HGV Inspection Manual PDF

Heavy goods
vehicle (HGV)
inspection manual
2018 edition
Helping you stay safe

on Britain's roads
Heavy Goods Vehicle Revision Record
Section Revision Revision
Section Title Description of Change
Number Date Number
May 2018 HGV New May 20 2018 edition issued 20/05/2018 1.
Inspection Manual
Revision record updated revision section 13/09/2018 2.
Exhaust Emissions Page 1 application note added .The inspection of the engine 13/09/2018 3.
MIL applies to diesel-fuelled vehicles first used from 1 July
2008, the inspection does not apply to dual fuelled vehicles.
P&S page 1 note “Some smoke meters (DSM) may fail to
trigger a reading” has been amended and the two steps
incorporated into the note.
Page 2 Free acceleration guidance note vi removed.
Page 3, the following notes are added:
05
When establishing the emission limit to apply to a
vehicle the manufacturer’s plate value must be used where
available. Where more than one manufacturer’s plate value is
shown on a vehicle the less onerous limit must be used.
Page 3 Notes on engine MIL symbol added.
Page 4 deficiencies 1a i, ii, iii & iv amended to test to the
default value or the plate value if lower for vehicles before 1
July 2008 and for vehicle after this date the specified plate
value where available or default if not available.
Revision record updated revision section page 1 and new page 2 added 01/02/2019 4.
Exhaust Emissions Page 3 sentence “When establishing the emission limit to 01/02/2019 5.
05 apply to a vehicle the manufacturer’s plate value must be
used where available” removed.
Road Wheels and Page 1 updated to remove reference to test card. 01/02/2019 6.
06
Hubs
Sideguards, Rear Page 1 and 2 reference to “standard flat body” amended to 01/02/2019 7.
Under-run devices “standard horizontal body”.
09
and Bumper Bars Page 12 procedural and standard notes added for rear
under-run and bumpers with section numbering amended.
30 Steering Control Page 1 Steering lock wheel (anti-theft device) notes added. 01/02/2019 8.
Hand Lever Page minor typo “with” removed from application 01/02/2019 9.
Operating
Mechanical Park
36
Brakes and
Electronic Park
Brake controls
Condition of Page 1 procedure and standards updated with the 01/02/2019 10.
41
Chassis requirements for notifiable alterations (VTG57 & VTG10).
Axles, Stub Axles Page 1 procedure and standards updated with the 01/02/2019 11.
53 and Wheel requirements for notifiable alterations (VTG57 & VTG10).
Bearings
Steering Page 2 note for fore and aft swivel on certain Volvo and 01/02/2019 12.
54
Renault models amended to all Volvo and Renault models.
Additional braking Application section page 1 amended wording to include 01/02/2019 13.
Devices trailers in application.
58
Page 1 procedure and standards updated with the
requirements for notifiable alterations (VTG57 & VTG10).
Brake System and Page 1 & 3 procedure and standards updated with the 01/02/2019 14.
59
Components requirements for notifiable alterations (VTG57 & VTG10).
01/02/2019 1 of 2 Document Uncontrolled When Printed
Section Revision Revision
Section Title Description of Change
Number Date Number
Markers and Page 4 note on triangular rear reflectors updated. 01/02/2019 15.
62
Reflectors
63 Lamps Page 2 Reverse lamps note amended to include operation 01/02/2019 16.
via a switch with a tell-tale.
Service brake Page 2, 2 references to data cards removed. 01/02/2019 17.

71 performance Page 3, full power hydraulic brake procedure amended to
include four pressure checks.

Heavy Goods Vehicle Inspection Manual
About this Manual

Purpose
This manual explains to everyone engaged in the practical work of vehicle
examination and maintenance:
• The application of specific relevant requirements.
• The procedures and standards to be used.
• The deficiencies.
• The deficiency categorisation.
The manual is not a legal interpretation of Regulations, nor does it necessarily lay
down standards for rejection elsewhere.
Layout of Inspection Manual

The page layout for each inspection item consists of an Application section; this
section will contain the application criteria. Following this will be the Procedure
and Standards section where any procedures specific to the section will be
contained as well as any notes relevant to the standards to apply. The remainder
of the page(s) will be split between the Deficiency and the Deficiency Category
columns.
Procedures
The procedures given here assume that only parts of a vehicle which can readily
be seen without dismantling are to be examined. However, it may be necessary
to ask the driver to remove wheel embellishers or panels where it is not otherwise
possible to inspect safety critical items.
Vehicle combinations will not normally be separated for the purposes of the test
although it will be necessary to disconnect and reconnect airlines as directed.
Minimum Standards
It must be emphasised that these are minimum acceptable standards, which do
not necessarily allow for further deterioration when the vehicle is in service.

