‘6.2.2.

Validation process of the mathematical model

The mathematical model shall be validated in comparison with the actual test conditions. A physical test shall be conducted for the purposes of comparing the results obtained when using the mathematical model with the results of a physical test. Comparability of the test results shall be proven. For that purpose, manufacturers shall provide the technical service with a correlation report containing the information on the mathematical model and the correlation between the results obtained with such model and those obtained in the physical tests in accordance with the scheme set out in point 6.1. A validation report, confirming the compliance of the mathematical model, shall be drafted by the manufacturer or by the technical service and submitted to the approval authority. Any change made to the mathematical model or to the software likely to invalidate the validation report shall be brought to the attention of the approval authority, which may require that a new validation process is conducted. The flow chart of the validation process is shown in Figure 1 of point 7.’

‘6.2.7.

Approval process when using virtual testing

The compliance with the requirements set out in Table 1 of point 5.2. may be demonstrated by virtual testing procedures only if these are carried out in accordance with a mathematical model validated in accordance with the requirements set out in point 6.2.2. The applicability and restrictions of the model shall be agreed with the technical services and shall be subject to the approval of the approval authority.

6.2.8.

Virtual testing test report

A test report of the virtual testing results shall be provided by the technical service. The test report should be coherent with the correlation report and the validation report and shall include at least the following elements: the building of a virtual prototype, the simulation inputs and the simulation results related to the technical requirements.’

‘4.4.

Point 4.1.2 shall apply from 1.7.2021.

However, manufacturers of vehicles of R- and S-category that do not employ diagnostic tools or a physical or wireless communication with the on-board electronic control unit(s) for the purposes of diagnostics or reprogramming of their vehicles are exempted from the obligations set out in point 4.1.2.’

‘6.2.

Vehicles, systems, components and separate technical units covered by point 6.1 shall be listed on the manufacturer’s repair and maintenance information website.’

‘2.5.

Reprogramming and diagnostics of control units for the purposes of recalibration after a repair or loading software to a replacement ECU or recoding or reinitialising replacement parts or components, must allow the use of non-proprietary hardware.

2.5.1.

Reprogramming and diagnostics (PC-VCI communication interface) shall be conducted in accordance with either ISO 22900-2, SAE J2534 or TMC RP1210 from 1.7.2021;

However, the first paragraph shall apply from 1.7.2023 to the following manufacturers:

2.5.2.

Ethernet, serial cable or Local Area Network (LAN) interface and alternative media like Compact Disc (CD), Digital Versatile Disc (DVD) or solid state memory device may also be used, but on the condition that no proprietary communication software (e.g. drivers or plug-ins) and hardware is required. For the validation of the compatibility of the manufacturer-specific application and the vehicle communication interfaces (VCI) complying to ISO 22900-2, SAE J2534 or TMC RP1210, the manufacturer shall offer either a validation of independently developed VCIs or the information, and loan of any special hardware, required for a VCI manufacturer to conduct such validation himself. The conditions set out in Article 55 of Regulation (EU) No 167/2013 shall apply to fees for such validation or information and hardware.

2.5.3.

Co-existence of vehicle manufacturers’ software shall be ensured from 1.7.2021;

However, the first paragraph shall apply from 1.7.2023 to the following manufacturers:

2.5.4.

To ensure communication between the vehicle and diagnostic tools, the following standards shall apply for the physical diagnostic connectors between VCI and vehicle: SAE J1939-13, ISO 11783-2, ISO 15031-3 and ISO 13400-4.’

‘1.3.

Measuring apparatus

A precision quality sound level meter shall be used meeting the requirements of the International Electrotechnical Commission Standards IEC 61672-1:2013 Electroacoustics - Sound level meters - Part 1: Specifications. Measurement shall be carried out with a frequency weighting network in conformity with curve A and set to give slow response as is described in the IEC publication.’

‘1.3.1.

The equipment shall be calibrated frequently and, if possible, before each measuring session.

1.3.2.

An adequate technical description of measuring equipment shall be given in the test report.

1.3.3.

In the case of variable readings, the average of the maximum values shall be taken.’

‘—

for length measurements: ± 0,5 %,’;

‘3.5.3.2.7.

The measurements at the point of seat attachment and on the seat itself shall be made during the same run.

For measuring and recording the vibrations, an accelerometer, a measuring amplifier and a magnetic tape recorder, electronic system for data acquisition or direct-reading vibration meter shall be used. The specifications laid down in points 3.5.3.3.2 to 3.5.3.3.6 shall apply to those instruments.’

‘3.5.3.3.4.

Magnetic tape recorder or electronic data acquisition system

If a tape recorder or electronic system for data acquisition is used, it must have a maximum reproduction error of ± 3,5 % in a frequency range of 1 to 80 Hz, including change of tape speed during replay for analysis.’

