MoT - Issue 46 - Apr 2010

MOTMOTMATTERS OF TESTING

For authorised examiners and testers

APRIL 2010

ISSUE 46

New inspection manualInside this issue...

VOSA prepares to celebrate MOT golden jubilee

page 5

Fuel alternatives

page 8

The knowledge – Land Rover toe links

page 12

Contents

4

12

7

3 Ask Stevo… Stevo illuminates your understanding

of high level stop lamps

4 News The European Commission has

changes in store for the MOT, diesel smoke meters are being upgraded, and forthcoming VTS councils give you the chance to raise your issues

6 Codes o f practice Why signing up can be good

for business

7 Co ver feature What the new inspection manual

has in store

8 Bikes, trikes and quads The future’s bright, the future’s green

10 Spo tlight on... AEA advises on van best practice

11 Horror story Terrible tyres and brakes in a

squeeze will give you the creeps

12 The knowledge A trio of articles to build your

testing knowledge

14 T -brakeBits and bobs to keep you entertained

From the editor The new decade has brought with it many new challenges, not least of which is the delivery of the new inspection manual combining Classes 3, 4, 5 and 7. Our article on page 7 tells you what you can expect.

We are also due to celebrate the golden jubilee of the MOT test this year. That’s right, it’s been 50 years since this roadworthiness test was first set up by the Ministry of Transport (as it was then). We want to hear your recollections and stories and see your photographs of MOT testing through the years – we’ve issued a general call to action on page 5 and plan to release a special, celebratory issue of Matters of Testing in October containing the best of them.

To boost your environmental awareness we’ve taken a look at alternative fuel sources for motorbikes on page 8 and included some useful information on running a van efficiently on page 10.

Keep yourself up to date with Matters of Testing.

Jessie VanBeck

Keep your comments, rants, opinions and ideas coming in to:

The Editor Matters of Testing VOSA, Berkeley House Croydon Street Bristol BS5 0DAor email: [email protected]

You can view this magazine, along with previous issues, as a PDF on the VOSA website: www.vosa.gov.uk/matters-of-testing

2 | Matters of Testing

Your MoT teamEditor Co-editor Jessie VanBeck Ian Marsh

Customer Relationship ManagerKirsty Jowett

Head of Roadworthiness and Testing Policy Group Alan Wilson

Head of MOT Compliance Ian Bartlett

Head of MOT Technical Standards John Stephenson

MOT Standards Engineers John Corcoran, Shaun Martin, Roland Batchelor, Dougie Brandon

DistributionIf you have any problems with or queries about distribution, please contact the editor at [email protected]

Produced by COI on behalf of VOSA (ref 301338) on 50% recycled paper.

Editorial officeVOSA, 2nd Floor, Berkeley House, Croydon Street, Bristol BS5 0DA

While great care has been taken to ensure accuracy, VOSA and the editorial team cannot accept responsibility for errors or omissions. The content of this publication should not be reproduced without the consent of the editor.

http://www.vosa.gov.uk/matters-of-testing

mailto:[email protected]


OPINION

Ask Stevo…Jerry Nicoll of Banwell, North Somerset, sent in

this query regarding high level stop lamps.

You ask: ‘One of my customers is a trader who regularly presents cars for test with defective high level stop lamps. He makes no attempt to repair them but tells me that the lamp is permanently disconnected – in the past I have ‘passed and advised’. He’s now trying to convince me that the lamp does not actually constitute part of the test and I should ignore it.

Now, I tend to be guided by VOSA and the MOT testing guide rather than the presenter, but I must admit that the manual seems slightly ambiguous on the subject of testing extra brake lights. I would appreciate your advice on this.’

Stevo says: This is just one of the many queries we have received recently on the subject of high level stop lamps.

First of all, the inspection applies to all stop lamps fitted. When they all work either fully or in part, it’s easy – if more than 50% illuminates and is the right colour etc., it will meet the test requirement.

Most high level stop lamps are classed as ‘additional stop lamps’ – they are usually set in a rear window or a spoiler and are fitted with LEDs or multiple bulbs. If the lamp is connected, at least one LED or bulb should light up when the brake pedal is depressed. Failure to illuminate means either that the lamp is not connected or that it simply doesn’t work.