About this Manual

Deficiency Categorisation
Deficiencies found during the test shall be categorised in one of the following
groups:
 Minor – deficiencies having no significant effect on the safety of the

vehicle/trailer or impact on the environment and other minor non-
compliances. If only defects of a minor nature are present, a test certificate
will still be issued.
 Major – deficiencies that may prejudice the safety of the vehicle/ trailer,
have an impact on the environment, put other road users at risk or other
more significant non-compliances.
 Dangerous – deficiencies constituting a direct and immediate risk to road

safety or having an impact on the environment.
Acceptance For Test

A condition for accepting vehicles/trailers for test require a VTG6 plate or VTG7
certificate or copies thereof. For vehicles where no plates or certificates are
issued a technical record must be in place before a test can commence.
This does not apply however to trailers presented for their first ever annual test.
Plating documents for these trailers will be issued on successful completion of
this "first test”.
Other conditions for accepting vehicles for test include:
 A trailer must be accompanied by a suitable drawing vehicle.
 The vehicle chassis number or DVSA issued trailer identification mark

must be permanently fixed to the vehicle in an accessible, easy to read
position.
 The vehicle/trailer must be clean enough to allow the component parts to

be inspected.
 The vehicle/trailer must not present a health & safety hazard to inspect.
 The vehicle/trailer must be appropriately loaded.
If you are in doubt regarding any of the above, it is recommended that you
contact the Driver and Vehicle Standards Agency Contact Centre for advice.

About this Manual

Acceptance For Test (continued)
Vehicles must fitted with their bodies and should not be accepted for test without
them. This does not include bin carriers, skeletal vehicles for carrying containers
or demountable bodied vehicles.
The Inspection
Each inspection has been allocated a number, which is given at the top of the
page.
Not all inspection numbers have been allocated.
The requirements of each inspection will be found in Schedule 3 of the Goods

Vehicle (Plating and Testing) Regulations.
After The Test

On completion of the test, copies of the smoke test and brake test reports are
issued (if applicable) along with either a pass certificate and or a refusal to issue
a certificate. The refusal will refer to the deficiencies identified, which are
considered to be below the minimum standard.
Assessment of Component condition

It is not practicable to lay down limits of wear and tolerances for all types of
components on different models of vehicle, or to define acceptable amounts of
damage, deterioration and effectiveness. Testers are therefore expected to use
their knowledge, experience and judgement in assessing whether the condition of
a component has reached the stage where it is obviously adversely affecting its
functionality or likely to adversely affect the roadworthiness of the vehicle.

About this Manual

Scope of Inspections
The scope of the inspections in this manual does not cover all the requirements
of The Road Vehicles (Construction and Use) Regulations and The Road
Vehicles Lighting Regulations.
Dual controls on vehicles will be inspected in the same manner as the primary
controls although there will be no separate brake performance check.
Health and Safety

Drivers presenting vehicles for test must follow the instructions given by Driver
and Vehicle Standards Agency staff. Radios and telephones must not be used
whilst vehicles are undergoing test.

Interpretation of Terms used in the Manual

Articulated Vehicle
An articulated vehicle is a motor car or heavy motor car with a trailer so
attached that part of the trailer is superimposed on the drawing vehicle and,
when the trailer is uniformly loaded, not less than 20% of the weight of its load
is borne by the drawing vehicle.
Corrosion
The effect of corrosion on the safety of the vehicle depends on:
 Its extent.
 The function of the section on which it has occurred.
A small amount of corrosion on an important part of the vehicle structure can

make a vehicle unsafe where it destroys the continuity of the load bearing
structure.
On the other hand, heavy corrosion of unimportant sections may have no

effect on the vehicle safety.
Corrosion Assessment
The inspection should determine whether excessive corrosion exists first by
visual inspection and then by finger and thumb pressure.
If necessary careful scraping or light tapping of the area is permitted.
Corrosion affected heavy gauge metal may be tapped harder than light
gauge, but unwarranted force and damage must be avoided.
Corrosion Failure Criteria

Any part of a load bearing member or load bearing panelling should be
refused if it is weakened by corrosion to the extent that:
 By finger and thumb pressure it does not feel rigid, or
 It crumbles to leave a hole, or
 When tapped there is penetration, or it causes the metal to crumble or

disintegrate.
Cracked
A flaw or split in a component.