(a)

the range of adjustment as a function of the driver's mass extends from at least 50 to 120 kg;

(b)

the change in the angle of inclination measured during the lateral stability test does not exceed 5o;

(c)

neither of the two values set in point 3.5.3.3.7.2 exceed 1,25 m/s2;

(d)

the ratio referred to in points 3.5.7.4 and 3.5.7.5 does not exceed the value of 2.’

‘(2)

The rearward inclination of the surface of the fitted seat cushion must be 3o to 12o in relation to the horizontal when measured with the loading device in accordance with Appendix 8. The choice of the angle of inclination within this class depends on the position when seated.’

‘2.1.

Positioning of the seat

For the purposes of Annex XV, the seat reference point (S) shall be obtained with the seat set in the rearmost longitudinal position and at the mid-point of the height adjustment range. Seats having a suspension system, whether or not adjustable according to the driver's weight, must be set at the mid-point of the suspension travel.’

(a)

devices to secure quick-release mounting components;

(b)

components of protective devices which open without the aid of tools.’

‘(ag)

information about the location of the greasing points, the safe greasing process and greasing intervals (daily/monthly/yearly);’

‘(g)

information about the maximum lift capacity of the three-point lifting mechanism and information on how to fix the three-point lifting mechanism laterally and vertically for road travel;’

‘(l)

information about using implements with power take-off drive shafts and that the technically possible inclination of the shafts depend on the shape and size of the master shield and clearance zone, including instructions and specific warnings relating to:

(a)

vehicles equipped with a straddle seat and handlebars, which are deemed to comply with the requirements of EN 15997:2011 for throttle control and manual clutch control,

(b)

vehicles of category T or C requiring a sustained activation of the right pedal to keep them in motion (e.g. vehicles fitted with a throttle pedal and a continuous variable transmission, or vehicles fitted with two pedals for forward and reverse direction and a hydrostatic transmission),

(c)

vehicles of category C with a maximum design speed of less than 15 km/h and fitted with hand-operated levers for controlling differential steering.’

‘2.1.

The symbols used for identification of control devices shall comply with the requirements set out in section 1 of Annex XXVI.’

‘3.1.1.

In the case of a vehicle fitted with hydrostatic transmission or a transmission with a hydrostatic component, the requirement laid down in point 3.1 that the engine cannot be started unless the clutch mechanism is disengaged shall be construed as that the engine cannot be started unless the transmission control is in neutral position or depressurized.’

‘3.2.

In case that an operator standing on the ground (e.g. tractor's side), can start the engine and fulfil simultaneously the requirements guaranteeing the safe start of the engine in accordance with point 3.1, one additional control device shall be activated to start the engine.’

‘3.3.

The terminals of the starter motor shall be protected in order to prevent shunting its solenoid by means of simple tools (e.g. a screwdriver).’

‘7.3.

It shall always be possible to shut off the PTO from the driving position. This requirement shall also apply to the associated PTO external control device(s), if fitted. The shut off shall be always an override control device.’

‘7.4.

Additional requirements for the PTO external control device(s), if fitted’;

‘1.3.

Flexible hydraulic hoses must be clearly identifiable and indelibly marked in accordance with the requirements set out in paragraph 13 of ISO 17165-1:2007.’

‘4.2.

Greasing points shall be clearly identified on the vehicle with symbols, pictorials, pictograms or colour coding and its location and instructions of use shall be indicated in the operator's manual.’

‘2.2.

The application for type-approval shall be accompanied by the information folder in accordance with Articles 2 and 6 of Implementing Regulation (EU) 2015/504.

2.3.

An engine conforming to the engine type or parent engine characteristics described in Annexes I and II to Directive 97/68/EC shall be submitted to the technical service responsible for conducting the approval tests.’

(i)

in section 1, point (c) is replaced by the following:

(ii)

point 6 is replaced by the following:

‘2.1.2.

It shall be accompanied by the information document, in accordance with Article 2 of Implementing Regulation (EU) 2015/504.

2.1.3.

The manufacturer shall submit an agricultural and forestry vehicle engine conforming to the engine type or parent engine characteristics in accordance with Annex I to this Regulation and Annex II to Directive 97/68/EC to the technical service responsible for conducting the approval tests.’

‘2.2.2.

It shall be accompanied by the information document in accordance with Article 2 of Implementing Regulation (EU) 2015/504 and a copy of the EU type-approval certificate for the engine or engine family and, if applicable, for systems, components and separate technical units which are installed in the agricultural and forestry vehicle type.’

‘3.2.1.

intake depression shall not exceed the maximum allowable intake depression specified for the type-approved engine;

3.2.2.

exhaust back pressure shall not exceed the maximum allowable back pressure specified for the type-approved engine;’

‘3.2.3.

particular conditions for the installation of the engine in the vehicle according to the type-approval certificate of the engine.’

‘1.3.1.1.

The steady speed before approaching line AA’shall be three-quarters of the maximum design speed (vmax) as declared by the manufacturer which can be attained in the highest gear used for road movement.’