All lamps must meet the requirements to test, but to be considered a ‘lamp’ it must be fitted and connected. Taking each part separately:

• ‘fitted’ means that a lamp is present

• ‘connected’ means that wiring is permanently connected to the lamp.

Just to make life difficult, a number of vehicle manufacturers have fitted, as standard, what appear to be high level stop lamps but are only a lens or lamp body. These ‘lamps’ are usually completely devoid of internals.

Before you can fail an additional stop lamp for not working, you must be able to prove – without dismantling – that the lamp is complete and the wiring to the lamp is connected. The manual states that: “Where extra lamps are fitted and there is doubt as to whether they are connected, the benefit of this doubt should be given to the presenter.”

John Stephenson heads up the MOT Technical Standards team and has a wealth of knowledge and experience in all aspects of the MOT scheme.

Send your comments, queries and views on the MOT to [email protected] with ‘Ask Stevo’ as the subject.

MOT enquiries can now be made through our national contact centre: 0300 123 9000 Matters of Testing | 3


NEWS


MOT seminars at a glanceNo sooner did we put away our Christmas decorations than our team of MOT experts was out on the roads, battling through wind, rain and snow to deliver this year’s round of seminars. Taking place in 93 locations from the Shetland Islands to the Isle of Wight, our experts presented scheme updates and answered the questions of around 6,000 seminar-goers.

This year, the seminars looked at changes due to the site assessments, the new Class 3, 4,

5 & 7 manual, and how the new EU Directive may affect us all. A new idea changed the dynamics of this year’s seminars, as guest presenters from the Sector Skills

Council for the automotive trade were invited to discuss the benefits of the ATA scheme as a new route to Nominated Tester Training.

As usual, you asked a lot of interesting questions, which have given us real food for thought on how we may want to view the scheme over the next 50 years! Our thanks to all those who attended – your feedback has provided some very positive results. We hope you will join us again next year.

New EU DirectiveLast year, Directive 96/96/EC – which governs the MOT test across Europe – was recast as Directive 2009/40/EC. While the new Directive was initially a straight transfer of the original information, some recent draft changes have been put forward to update it. Once implemented, these changes

will have an impact on the MOT scheme in Great Britain.

Although at the time of writing the changes have not yet been fully approved, they are due to be in place before the end of 2011. VOSA is still assessing the likely impact of these changes, so watch this space!

Your VTS council needs you!The next round of VTS council meetings, where VOSA and representative AEs and testers discuss frontline issues, will be held in May 2010. These meetings help to maintain the high standard of the scheme by providing you with the chance to feed back your ideas.

If you have thoughts, ideas or concerns relating to the MOT testing scheme or policy that you’d like to raise with VOSA, you can do so through your local VTS council representative. To find out who your VTS council representative is, email [email protected]

with the subject matter ‘VTS council’ followed by your nearest area:

• Bedford

• Birmingham

• Bridge of Allan, Stirling

• Crawley

• Exeter

• Leeds.



NEWS

MOT testing reaches its half century

That’s right – on 12 September this year VOSA celebrates 50 years of the MOT scheme. Over the years we have seen many changes, the biggest being MOT computerisation – a major technological and cultural change for us all.

The test started way back in 1960 to check steering, lights and brakes – in fact, the three triangles of the MOT logo stand for those original three test items. Since then, the MOT has changed as vehicle technology has moved forward and extra items and equipment have been added to the test.

Although the MOT is still basically a visual inspection with no stripping down or removal of components allowed, the fact that we have some of the safest roads in Europe proves its worth – thanks to the hard work you all put in.

VOSA will be celebrating the MOT’s golden jubilee in October’s Matters of Testing. We’re collecting

pictures and stories about the test from the 1960s to the present day. Whether you’ve been around since the beginning or joined only recently, we’d love to hear your tales of the trials and tribulations of testing, and see the pictures you’ve collected over the years – especially of classic cars or the old equipment used to test them.