Damage
When assessing the extent of damage it is important to consider whether the
performance of the component/system will be impaired or if the
component/system is likely to fail prematurely.
Damage fulfilling either of these criteria is not acceptable and will be a

deficiency.
Deteriorated
This will be a deficiency if the component or system is weakened to such an
extent that it can no longer adequately perform its function.
Distorted
This will be a deficiency if the component or system is distorted to such an
extent that it can no longer adequately perform its function.
EV (Electric Vehicle)
A vehicle that is powered by electric power train only. A vehicle with a
hydrogen fuel cell should be considered an electric vehicle.
Excessive travel
An abnormal amount of movement which clearly indicates that a component
has reached a stage when it requires remedial action to enable it to either:
a. operate effectively as designed, or
b. prevent it from reaching the end of its permitted travel, or
c. prevent it from exceeding manufacturer’s known maximum permitted

limits.
Excessive wear
A component which is worn to such an extent that it is either:
a. likely to fail, or
b. clearly not functioning effectively as designed, or
c. visibly worn beyond manufacturers’ known permitted limits, or
d. likely to affect the operation or condition of another safety related

component.


First use dates
Throughout this manual we have used the terms “before” and “from” when
referring to first use/manufactured dates. The term “from” should be regarded
to be ‘on or after’ a certain date. Where there is a first use date quoted for a
motor vehicle this will not normally apply if the vehicle was built more than 6
months before that date.
Forward Control Vehicle

Is a vehicle the configuration of which:
 more than half of the engine length is rearward of the foremost point of
the windshield base and;
 the steering wheel hub is in the forward quarter of the vehicle length.
Fouling
This will only be a deficiency if contact of two parts is likely to cause damage
to, or restrict the movement of a component.
Fractured/broken
Gap, opening or rupture where separation has taken place.
HEV (Hybrid Electric Vehicle)

A vehicle powered by a power train that consists of both an internal
combustion engine and an electrical energy/power storage device.
Insecure
The term “insecure” is used many times throughout this manual to describe a
defective condition. This term should be taken to mean either:
 a component has relative movement (looseness) at its fixings where
there should be none, or
 a component has relative movement (looseness) to an associated
component where there should be none, or
 a safety critical component is not safely or completely attached at its
fixing or to an associated component.
Certain components, such as wheel studs/nuts, body mountings etc. have

specific criteria detailed in the inspection manual.


Obligatory
Required to be fitted by law.
Semi-trailer
A trailer which is constructed or adapted to form part of an articulated vehicle.
Trailer
Where the term trailer is used in this manual it refers to all types of trailers and
semi-trailers.
Type Approved Vehicle

A vehicle manufactured from 1 October 1982 and first used from 1 April 1983
and has been issued with a Type Approval Certificate of Conformity, a
Ministers Approval Certificate or a Type Approval Certificate issued by an EU
Member State.
Type Approved
A component or system fitted to a vehicle which has been issued with a Type
Approval Certificate or Certificate of Conformity or built to an approval
standard which shows that the system or component complies with the
requirements of an EU Directive or ECE regulation.
If the presenter claims that the vehicle is fitted with type approved equipment
which complies with the requirements of an EC directive and has no
documentary evidence, consideration must be given to the following:
 annual test standards should not exceed those of type approval
 does the component or system appear to have been modified, replaced
or damaged
Where doubt exists, the benefit should be given to the presenter.
Unsafe Modification
Modifications to vehicles must be assessed on their merits, taking account of
the nature of the modification and whether the component is safety critical.
The main criteria to be used are:
 whether the modification adversely affects the roadworthiness of the
vehicle, or
 is likely to cause injury (such as modification to the body), or
 has a disproportionately adverse effect on the environment.
Vehicle
Where the term vehicle is used in the application section of this manual it
refers to all types of motor vehicle.


Vehicle Category (Definition used in the Community Directive)
G: Off-road vehicles
N2: Vehicles used for the carriage of goods and having a maximum mass
exceeding 3,500 kg but not exceeding 12,000kg.
N3: Vehicles used for the carriage of goods and having a maximum mass
exceeding 12,000kg.
O3: Trailers with a maximum mass exceeding 3,500 kg but not exceeding
10,000kg.
O4: Trailers with a maximum mass exceeding 10,000kg.
Category T tractors for the purpose of this inspection manual means

those that are:
(a) capable by their design and construction of exceeding 40 kilometres per

hour,
(b) used for the haulage of a load or burden more than 15 miles from their
operating base, and
(c) where the haulage of the load or burden is not in relation to an agriculture,
horticulture or forestry operation,
Vehicles of a specialised design or use characteristics

Vehicles designed/constructed and or used for specialist tasks such as
cranes, category T vehicles or road construction vehicles may be unable to
comply with some or all of the requirements for sideguards, rear under-run,
spray suppression, conspicuity or lighting positional requirements.

