Annual truck test first-time pass rates hit all-time high
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By David Wilcox THE ROADWORTHINESS of UK trucks, as measured by their performance at their annual test, has hit a record new high, with three-quarters of all trucks passing at the first attempt.
According to Vosa's Annual Effectiveness Report published this month, the initial pass rate for trucks tested in the 12 months to 31 March 2012 rose to 75.3%. This is one percentage point above the previous year's figure, and the fifth successive increase. The pass rate for trailers also reached an all-time high in 2011/12, rising for the 10th year in succession to reach 82.7%, up from 82.1% in 2010/11.
A steady improvement This steady improvement in test performance echoes the increase in the proportion of tests conducted at non-Vosa test sites, such as authorised testing facilities (ATFs) and designated premises (DPs). A total of 32.6% of truck tests and 45% of trailer tests took place at non-Vosa sites in 2011/12, up from 24.6% and 35.2% respectively a year earlier. Before the introduction of ATFs, Vosa chief executive Alastair Peoples had predicted that transferring testing to privately run premises would improve test performance, as maintaining and testing vehicles on the same premises with the same braketest rollers and headlamp aim equipment is bound to pay dividends, as would eliminating the journey from workshop to test site.
Vosa's figures highlight these benefits, with pass rates at non-Vosa sites better than at Vosa's own test stations (76.6% versus 74.6% for trucks, and 84.2% versus 81.5% for trailers).
There is little change in the top reasons for test failures. Headlamp aim remains the biggest single defect, listed as a failure reason in 10.9% of all truck tests. But thanks to the introduction of less-stringent aim requirements four years ago, this is half the proportion of tests that used to result in failure due to wayward headlamp beams. Other lamp faults came second (4.8%), followed by service brake performance (4.1%) and brake system components (3.8%).
Main reasons for trailer failures In the case of trailers, braking defects account for three of the top four reasons for failures. Service brake performance is top of the list, mentioned as a failure item on 8.7% of all tests. This is followed by parking braking performance (5.7%); lamps (3%) and brake system components (3%). But the proportion of trailers failing for these four reasons is following a downward trend over recent years, helping to boost the overall first-time test pass rate.
Vosa's current testing year comes to an end on 31 March and, as the number of ATF sites continues to increase, it seems probable that the next results will be even better than these 2011/12 figures. Vosa data for LGV tests conducted in the first two quarters of 2012/13 (1 April to 30 September 2012) reveal that the first-time test pass rate is now close to 77%, while trailers are running at more than 84%.
Pass rates for 3to 3.5-tonne vans The most concerning result in the report is the test performance of 3to 3.5-tonne vans in MoT class 7. Their first-time pass rate in 2011/2012 was 50.2%, showing no improvement. This is worse than the car and light van test performance (59.9% pass rate) and is particularly significant when combined with the steady growth of heavy vans on UK roads.
Despite these improvement in truck test performance, the industry still has some way to go before it can match the bus and coach sector. The first-time test pass rate for buses and coaches in 2011/2012 was 81%. Nevertheless, the gap between the sectors is closing: 10 years ago the bus and coach pass rate was 12 percentage points better: now the margin is down to less than half that. • CHRISTMAS IS OVER, and it's not just CM readers that are heavier. According to the latest UK Commercial Vehicle Operator Report, conducted by CM and Texaco, UK fleets have never weighed more.
If the responses of our sample of 500 interviewees (representing 52,000 vehicles) are scaled up onto a national level, vehicles with a gross weight of 32.1 tonnes and above now make up 42% of UK commercial fleets, compared with only 36% in 2011 and 33% in 2010. The move to the heavier end of the scale has occurred irrespective of fleet size too.
The research confirms that light trucks have decreased significantly in popularity. Trucks covering the 3.5to 7.49-tonne range now make up only 8% of our sample compared with 17% in 2010. While the 7.5-tonner seems to be holding its own, trucks in the 7.5up to 18-tonne range are under similar pressure to their smaller brethren. They now make up 15% of commercial fleets in our sample, compared with 24% two years ago.
And who's supplying these heavier trucks? In many cases its Daf, which has a market share of 38% across all fleet sizes (3.5-tonne and above) within our sample. This compares with 28% in 2010, with Daf having made significant inroads into the larger fleets. But for every winner there is a loser, and Mercedes-Benz has seen its total share of our sample slide from 24% in 2010 to 16% in 2012.
However, Mercedes is still the marque our respondents are most likely to purchase within the next year, beating Daf into second place. Volvo had a strong year recovering from 8% market share in 2011 to 17% in 2012. Scania didn't, with its share down to 7% (2011: 16%). Renault had the smallest share of the major heavy truck manufacturers in our sample, unchanged year-on-year at 4%.
Fuel for thought Perceived wisdom is that fuel consumption would be the most important factor when buying a truck. However, our research suggests this isn't so. In fact the smallest fleets put reliability (94%), body type (71%) and vehicle capabilities (69%) as their top three influencing factors — they want to be on the road earning money with the right equipment for the job. Parts availability and payload both ranked higher than fuel consumption, which scored 67%.
Heartbreak Half of operators with 0-licences have just one truck, while only 0.4% of fleets have more than 100 trucks.
Simply put, haulage remains the preserve of the one-man band despite continuing decline in recent years. This decline is proven by Vosa data, which reveals that the number of fleets decreased from 96,436 in 2008-09 to just 84,640 as of the year to September 2012. However, it appears the recession, rising fuel prices and stagnant rates have hit the smallest operators hardest. While 2,000 0-licences were shed from August 2011 to September 2012, the market only contracted by 1,500 vehicles.
Of these, 900 were accounted for by one-man bands disappearing and the rest by firms that ran two or three vehicles contracting in size.
In contrast, the fleets in the 21-100 vehicle sector have increased in size. UK growth is expected to be an anaemic 1% next year at best, and although a rise in truck sales is expected (see purchasing trends) overall results still point to consolidation despite the looming Euro-6 deadline.
And while larger fleets appear committed to a pull forward of Euro-5 models ahead of the January 2014 emissions deadline, 28% of the sample, mainly the smaller players, has not even considered the issue of Euro-6. That could be a risky attitude in what will be another challenging year. • :•.• rio II.] 11111 ill liiio- • Total number of CVs in the UK 465,000 (2010: 470,000), although 357,982 of these are within the 0-licence system.
• There are 84,640 CV operator licences currently in issue (2011: 87,747), with hire and reward operators still comprising more than half (52%).
• There are 132,600 registered vehicles over 31 tonnes in weight, more than a quarter of the UK's vehicle parc.
• Between them, Daf and Mercedes account for 43.3% of new truck registrations over 6 tonnes.
• There is an estimated 227,000 trailers in use in the UK.
• Average LGV age has climbed since 2008 to hit 7.4 years.
• 28% of the UK vehicle parc is operated by less than 1% of 0-licence holders.
CM's UK Commercial Vehicle Operator Report 2012, produced in association with Texaco, is the most comprehensive industry research available, and you can buy a copy now to keep yourself ahead of the game. The article here only scratches the surface of the 80-plus page report, which draws together a plethora of industry data, and features in-depth, year-on-year analysis of subject areas based on responses from 500 CV operators.
There's far more detail on the findings highlighted here from purchasing strategy and intentions, to where operators source their vehicles, what influences their purchasing decisions (and why fuel isn't at number one), ownership trends, how operators are choosing to maintain their trucks, developments in the second-hand market, and causes of breakdowns.
• The report costs £595 including VAT, and is available to download at motortransport.co.uk