Please send your stories, pictures and memorabilia, along with a return address, to: The Editor Matters of Testing VOSA, Berkeley House Croydon Street Bristol BS5 0DA or email them to:[email protected]

Changes to diesel emission limitsDiesel emission limits for Euro 4 and Euro 5 engines are changing. When presented for test on or after 1 July 2011, all diesel-powered vehicles first used on or after 1 July 2008 will be tested to a limit of 1.5m-1,

whether turbo charged or not. To accommodate this change, you will need an update to your diesel smoke meter. VOSA is currently in conversation with the manufacturers to negotiate release of the update.

We are hoping that the update can be incorporated into your annual calibration prior to 1 July 2011. Further information will be sent out shortly in a Special Notice.



FEATURE

Cracking the code

The motor trade is sometimes criticised for having poor customer service and an unclear pricing system. While many of these accusations may be unfair, one way to counter them – and build a solid reputation at the same time – is to sign up to a code of practice.

Codes of practice are seen as the best way to self-regulate an industry, by promoting good business practice and raising the standard of customer service. Voluntary codes are set up and run by trade bodies within their respective industries, and the motor trade is no exception.

Motorists are encouraged to have their vehicles serviced and repaired at garages that subscribe to a code of practice approved by the Office of Fair Trading (OFT). If a business displays the ‘OFT approved code’ logo, it reassures customers that it operates to higher standards of customer protection than the law requires. Signing up to a code of practice shows customers that your garage has a commitment to standards of work and customer service.

What would signing up to such a code entail? Well, you will be expected to adhere to a set of principles. For codes working within the guidelines of the OFT’s Consumer Codes Approval Scheme, this will usually involve providing customers with:

• clear information about the goods and services you offer

• a clear explanation of any work to be carried out and completion times

• a clear pricing policy, with a breakdown of costs on invoices

• a user-friendly and speedy procedure for dealing with complaints

• low-cost, independent redress if a complaint is not dealt with satisfactorily.

The aim of these principles is to improve customer confidence. When dealing with a garage that is part of a scheme, customers know they will receive clear advice about any work required and its cost. They also know that there will be a route by which they can raise any concerns should they not be happy with the service they receive. By signing up to a code, a garage is letting customers know that it is a trusted business with clear values. This can in turn help to attract and retain new customers, benefiting garages, customers and the industry overall.

VOSA welcomes the introduction of these codes of practice and the chance to support all efforts to improve standards, customer experience and professionalism within the motor trade.

Codes approved by the OFT include the Motor Industry Code of Practice for Service and Repair, (membership 6,000), the Bosch Car Service Code of Practice (membership 500) and the Vehicle Builders and Repairers Association (VBRA) Code of Practice (membership 550). By signing up to such a code, you can reassure customers that your garage is committed to the highest standards of service and repair.

For further information on the OFT’s Consumer Codes Approval Scheme, visit www.oft.gov.uk/codes

http://www.oft.gov.uk/codes


COVER FEATURE

A new inspection manual is comingContaining more streamlined information and some practical revisions, the new single inspection manual for cars, light commercial vehicles and private buses is on its way. Matters of Testing lets you know what to expect.

At the end of May a new MOT inspection manual will be launched, combining test procedures for private buses with those of cars and light commercial vehicles in a single document. When comparing the existing Class 3, 4 & 7 and Class 5 manuals, much of the content was found to overlap. However, although the ‘car’ manual had been updated on a regular basis, the ‘bus’ manual had fallen behind.

The main changes will be highlighted in a Special Notice prior to the manual’s launch, and will include:

• the revision and reordering of Section 1: Lighting and Signalling Equipment, to follow a more logical pattern and to include end outline marker lamps in Class 5 tests

• a complete revision of Section 5: Seat Belts, which will be subdivided into three parts:

– subsection 5.1 now includes a flowchart diagram that replaces the existing tables, simplifying the method of ascertaining the minimum fitment requirements

– subsection 5.2 will deal with the assessment of the condition of fitted belts

– subsection 5.3 will discuss the seat belt installation check (but remember, this check can only be carried out by approved Class 5 test stations)

• the incorporation of Appendix C, which was updated last December.

A number of abbreviations and definitions have been added to the introduction, and additional guidance has been included to help with testing the variety of vehicles now covered by the new manual, such as large motor caravans with a design gross weight of over 5,000kg.