List of Inspections
1 »Registration Plate 37 »Service Brake Pedal
2 Not allocated 38 Service Brake Operation
3 »Seat Belts & Supplementary 39 Hand Operated Brake Control Valves
Restraint Systems 40 Not allocated
4 Not allocated 41 Condition of Chassis
5 »Exhaust Emissions 42 Electrical Wiring and Equipment
6 Road Wheels and Hubs 43 »Engine and Transmission Mountings
7 Size and Type of |Tyres 44 Oil Leaks
8 Condition of Tyres 45 Fuel Tanks and Systems
9 Sideguards, Rear Under-Run 46 »Exhaust Systems and Nuisance
Devices and Bumper Bars 47 Not allocated
10 Spare Wheel and Carrier 48 Suspension
11 Vehicle to Trailer Coupling 49 Not allocated
12 Trailer parking and Emergency Brake 50 Not allocated
and Air Line connections 51 Not allocated
13 Trailer Landing Legs 52 Not allocated
14 Spray Suppression, Wings and 53 Axles, Stub Axles and Wheel
Wheel Arches Bearings
15 »Cab Security 54 Steering
16 »Cab Doors 55 Not allocated
17 »Cab Floor and Steps 56 Not allocated
18 »Seats 57 Transmission
19 Security of Body, Containers and 58 Additional Braking Devices
crane support legs 59 Brake System and Components
20 Condition of Body 60 Not allocated
21 Not allocated 61 Not allocated
22 »Mirrors and Indirect Vision Devices 62 Markers and Reflectors
23 »Glass and View of the Road 63 Lamps
24 Not allocated 64 Not allocated
65 Not allocated
66 Direction Indicators and Hazard
Warning Lamps
25 »Windscreen Washers and Wipers 67 »Aim of Headlamp
26 »Speedometer/Tachographs 68 Not allocated
27 »Horn 69 Not allocated
28 »Driving Controls 70 Not allocated
29 Not allocated 71 Service Brake Performance
30 »Steering Control 72 »Secondary Brake Performance
31 Not allocated 73 Parking Brake Performance
32 Not allocated 74 Other dangerous defects
33 »Speed Limiter
34 »Pressure/Vacuum Warning and
Build Up
35 Not allocated
36 »Hand Lever Operating Mechanical
Brakes and Electronic Park Brake » Inspection does not apply to trailers
Controls

Standards for Prohibition Issue at Statutory Test
This provides a standard for the issue of Prohibition Notices where dangerous
deficiencies are observed during statutory tests.
The aim of the policy is to:
 Protect the public and other road users from unsafe vehicles where very
dangerous deficiencies have been observed during test.
 Let operators know the rules so that they know and understand the
standards for prohibition issue at test.
 Ensure consistency of approach.
 Preserve a balance between providing a flexible, customer focused,

testing service and providing the public with protection from loss or injury
from vehicles being used on public roads with serious roadworthiness
defects.
 Provide information about such occurrences to DVSA Enforcement, and to

Traffic Commissioners.
The approach, in principle, is to apply the following:
 Where a dangerous deficiency is marked with an asterisk * the examiner

will be required to assess the severity of the defect in line with the
deficiency criteria detailed in the table contained within the following
pages, before deciding whether to issue an immediate prohibition.
 Where a dangerous deficiency is NOT marked with an asterisk, this will

result in the issue of an immediate prohibition.
Note:
Where an Exemption notice is issued to permit prohibited vehicles to proceed to

a place of repair under controlled conditions the conditions of movement must be
detailed on the notice. Examiners will issue an Exemption notice only if in their
opinion the vehicle can be moved to such a place without risk to public safety.