‘2.1.1.

Braking components and parts’

‘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.’

‘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.’

‘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.’

‘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.’

‘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.’

‘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.’

‘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.’

‘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.’

‘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.’

‘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).’

‘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:’

‘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.’

‘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.’

‘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.’

‘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.’

‘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.’

‘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.’

‘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.’

‘2.5.3.

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

(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:

‘PM + R =combination mass (mass PM + declared unbraked towed vehicle mass PR)’

‘—

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

‘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 PM+R’ mentioned in the test report. This mass shall be determined as follows:

‘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.’

(i)

point 1.1.3 is replaced by the following:

(ii)

the following points 1.1.5 and 1.1.6 are inserted:

(iii)

section 3 is replaced by the following:

‘3.   Requirements for tractors of category T

3.1.   Two-axle tractors

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:

(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).

(*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.).’"

(vi)

the title of Diagram 2 is replaced by the following:

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

(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.’

(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:

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.

2.1.

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:

2.2.

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:

2.4.

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.’

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.’

(i)

section 2 is replaced by the following:

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

(ii)

point 3.1.2 is replaced by the following:

(iii)

point 3.7 is replaced by the following:

(iv)

point 3.8 is replaced by the following:

‘2.2.18.

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

‘2.2.23.

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

‘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;’

‘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.’

‘10.3.1.1.

In mechanical-transmission inertia braking systems:

’

‘10.3.1.2.

In hydraulic-transmission inertia braking systems:

’

‘10.4.3.2.

in hydraulic-transmission inertia braking systems:

’

‘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:

‘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.’;

‘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.’

‘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.’

‘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.’

‘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.’.

(i)

the first sentence is replaced by the following:

‘The requirements set out in point 2.2 are not applicable to C-category tractors with steel track chains equipped with differential steering.’

(ii)

the third sentence is replaced by the following:

‘If the steering system is combined with the braking system, the requirements laid down in Commission Delegated Regulation (EU) 2015/68 (*1) shall apply.

(*1)  Commission Delegated Regulation (EU) 2015/68 of 15 October 2014 supplementing Regulation (EU) No 167/2013 of the European Parliament and of the Council with regard to vehicle braking requirements for the approval of agricultural and forestry vehicles (OJ L 17, 23.1.2015, p. 1).’"

6.1.1.

Presence: Mandatory for tractors with maximum design speed exceeding 40 km/h. Optional for other tractors. Main-beam headlamps are prohibited on R- and S-category vehicles. Main-beam head lamps, as prescribed in UNECE Regulation No 1, as referenced in Annex I, are only allowed on tractors with maximum design speed not exceeding 40 km/h. Main-beam head lamps, as prescribed in UNECE Regulations Nos 1, 8 and 20, as referenced in Annex I, are only allowed on new tractor types until 31 December 2020 and are only allowed on new tractors until 31 December 2022.’

‘6.2.

Dipped-beam headlamps (UNECE Regulations Nos 1, 8, 20, 98, 112 and 113, as referenced in Annex I to this Regulation)’;

‘6.2.1.

Presence: Tractors shall be equipped with dipped-beam headlamps. Dipped-beam headlamps are prohibited on R- and S-category vehicles. Dipped-beam head lamps, as prescribed in UNECE Regulation No 1, as referenced in Annex I, are only allowed on tractors with maximum design speed not exceeding 40 km/h. Dipped-beam head lamps, as prescribed in UNECE Regulations Nos 1, 8 and 20, as referenced in Annex I, are only allowed on new tractor types until 31 December 2020 and are only allowed on new tractors until 31 December 2022.’

‘6.25.5.1.2.

The other two retro-reflectors shall keep within a maximum height of 2 500 mm above the ground and shall comply with point 6.25.5.1.’

‘1.1.

Interior parts of the passenger compartment excluding the side doors, with all doors, windows and access lids in the closed position’;

‘1.1.1.

The application for approval of a vehicle type, with regard to its electromagnetic compatibility pursuant to Articles 24 and 26 of Regulation (EU) No 167/2013 and Annex I to Implementing Regulation (EU) 2015/504 shall be submitted by the vehicle manufacturer.

1.1.2.

The vehicle manufacturer shall submit the information document, the model of which is set out in Annex I to Implementing Regulation (EU) 2015/504.’

‘1.2.2.

The vehicle manufacturer shall submit the information document, the model of which is set out in Annex I to Implementing Regulation (EU) 2015/504.’

‘1.2.6.

Where applicable, any restrictions on use shall be identified. Any such restrictions shall be included in the information document referred to in Article 2 of Implementing Regulation (EU) 2015/504 or in the EU type-approval certificate referred to in Annex V of Implementing Regulation (EU) 2015/504.’

‘2.1.

Every ESA conforming to a type approved pursuant to this Regulation shall bear an EU type-approval mark in accordance with Article 5 of Implementing Regulation (EU) 2015/504 and Annex XX to this Regulation.’