Section 2.0 on steering (including suspension) has been updated to include items from Class 5 testing, along with information on ‘Electronic Park Assist’ power-assisted steering.

We have also provided information on slippers and rebound pins, which relates to the leaf springs mounted using a fixed shackle at the front but missing the swinging shackle at the other end – they are instead free to slide inside a chassis-mounted bracket that accommodates the varying length of the spring when deflected.

The updated braking section includes information on ‘Additional Braking Devices’, such as brake retarders, in subsection 3.6. The assessment of front wheel imbalance has been revised in subsection 3.7 to clearly indicate that the check is made whilst observing brake effort increase only.

Section 6.0 has been amended to ‘Body, Structure and General Items’, and now includes subsections 6.7 ‘Speedometer’, 6.8 ‘Driver’s Controls’ and 6.9 ‘Glazing’. It is important to note that the reference to windscreens in subsection 6.9 is for Class 5 only. Windscreens for other classes are covered by subsection 8.3.

Paper copies of the new inspection manual will be delivered automatically to existing VTSs. Additional copies can be purchased using the catalogue on the VTS device, or by completing a VT10 order form printed by using the F5 function on the VTS device and sending it to: MOT Fee Collections PO Box 415 Durham DH99 1YZ

8 | Matters of Testing 8 | Matters of Testing

BIKES, TRIKES AND QUADS

Alternative fuel

With global warming and reducing the use of fossil fuels high on the international political agenda, it would seem that electrically powered vehicles are the way forward. Bike manufacturers have adopted ‘green’ policies and are striving to develop improved and more practical electric or hybrid motorcycles.

To promote this technology, last year’s Isle of Man TT (Tourist Trophy) staged its first electric bike race, with the winner’s average speed for the single lap over 87mph. Okay, so it’s some way short of the outright lap record of over 131mph, or even the 100mph mark first achieved back in 1957, but you can be sure that it will get quicker.

What electric and hybrid machines have to offerApart from zero emissions (not withstanding battery recharging and end-of-life disposal), electric motorcycles have constant high torque and fewer moving parts, with less to go wrong and little to service. They are also much cheaper to run than a conventional machine. So, why aren’t we all rushing out to buy one?

Many bikers think that electrically powered motorcycles cannot match the more involving rider experience of conventional

machines. They claim that the near-silent operation, constant high torque and seamless acceleration of electric bikes make them characterless, but what are the practical issues?

Battery poweredCurrent battery technology is capable of producing top speeds and rates of acceleration in electric motorcycles that are comparable with those of sports bikes. However, their maximum range, even with

restrained use, is very limited, commonly needing a recharge after only 30 miles.

A variety of battery types are used, depending on the manufacturers’ preferences. These include: lithium ion, lithium polymer, nickel-metal hydride, nickel cadmium and good old lead acid. Each type has its pros and cons in respect of maximum output, recharging time, number of charge cycles and

end-of-life environmental impact.

BIKES, TRIKES AND QUADS

Recharging posts are now being installed in many city centres, allowing the user to plug the machine in to recharge the batteries while it’s parked. Whilst these are of no use for longer journeys, they do pave the way for the possibility of battery-swapping stations – where you simply ride in, have your almost-depleted battery replaced with a fully charged one, and are on your way again in just a couple of minutes. Eventually, these could all but replace conventional filling stations, but imagine how often you would have to pull over if the useful battery range is still only 30 or 40 miles!

Fuel cellsA hydrogen fuel cell replaces batteries in providing the electricity for the motor – so the only limit to the maximum range is the size of the hydrogen tanks, in the same way that petrol tank capacity is what limits a conventional machine.

There are many types of fuel cell, but due to its low operating temperature, the one most suited to automotive use is probably the proton exchange membrane (PEM).

In simple terms, the PEM works by hydrogen entering the fuel cell at the anode (negative electrode), where the hydrogen molecules are then split into protons and electrons. The protons pass across the electrolyte (a thin permeable polymeric membrane) to the cathode (positive electrode), while the electrons are pushed round an external circuit in order to produce electricity. Oxygen from the air is supplied at the cathode, and combines with the positively charged hydrogen ions that have travelled through the electrolyte to produce water.

