature
(k) Geometric relationship between disc friction surfaces and disc mounting	Testing is not required for this feature
(l) Brake lining type	Each type of brake lining
(m) Material variations (excluding changes in base material referred to in point 3.7.4.2.) for which the manufacturer confirms that such a material variation does not change the performance with respect to the required tests	Test not required for this condition
(n) Back plate and shoes	Worst case test conditionsa: Back plate : minimum thickness Shoe : lightest brake shoe

3.8.1. If an automatic brake adjustment device deviates from a tested one according to points 3.7.5.1 and 3.7.5.2, an additional test according to point 3.6.2 is necessary.’

(7)

Annex VIII is amended as follows:

(a)

point 2.2.18 is replaced by the following:

‘2.2.18. s': effective (useful) travel of control device in millimetres, determined as required by point 10.4.’

(b)

point 2.2.23 is replaced by the following:

‘2.2.23. M*: braking torque as specified by the manufacturer. This braking torque shall produce at least the prescribed braking force B*;’

(c)

point 2.2.24 is replaced by the following:

‘2.2.24. R: Dynamic tyre rolling radius. As an alternative for vehicles of categories Ra and Sa, the static loaded radius, as specified by the tyre manufacturer, may be used instead of the dynamic tyre rolling radius;’

(d)

point 5.5 is replaced by the following:

‘5.5. In the case of inertia braking system on multi-axled drawbar towed vehicles, the loss of travel so referred to in in point 10.4.1 shall be measured.’

(e)

section 9 is replaced by the following:

‘9. Test reports

Applications for the approval of towed vehicles equipped with inertia braking systems shall be accompanied by the test reports relating to the control device and the brakes and the test report on the compatibility of the inertia type control device, the transmission device and the brakes of the towed vehicle, these reports including at least the particulars prescribed in Article 9 of Implementing Regulation (EU) 2015/504.’

(f)

in point 10.3.1, the second paragraph is replaced by the following:

‘To check whether these conditions are complied with the following inequalities shall be applied:’

(g)

point 10.3.1.1 is replaced by the following:

‘10.3.1.1. In mechanical-transmission inertia braking systems:

’

(h)

point 10.3.1.2 is replaced by the following:

‘10.3.1.2. In hydraulic-transmission inertia braking systems:

’

(i)

point 10.4.3.2 is replaced by the following:

‘10.4.3.2. in hydraulic-transmission inertia braking systems:

’

(j)

the following points 10.4.4, 10.4.4.1, 10.4.4.1.1, 10.4.4.1.2, 10.4.4.2, 10.4.4.2.1, 10.4.4.2.2, 10.4.5, 10.4.5.1, 10.4.5.2, 10.4.5.3 and 10.4.5.4 are inserted:

‘10.4.4. When the towed vehicle moves rearward the following inequalities shall be applied:

10.4.4.1. In mechanical-transmission inertia braking systems:

10.4.4.1.1.

10.4.4.1.2.

10.4.4.2. In hydraulic-transmission inertia braking systems:

10.4.4.2.1.

10.4.4.2.2.

10.4.5. Checks when an overload protector within the meaning of point 3.6. is fitted

The following inequalities shall be applied:

10.4.5.1. where the overload protector is mechanical on the inertia control device:

10.4.5.2. where the overload protector is hydraulic on the inertia control device:

10.4.5.3. if the overload protector is on the inertia control device:

10.4.5.4. if the overload protector is fitted on the brake:

’

(k)

in Appendix 1, Figure 5A is replaced by the following:

‘Figure 5A Mechanical-transmission braking system (See point 2.3 of this Annex)

(8)

Annex IX is amended as follows:

(a)

point 5.2.2.2 is deleted;

(b)

the following point 5.2.3.1 is inserted:

‘5.2.3.1. If, in the case of a hydrostatic drive, the vehicle cannot be stopped on a gradient, then it is permissible to operate the parking braking system to stop the vehicle from residual creep speed to standstill. For this purpose the parking braking system has to be designed such that it is possible for it to be actuated during driving.’;

(c)

point 5.3.4 is replaced by the following:

‘5.3.4. The braking force distribution of the service brake system shall be designed in such a way that during braking there is no significant moment around the vertical axis of the vehicle if the limit of adhesion between tyres and road on homogeneous road surfaces is not attained.’

(d)

in point 5.3.12, the second sentence is replaced by the following:

‘This shall be demonstrated by compliance with the technical requirements laid down in accordance with the relevant provisions of Article 19 of Delegated Regulation (EU) 2015/208.’

(e)

in point 6.1.2.2, the first paragraph is replaced by the following:

‘Lift-off of an axle is permissible for vehicles of Class I and Class II at a deceleration exceeding 4,5 m/s². However, the driving stability shall be preserved.’