Manual Reference Deficiency Criteria Deficiency
Detachment imminent where the applicable drivers
IM 3 2a (ii)*
and/or passengers seat will be occupied during the
Seat Belts 6a*
journey following test.
IM 6 Retaining ring is excessively displaced from its 1a*

Road Wheels and seating and total displacement is imminent.
Hubs
Failure or detachment imminent. 2d*
1d*
IM 7
Directional stability is obviously, significantly 1e*
Size and Type of
affected. 1f*
Tyres
2*
A tyre so severely damaged that failure of the tyre 1c*

is likely.
IM 8
Tyre tread worn below the legal minimum on any 1h*
Condition of Tyres
tyre fitted to a steered axle and/or 50% or more of
the total number of tyres fitted to non-steered
axles.
IM 9
Sideguards, Rear
Use of the vehicle or trailer poses an imminent 3b*
Under-Run Devices
danger of injury to any person. 5b*
& Bumper Bars
IM 10
1 (iii)*
Spare Wheel & Detachment imminent.
2 (ii)*
Carrier
1a (ii)*,1b (ii)*
1c (ii)*,1d (ii)*
IM11 1e*
Vehicle to Trailer Detachment imminent.
Coupling 2a (ii)*, 2b (ii)*
2e (ii)*
2g*


IM13
Trailer Landing Detachment imminent. 1*
Legs
Directional stability is obviously, significantly

IM 15
affected and poses an immediate danger to road 1a (ii)*
Cab Security
safety.
Directional control of the vehicle obviously

IM 17
significantly, affected and/or poses imminent 1 (ii)*
Cab Floor and Steps
danger of injury.
IM 18
Loss of control of the vehicle imminent. 1a (ii)*
Seats
IM 19 Detachment of container imminent where fitted. 3f*

Security of Body, 4a*
Containers and
Crane Support Legs Detachment imminent. 5a*
IM 20 Detachment imminent and/or imminent danger of

3*
Condition of Body injury to other road users or pedestrians.
IM 23
Imminent danger of injury to the driver and/or
Glass and View of 2a*
passengers or other road users.
the Road
IM 30
Imminent danger of injury to any person. 2c*
Steering Control
IM 38
Brake efficiency impaired and poses an immediate
Service Brake 3 (ii)*
danger to road safety.
Operation


Loss of control of the vehicle imminent and/or safe 1a (ii)*

IM 41
carriage of load affected or detachment of 2a (ii)*
Condition of Chassis
component imminent. 3a (ii)*
3b (ii)*
IM 42
Electrical Wiring and Wiring touching hot or rotating parts or the ground. 1b (iii)*
Equipment
IM 43
1a (ii)*
Engine and Engine and/or transmission detachment imminent
1b (ii)*
Transmission and poses an immediate danger to road safety.
1c (ii)*
Mountings
IM 45
Fuel Tanks and Detachment imminent. 1b*
System
IM 46
1a (ii)*
Exhaust Systems Detachment imminent.
3 (ii)*
and Nuisance
Steering function impaired and/or the vehicle as

IM 48
presented, poses an immediate danger to road 1g*
Suspension
safety.
IM 53 A main component so defective that failure is

Axles, Stub Axles imminent and poses an immediate danger to road 1b*
and Wheel Bearings safety.
Mechanism fractured, cracked, damaged,

IM 54
misaligned, twisted or deformed to the extent that 2i*
Steering
failure and/or separation is imminent.


The vehicle as presented, poses an immediate 1d (iv)*

IM 71
Service Brake Efficiency significantly below legal requirements. 1d (v)*
Performance Before issuing, the examiner must consider
whether the vehicle, as presented, poses an
immediate danger to road safety.
The vehicle as presented, poses an immediate 1b (ii)*

IM 72
Secondary Brake Efficiency significantly below legal requirements. 1c*
Performance Before issuing, the examiner must consider
whether the vehicle, as presented, poses an
IM 73 Efficiency significantly below legal requirements.

Parking Brake Before issuing, the examiner must consider 1b*
Performance whether the vehicle, as presented, poses an
A defect not described elsewhere in the manual

IM 74 such that the use of the vehicle or trailer on the
Other road will involve an immediate danger of injury to 1*
Dangerous Defects any other person (Refer to IM 74 Procedure and
Standards).

01 Registration Plate
Application
This inspection applies to all registered motorised vehicles.
Procedure and Standards
A registration plate should be easily legible to a person standing approximately 20m from the
front/rear of the vehicle.
The registration plate must be checked for presence and security at the front and rear of the
vehicle. The registration mark must be checked for presence and legibility.
A registration mark with characters which are obviously; incorrectly spaced, misformed or uses
misplaced fixing bolts to alter the registration mark appearance, will be deemed to be not in
accordance with the requirements.
Deficiency Deficiency
Category
1 A registration plate:
a. missing. Major
b. insecure. Major
2 A registration mark:
a. missing. Major
b. illegible. Major
c. not in accordance with the requirements. Major