Because the hydrogen has been chemically converted rather than burnt, there are no by-products of combustion, such as CO2 or NOX – only heat and pure water are produced, which is good news for the environment. But without a national network of hydrogen filling stations, such bikes are not yet practical.

And for those of you concerned about the danger of hydrogen, it isn’t really any more dangerous than petrol – it just requires different handling techniques for storing and dispensing it as a fuel.

Hybrid petrol/electricHybrid cars, which combine a small internal combustion engine with an electric motor, are now commonplace. There are two types of hybrid: series and parallel.

Series hybrids use a conventional engine to generate electricity for powering an electric motor, while parallel hybrids can drive the wheels directly by either the engine or the battery-powered electric motor.

Hybrids provide improved fuel economy and reduce greenhouse emissions by 25% or more. However, although this works well in cars, packaging an engine, a fuel tank, powerful batteries and an electric motor into a motorcycle is not so straightforward, and is therefore limited in application.

Electric personal vehiclesOn a slightly different note, the Department for Transport has just carried out a consultation on the use of electric personal vehicles (EPVs) such as the Segway (pictured below). Depending on the outcome, we could one day see these types of machine on our roads and cycle paths.


SPOTLIGHT

Spotlight on… the Van Best Practice programme

A new programme has been launched to help van users cut running costs, improve safety and reduce environmental impact.


The Van Best Practice programme is fully funded by the Department for Transport and managed by climate change consultants AEA. Users can access advice, including two new best practice guides, through the programme website.

The Efficient Vans guide details the benefits of operating vans efficiently and provides practical advice on reviewing existing practices, reducing running costs and introducing improvement measures. The second guide, Fuel Management Pack, supports this by outlining a step-by-step guide to managing fuel use. Advice in these guides covers a range of topics, including:

MonitoringMonitoring fuel consumption is critical and can help drive down costs.

MaintenanceEnsuring that vehicles are regularly checked and serviced helps to make sure that they are running efficiently.

Van selectionChoosing a van that is suitable for the required purpose can improve efficiency. Van users should also consider alternative fuels and technologies as well as effective route planning, which can help to minimise the distance travelled.

Training Enrolling employees on a driving efficiency course can help to ensure that all staff are aware of the importance and benefits of efficient driving – including improving customer relations and saving money.

Communication By explaining and reporting on strategies to employees and customers, an organisation can improve its reputation and win more repeat business.

Larry Martindale, Programme Manager for Van Best Practice, and Road Safety Minister Paul Clark

For more information or to access the new guides, visit www.businesslink.gov.uk/vanbestpractice or telephone Van Best Practice on 0300 123 1133.

http://www.businesslink.gov.uk/vanbestpractice


YOU TELL US

Horror StoryTwo tales of torment

Appearances can be deceivingA first glance at the BMW presented for test to Garry York at Sandown Autopoint, a few miles from Sandown Park in Surrey, and you’d be forgiven for thinking that one of the tyres might only be slightly under-inflated (Figure 1).

Further inspection by Garry soon found the cause – the tyre is a ‘run-flat’ design and the side wall has started to part company with the tread cap (Figure 2). It wouldn’t have been long before the cap eventually detached – and the magnitude of that accident would be anybody’s guess.

There’s no doubt that this is a failure (IM 4.1(C)1b). However, quite a few testers have asked

why a punctured ‘run-flat’ or an under-inflated tyre isn’t also a failure. Well, the construction and use regulations state that the vehicle must be “fit for the use to which the motor vehicle is being put” at a given time. This can be difficult to determine in these instances – our experience is that the most effective and consistent response is a refusal to test (IM introduction, paragraph 2).

Garry tells us that the driver just ignored the warning lamp, which is not uncommon. So why don’t we test warning lamps too? Because the legislation – Motor Vehicles (Tests) Regulations 1981 – doesn’t allow us to include these devices in the test. Always advise the customer of any defective warning lamps you find.