(f)

in point 6.2.2, the second sentence is replaced by the following:

‘In the case of Class III vehicles this sequence shall be automatic, using only the service brake control device.’

(g)

in the Table of point 6.4.4.2, the fifth row is replaced by the following:

‘Friction braking system

80

60’

(h)

in the second paragraph of point 6.5.2, the second sentence is replaced by the following:

‘In the case of Class III vehicles this sequence shall be automatic, using only the parking brake control device.’

(9)

Annex XI is amended as follows:

(a)

in point 4.4, the second sentence is replaced by the following:

‘That requirement shall be demonstrated by compliance with the technical requirements laid down in Article 19 of Delegated Regulation (EU) 2015/208.’

(b)

in Appendix 3, point 1.1 is replaced by the following:

‘1.1. The prescribed braking rate referred to in point 5.3.5 of this Annex may be calculated by reference to the measured coefficient of adhesion of the two surfaces on which this test is carried out.

The two surfaces shall satisfy the conditions set out in point 5.3.4. of this Annex.’

(10)

Annex XII is amended as follows:

(a)

in point 3.1, the first sentence is replaced by the following:

‘The electric control line of the tractor shall provide information as to whether the requirements of point 2.2.1.16.3 of Annex I can be satisfied by the electric control line, without assistance from the pneumatic control line.’

(b)

point 3.3.3 is replaced by the following:

‘3.3.3. when the electric control signal has exceeded the equivalent of 100 kPa for more than 1 second, the towed vehicle shall verify that a pneumatic signal is present; should no pneumatic signal be present, the driver shall be warned from the towed vehicle by the separate yellow warning signal specified in point 2.2.1.29.2 of Annex I.’

(c)

in point 3.4, the first sentence is replaced by the following:

‘A towed vehicle may be equipped as described in point 2.1.4.1.3 of Annex I, provided that it can only be operated in conjunction with a tractor with an electric control line which satisfies the requirements of point 2.2.1.16.3 of Annex I.’

(d)

in point 3.5.3, the first sentence is replaced by the following:

‘When the tractor is equipped according to point 2.1.4.1.3 of Annex I or, if it satisfies the requirements of point 2.2.1.16.3 of Annex I without assistance from the pneumatic control line, point 2.1.4.1.2 of Annex I, the actuation of the parking braking system on the tractor shall actuate a braking system on the towed vehicle via the electric control line.’

(e)

in the first paragraph of point 4.1.3, the second sentence is replaced by the following:

‘When the prescribed service braking performance can no longer be achieved (red warning signal), failures resulting from a loss of electrical continuity (e.g. breakage, disconnection) shall be signalled to the driver as soon as they occur, and the prescribed residual braking performance shall be fulfilled by operating the service braking control device in accordance with point 3.1.4 of Annex II.’

(f)

in point 4.1.10, the first sentence is replaced by the following:

‘In the case of a failure in the electric control transmission of a towed vehicle, electrically connected via an electric control line only, according to point 2.1.4.1.3 of Annex I, braking of the towed vehicle shall be ensured according to point 2.2.1.17.2.1 of Annex I.’

(g)

in point 4.2.2, the third paragraph is replaced by the following:

‘For towed vehicles, electrically connected via an electric control line only, according to point 2.1.4.1.3 of Annex I, and fulfilling the requirements set out in point 2.2.1.17.2.2 of Annex I with the performance prescribed in point 3.2.3 of Annex II, it is sufficient that the provisions of point 4.1.10 of this Annex are invoked, when a braking performance of at least 30 % of the prescribed performance for the service braking system of the towed vehicle can no longer be ensured, by either providing the ‘supply line braking request’ signal via the data communication part of the electric control line or by the continuous absence of this data communication.’

(h)

in point 3.2.2.2.1.4 of Appendix 2, the second sentence is replaced by the following:

‘After the braking system has checked that no defects that require identification by the red warning signal are present the message referred to in this point shall be set to 00_b.’

(11)

Annex XIII is amended as follows:

(a)

point 1.2 is deleted;

(b)

the title and first paragraph of section 3 are replaced by the following:

‘3. Alternative requirements

As an alternative to the requirements of sections 1 and 2, hydraulic connection of the single line type installed on tractors shall fulfil all the requirements of this section, in addition to the provisions of point 2.1.’

(c)

point 3.9 is replaced by the following:

‘3.9. Braking valve and energy source shall be marked in accordance with the requirements laid down in Article 24 of Delegated Regulation (EU) 2015/208.’.

(1)

Commission Implementing Regulation (EU) 2015/504 of 11 March 2015 implementing Regulation (EU) No 167/2013 of the European Parliament and of the Council with regard to the administrative requirements for the approval and market surveillance of agricultural and forestry vehicles (OJ L 85, 28.3.2015, p. 1.).’