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TEST FAILURES? GET ON CO OBSE

29th March 2001, Page 49
29th March 2001
Page 49
Page 49, 29th March 2001 — TEST FAILURES? GET ON CO OBSE
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Which of the following most accurately describes the problem?

he Vehicle Inspectorate's annual effectiveness report for last year revealed 51% of HGV test failures were due to problems with lights and brakes. The same faults accounted for 33% of trailer tests. But in most test failures the defects should have been identified by either the driver or the mechanic at a far earlier stage.

According to Graham Williams, the VI's commercial projects manager, companies suffering repeated test failures and prohibitions should reassess their driver checks, inspection methods and maintenance procedures in the light of what the VI has to offer.

He's convinced most fleet owners still don't realise the amount and variety of training and advice on offer from his department. He also believes strongly that many small to medium-sized fleets are neglecting faults that can be sorted out cheaply or are spending large amounts unnecessarily to avoid failures or prohibitions.

An example is when a truck fails because its deflectors are a few millimetres out of position, broken or missing. This costs just a few pounds to put right.

Worse, though, is the premature replacement of tyres, steering or suspension parts, where the operator's tester decides to err on the safe side and replace them when there's still life in the originals.

Although the VI aims for the highest standards, it recognises there are important economic reasons why maintenance teams must work to optimum levels.

Using "as new" standards is both impractical and wasteful; however, Williams underlines that working to a borderline is "sailing too dose to the wind".

"When we examine your vehicle," says Williams, "we'll be quite satisfied to see it's in a safe condition, and likely to remain so until its next inspection. We don't see any point in changing steeringaxle kingpins and bushes when the amount of lift or movement in them is perfectly acceptable."

But how can hauliers be certain their inspectors' judgements tally with those of a VI examiner? "The answer," says Williams, "is to contact the Inspectorate's Training Services department and book your vehicle testers on one of our HGV Inspection Procedures and Standards courses." If you've already done this, but more than three years ago, try getting them on a refresher course.

The courses are spread around the regions at VI premises in Bristol, Livingston, Manchester and north and south London. Fees are charged, but one way to keep costs down and save travelling time is for a group of hauliers to band together and have the VI stage the sessions at one of its own workshop premises.

The number of training courses, seminars and even introductory videos is growing, but the most relevant are maintenance related, dealing with a wide range of subjects such as vehicle inspections, tachos and drivers' hours, tyres and general roadworthiness. If operators have more localised problems, Williams' department can always tailor courses to suit.

"We understand how many difficulties originate," he says, "but our biggest task is making fleet managers understand we are approachable and want to help, and our training is readily available. All an operator has to do is contact us."

When vehicles are stopped for defects such as faulty tyres, lights not working or tacho offences, as 15o,00o trucks and trailers are each year, drivers could face hefty fines of up to iLloo, and three penalty points.

But it's even more serious for an employer, who can suffer loss of earnings through prohibitions maintenance investigations or even a full-scale fleet examination.

To avoid such difficulties, says Williams, make sure daily checks are carried out by the driver or a mechanic, defect reports are acted on and regular inspections are carried out by a suitably experienced technician.

Tags

People: Graham Williams
Locations: Manchester, Bristol, London

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