Figure 1

Figure 2

In a bit of a squeezeThe second offering is a reminder that it’s not just drivers who give us something to smile about. This picture was sent in by Andy Kent of Andy’s Kars in Kent. (Try saying that three times quickly!)

The o/s/r wheel wasn’t registering any effort during a brake test and the tester soon found out why – the vehicle had been elsewhere for a brake repair and a pipe clamp had been left behind. You have to wonder how they managed to miss it when the wheel was put back on! Worse still, the customer had been back to the original

garage three times in the last six months because the brakes ‘didn’t feel right’, only to be told there was nothing wrong. Doesn’t do the

trade any favours, does it? Still, a bit of WD40 and the clamp will be as good as new!

Have you got a horror story to tell? Send your photos and ghastly tales to the postal address at the front of the magazine or by email to [email protected] with the subject ‘Horror Story’.



HOT TIPS

The knowledge

Jack it upWe’ve published several articles over the years on jacking vehicles and testing suspension, but we still get quite a few queries on these subjects from both testers and vehicle manufacturers.

With the advent of Class 5LW, quite a few testers have asked why the rear of all Class 4 vehicles

must be jacked but not Class 5? There’s no denying that it seems odd, especially as the same model of vehicle could be a minibus, coach or even a mobile home. Well, there has never been a requirement to jack the rear of a Class 5, and existing Class 5 testing stations may not have a jack that will travel to the rear of the pit or hoist. So we’ve tried to

work out an acceptable compromise – we’ve amended the inspection manual so that jacking the rear only applies to vehicles in Class 4 with a design gross weight not exceeding 5,000kg.

But first, remember to make sure that your jack has the lifting capacity for the vehicle being tested.

Topping it offRight, now for one from the MOT boys! When checking movement in the top strut mounts of new Vauxhall Corsa D models with the front wheels hanging free they can display quite a bit of lift, but the VSI doesn’t give any tolerances.

Why not? Well, quite simply because there aren’t any – the manufacturer doesn’t have any to give. Reason for Rejection 2.5.A.1(c) contains a note reminding testers that many of these mounts may have a degree of compliance (movement) as a design feature (just like VW Golf top mounts) and that failure is only justified when play is due to adjustment, repair or replacement being necessary.

In the case of the Corsa, the rubber mount is conical and sits in a conical seat. When the front suspension is hanging free – as a MacPherson-type suspension should be – the rubber mount can become unseated, hence the ‘lift’

when using a bar under the wheel. If you think about it, this is an unnatural state – the only time it is likely to happen is when the vehicle is in flight, i.e. the wheels are clear of the ground. When the wheels are back on the ground the bush

reseats itself in a similar way to shortened springs.

This is why the VSI refers to cross checking with MOI 2.5.B.1(b) before deciding whether or not to fail the mount.


HOT TIPS

Toe the lineLand Rover called us with concerns about the number of ‘toe link’ ball joints (on the rear of the Range Rover Sport and the Discovery 3) that were being failed or considered as an MOT failure. They invited our engineers to their site in Gaydon to share information on how the vehicles are jacked and how the joints are tested.

Toe links are track rods – similar to those used in a steering rack – that maintain the correct ‘toe’ setting for the rear wheels and have joints at either end. The outboard joint is a cross-axis joint – a double-ended ball joint designed to carry loads in a radial direction – and is bolted to the lower arm. The inboard joint is a more common ball joint design, with the ball pin fixed to an inner bracket. However, unlike ball joints on a track-rod end, which are mainly subject to radial loads, these inboard joints are mainly subject to axial loads.

The inboard joint is the one causing most concern and its construction is shown in the diagram opposite.

Both the rubber ‘O’ ring in the ball joint and the rubber bush at the outboard end have a degree of elasticity, and movement may be felt or noticed in either. However, this is a design feature and should not be considered as ‘free play’. If the suspension is hanging free, the toe link arms are at their full deflection and the ‘O’ ring may not be under compression.

Many testers shake the wheels at 3 and 9 o’clock to test these joints, but movement felt at the wheel can be an accumulation of:

• ‘play’ in the wheel bearing

• movement in the outer joint

• compression of the rubber ‘O’ ring in the ball joint.

