by Frank Woodward
Page 50
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Be safe all year round
THE TESTING and inspection of goods carrying vehicles is the main ingredient of many Regulations to ensure that all such vehicles are maintained in a "fit and serviceable condition" while being used on the public roads. " There is no Regulation which compels an operator of a road vehicle to repair or regularly service goods vehicles the words "testing and inspection" are used, and a transport operator is only required to "inspect", and if defects are found, then to take action to remedy the defect(s) before using the vehicle on a public road.
The Department of Transport is primarily concerned with "safety in operation", which can be defined as "the avoidance of injury or damage to persons and property" and is assisted in carrying out this responsibility by Statutory legislation approved by Parliament.
The main statutes covering the inspection and testing of goods carrying vehicles are: • Road Traffic Act 1972 (Section 53, 56) by which an authorised vehicle examiner of the DTp is empowered to inspect any goods vehicles at the roadside, or at any premises where vehicles are known to be kept.
The Act also authorises such vehicle examiners and police officers to divert goods vehicles up to a distance of five miles for the purpose of carrying out an inspection.
• The Construction and Use Regulations 1978 (Regulation 145) also empower a vehicle examiner or a uniformed police officer to enter premises to inspect vehicles subject to the consent of the owner of those premises, or by giving 48 hours' notice of the intended vehicle inspection. It is an offence to obstruct an authorised person from carrying out such an inspection.
• The Motor Vehicle (Tests) Regulations 1981 apply to goods vehicles and dual purpose vehicles which do not exceed 1,525kg unladen weight, and require such vehicles to undergo an annual inspection and test at an "approved garage" when they are three years of age and over. (This test and inspection also applies to cars.) • The Goods Vehicle (Plating and Testing) Regulations 1982 apply to all goods vehicles with an unladen weight in excess of 1,525kg and to articulated and drawbar trailers with an unladen weight in excess of 1,020kg. Such vehicles are required to be inspected and tested annually before the end of the first anniversary month of the date of first registration or, in the case of trailers, the anniversary of the date of sale.
For example: Vehicle first registered January 5, 1984. First annual test due before January 31, 1985. Trailer first sold January 16, 1984. First annual test due before January 31, 1985.
Where a vehicle or trailer is manufactured in one. year and not registered until after July 1 of the following year, then the first annual test and inspection must be taken before December 31 of the year of first registration.
So: Vehicle (or trailer) manufactured October 16, 1983. Vehicle first registered August 1, 1984, or Trailer first sold August 1, 1984, Then first annual test is due before December 31, 1984.
The above situation may also arise where a vehicle chassis is purchased and is then required to have a truck body built on the chassis before being registered and used. The inspection and testing of goods vehicles under this Act is carried out at government test stations, and it is necessary to plan well ahead in arranging the appointments.
Inspections and prohibition notices
Section 56 of the Road Traffic Act 1972 authorises a system of prohibition notices which enable DTp vehicle examiners to exercise the powers given under the various Regulations. There are seven different types of form used: • GV3. This directs "a vehicle" to proceed to a specific place (within 5 miles) for the purpose of an inspection.
• GV9. This is an "immediate prohibition notice". It is used when a vehicle is found to be "unfit for the use on a road" or, if the examiner considers that the defect found "is likely to make the vehicle unfit for use". A GV9 can be annotated "delayed prohibition", and if issued, the delay cannot exceed 10 days.
• GV9A. This is used by a vehicle examiner to "vary the terms of a GV9 prohibition" by: suspending it until a given future date deferring it until a given future date amending the original list of defects which resulted in the GV9 prohibition.
• GV9B. This is issued "at the roadside" after the issue of a GV9, to allow the "prohibited vehicle" to be driven "to a place where the defects can be rectified".
• GV9C. This is issued after an operator has requested the removal of a GV9 prohibition following the repair of the defect, and the examiner on inspection of the repaired defect is not satisfied that the vehicle is fit to be used.
• GV10. This removes all prohibition notices and is issued when an examiner is satisfied that all defects have been repaired and the vehicle meets the required standard for use on the road.
• GV.DN. This is not a prohibition notice, but can be issued by an examiner if minor defects are found, and the defects are not serious enough for a GV9 to be issued.
In all cases, three copies of a prohibition notice are made out and circulated: copy handed to the driver of the vehicle
copy sent to the "ownerof the vehicle
copy sent to the Traffic Area Office from which the 0-licence of the vehicle was issued.
This record of the issue of a prohibition notice is retained at the Traffic Area in the 0-licence file of the operator and will be referred to on any application to renew or vary the 0-licence.
A record of continuing "poor maintenance" reflected through the issue of GV9s (or GV.DNs) may also result in the operator being called to attend a public inquiry by the Traffic Commissioners.
The annual test
This is an important entry in any transport operator's diary, and most vehicle maintenance schedules will allow as long as 10 working days to prepare a vehicle for the test in order to ensure that a pass is recorded.
The cost of downtime is rarely accounted for when the final "job cards" are analysed, but this cost can exceed the actual cost of preparation of the vehicle.
I consider this one of the weaknesses of the testing and inspection legislation it is like the school exam "pass after a lot of cramming" and you are alright for another year.
Regular inspections are essential to an efficient and economic transport operation and the annual test preparation should be part of a continuing inspection programme aimed at meeting all the Regulations laid down for the safe operation of goods vehicles. Such a policy would reduce, if not eliminate the possibility of prohibition or defect notices.
There is a growing tendency for some of the "less responsible" operators to use the DTp testing stations and the annual test to find any defects on a vehicle, and then to limit any action to putting right the defects reported.
This is not only an irresponsible and dangerous practice, but it must also be understood that "inspection and testing" carried out by the DTp examiners is only concerned with "safety of operation" the economics of goods vehicle operation can also be affected by not carrying out regular and more detailed inspections.
Fuel usage, body corrosion, engine and gearbox wear, electrics, etc., all need to be regularly checked if the vehicle is to be operated efficiently, but above all, any goods vehicle must at all times be safe for 52 weeks a year and not just rely on the "clean bill of health" on the day it "passes" the annual test.