Land Rover states that movement in the ball joint when loaded is acceptable. Before failing one for excessive wear, testers should first determine that the movement is due to free play – not just compression of the seat – and that it is excessive to the point that adjustment, repair or replacement is necessary. Using the correct torque settings, Land Rover refitted two previously failed toe links that had been judged to be MOT failures by a main dealer. Although we could find movement,

we didn’t consider them to be excessively worn – at worst they would have been a ‘pass and advise’.

One last point – it’s possible that the gaiter covering the ball joint may show signs of damage, but this is not a failure item. As always with these covers, it would be wise to pass and advise.

Land Rover toe link, inner joint Land Rover toe link, outer joint

Rubber ‘O’ ring

T-BRAKE

T-BRAKE


60-second INTERVIEWDavid Croucher is part of VOSA’s Desk Based Assessment team, working out of our contact centre in Swansea.

So what exactly is a Desk Based Assessment?

A Desk Based Assessment is an annual telephone call made by VOSA to keep in touch with green garages. The call usually lasts about 10 minutes – we ask a series of general questions about the VTS, followed up with some more specific questions based on the last Scheme Performance Report of the VTS we’re calling.

How do you like your job?

It’s extremely interesting – I get to talk to testers and station managers all over the country, from small one-man operations to multi-lane dealerships with numerous testers.

And how did you get in to desk based assessing?

I volunteered for the job when the pilot kicked off in October 2007 – I saw it as a chance to get involved in the new enforcement processes – and I haven’t looked back since.

How many testing stations do you speak to?

The team as a whole gets through about 7,000 assessments each year. When we’re not making assessments, we cover the contact centre enquiry line.

What’s the most difficult conversation you’ve had with a station?

One bloke answered nearly all my questions with “Don’t know” or “Couldn’t say”, except for the number of testers at the site – and he got that wrong! Needless to say, the assessment was referred to his local office.

What keeps you going when the calls get tough?

The people I work with – they’re a great bunch. They take their responsibilities as assessors very seriously and also like being able to provide help to the stations through the assessment process.

Body beautifulNow that vehicle manufacturers offer longer warranties on vehicle bodies, corrosion is not as big a problem as it used to be. However, it can still cause issues for testers – particularly when it comes to repair work. Manufacturers often use different techniques to repair vehicles from those originally used during production. That’s why our latest DVD gives you the most up-to-date information relating to corrosion and, more importantly, recent changes to repair techniques.

Jake Fawcett guides you through the updates to Appendix C and Section 6 of the tester’s manual, explaining the latest standards of repair required to pass the MOT test. This advice also covers tow bar mountings.

It is, sadly, also time to say goodbye to Jake, as he has now filmed his final DVD and moved on from VOSA to pastures new. We’re sure you’ll join us in wishing him well.

Hopefully you won’t feel ‘rotten’ after watching it! (Sorry.)

If you’d like to suggest a topic for future films, email [email protected] with the subject ‘MOT Matters DVD’, or send a postcard to the Editor at the address at the front of this magazine.

On the jobAt an MOT seminar earlier this year, the delegates were enjoying their coffee break when the hotel receptionist approached the presenter with a message for one of the delegates to call home.

Once all the delegates had returned from their break, the presenter asked if the gentleman

was present and informed him that he had to call home. The delegate left the room and the question-and-answer session began in earnest. Shortly afterwards the door opened and the gent returned; the other delegates’ eyes turned upon him, wondering what the problem

could be. The gentleman smiled at the expectant crowd and said, “Oh, it’s all right, it was just the wife asking me to pick up a pint of milk on the way home!” Perhaps it wasn’t the pint he was hoping to have that night, but at least all was well – calls like that often lead you to expect bad news.



T-BRAKE

Across1. Muslim religion (5)6. Female servants (5)9. Wash and iron (7)10. Slang word for delicious (5)11. Spanish friend (5)12. Salty (5)13. Short stiff hair (7)15. Adult males (3)17. Put one’s feet up (4)18. Within (6)19. Playground item (5)20. Maltreats (6)22. Eyelid inflammation (4)24. Perish (3)25. Retailer of meat (7)26. Water jugs (5)27. Look or gaze fixedly (5)28. Spicy Indian dish (5)29. Married Spanish women (7)30. Light motorcycle (5)31. Hard mineral (5)

Down2. Four-sided figure (6)3. Well-nigh (6)4. Month (3)5. Sleep noisily (5)6. Sense, significance (7)7. Military land force (4)8. Obstinately determined (6)12. Breathes hard (5)13. Wide (5)14. Give out (5)15. Merriment, gaiety (5)16. At no time (5)18. Asian river (5)19. Kelp, for example (7)21. Small restaurant (6)22. Liverpudlian, informally (6)23. Annual (6)25. Brush for sweeping (5)26. Gaelic (4)28. Taxi (3)

Competition: QuizHave you been paying attention to the articles in this issue? Then you should be able to answer the following questions:

1. On what date, month and year was the first MOT test conducted?

2. What were the three items checked in the early MOT tests?

3. What is the web address for the OFT’s Consumer Codes Approval Scheme?

4. What was the average speed of the winner of last year’s Isle of Man TT electric bike race?

5. What are the names of the two new best practice guides produced by the Van Best Practice programme?

Send the answers, along with your VTS number, to us by 7 May 2010 at Competition, Matters of Testing, VOSA, Berkeley House, Croydon Street, Bristol BS5 0DA or email them to [email protected]

The first correct entry drawn will win £20 of vouchers which can be used at most high street stores.

You’ve won!The winner of last issue’s competition is Lisa Keating of Ian Shipton Cars in Stretton, Derbyshire. Congratulations Lisa – the vouchers are winging their way to you!

The answer to last issue’s competition was: HAPPY CHRISTMAS.

Crossword answers

ACROSS: 1. Islam; 6. Maids; 9. Launder; 10. Yummy; 11. Amigo; 12. Briny; 13. Bristle; 15. Men; 17. Rest; 18. Inside; 19. Swing; 20. Abuses; 22. Stye; 24. Die; 25. Butcher; 26. Ewers; 27. Stare; 28. Curry; 29. Senoras; 30. Moped; 31. Beryl.DOWN: 2. Square; 3. Almost; 4. May; 5. Snore; 6. Meaning; 7. Army; 8. Dogged; 12. Blows; 13. Broad; 14. Issue; 15. Mirth; 16. Never; 18. Indus; 19. Seaweed; 21. Bistro; 22. Scouse; 23. Yearly; 25. Broom; 26. Erse; 28. Cab.


Introducing the VOSA Vehicle Safety BranchA defective push bike, a badly designed golf buggy, a faulty roof rack or an unsafe truck – the Vehicle Safety Branch investigates them all.

VOSA’s Vehicle Safety Branch (VSB) investigates allegations of design or construction defects in automotive products, and also manages the Safety Recall Scheme. The VSB receives reports relating to safety defects in design or construction almost every day. These reports come in from a variety of different sources, including members of the public, the Trading Standards Institute, vehicle operators and, of course, garage technicians. This valuable information can result in an investigation which brings about the safety recall of thousands of vehicles.

VOSA’s expertise makes the UK a leader in the field of vehicle safety recalls. Last year the VSB registered 252 recalls involving close to 1 million vehicles. Over the last 10 years the VSB has recalled over 12 million individual vehicles in the UK – an excellent contribution to road safety!

The VSB has a response rate to safety recalls in the UK of over 90%. However, many vehicles remain outstanding. So, in addition to the Vehicle Recalls Database, the latest safety recalls will be included with VOSA’s free monthly news alerts. Signing up to these at

www.alertsonline.net/VOSA will help you keep up to date with any new recalls.

If you see defects that you think should be reported, you can download a vehicle safety defect reporting form from www.businesslink.gov.uk/vehicle-recalls, email your concerns to [email protected] or pick up the phone and call us on 0117 954 3300.

You can search the Vehicle Recalls Database at www.businesslink.gov.uk/vehicle-recalls-database.

http://www.alertsonline.net/VOSA

http://www.businesslink.gov.uk/vehicle-recalls

http://www.businesslink.gov.uk/vehicle-recalls-database


Documents

MoT - Issue 46 - Apr 2010