03 Seat Belts & Supplementary Restraint Systems
Application
This inspection applies to all vehicles with seat belts and/or Supplementary restraint systems
(SRS) fitted.
The inspection of Supplementary Restraint Systems (SRS) applies to airbags, seat belt pre-
tensioners and seat belt load limiters when fitted as standard.
The minimum requirement for the fitment of seat belts is detailed in the tables below.
The only goods vehicles up to and including 3500kg DGW likely to be subject to this
inspection are mini-articulated vehicles.
Minimum Requirements for Forward Facing Seats on Vehicles First Used from 1 October
2001 with A DGW in Excess of 3500kg
Driver’s seat Front passenger seats Rear passenger seats
3 point belt (lap and 3 point belt (lap and diagonal), lap belt or No belt required
diagonal) or lap belt disabled person’s belt
Vehicles First Used from 1 April 1980 up to and Including 3500kg DGW
Driver’s and
specified front
Other front
Vehicle first used: passenger seat Rear passengers
passengers
(furthest from
driver)
1/4/1980 to 2 point belt (diagonal No belt required No belt required

31/3/1981 body restraining)
1/4/1981 to 3 point belt (lap and No belt required No belt required

31/3/1987 diagonal
From 1/04/1987 3 point belt (lap and 3 point belt (lap and No belt required
diagonal) diagonal), lap belt or
disabled person’s belt
Seat belts are not required on light goods vehicles with an ULW exceeding 1525kg, if the
model of vehicle was first manufactured before 1 October 1979 and the vehicle was manufactured
before 1 October 1981, or first used before 1 April 1982.
For seats with integral seat belts, it may not be possible to examine the fixing of the seat belt to
the seat.

On retracting seat belts, check that with the mechanism fastened and the seat adjusted to its
rearmost position, excess webbing is wound into the retracting unit. If there is doubt about the
operation of the retracting unit, this check should be carried out with the seat unoccupied.
Some types of retracting belt might need manual help before they retract.
Operate the release mechanism while pulling on the belt to check that the mechanism
releases when required.
Pull the sheaths aside if this can be done without causing damage.
Some vehicles have seat belts which will not release the inertia aspect of the seat belt
unless the ignition is switched on. Ensure the park brake is applied and the gears are in the
neutral position before switching on the ignition. Owing to the height of cabs on many commercial
vehicles this inspection should be performed with the inspector sat in the appropriate seat.
Floor mounted anchorages may need to be inspected from underneath the vehicle.
Where a belt is fitted with no corresponding seat or if there is a buckle/stalk but no

corresponding belt, it is NOT to be considered a seat belt for the purpose of this inspection.
The SRS malfunction indicator lamp (MIL) may display a symbol similar to that below, one
depicting a person wearing a seat belt or alternatively the letters ‘SRS’.
A passenger air bag, which has been switched off, is not a deficiency.
Seat belt load limiters are used on some vehicles to minimise seat belt inflicted injury in
particularly violent collisions.
This is generally achieved by releasing a little more excess belt webbing when a great deal of
force is applied to the belt.
The simplest type of load limiter is a fold sewn into the belt webbing. The stitches holding the fold
in place are designed to come apart when a high amount of force is applied to the belt, thereby
releasing an extra bit of webbing.
More advanced load limiters rely on a torsion bar in the retractor mechanism, which cannot
usually be readily seen or tested.
Seat belt pre-tensioners may be fitted to some seat belts. Once activated a warning device may
display.

Category
1
Obligatory Seat Belt (see Table):
a. missing. Major
b. of an incorrect type. Major
2 Anchorages:
a. (i) with excessive corrosion, serious deterioration or a fracture in Major
a load bearing member of the vehicle structure within 30cm of
the anchorage (where a seat belt is attached to a seat frame
this will apply to all seat mounting points).
(ii) with excessive corrosion, serious deterioration or a fracture in Dangerous*

a load bearing member of the vehicle structure within 30cm of
the anchorage (where a seat belt is attached to a seat frame
this will apply to all seat mounting points) and is likely to
detach.
b. a seat belt not securely fixed to the seat or to the vehicle Major
structure.
3 Locking Mechanism, Stalks, Retracting Mechanism and

Fittings:
a. locking mechanism of a seat belt does not secure or release Major
as intended.
b. an attachment or adjustment fitting fractured, badly Major

deteriorated or not operating effectively.
c. corrosion or deterioration of a flexible stalk likely to lead to Major

failure under load.
d. broken flexible stalk strands. Major
e. a retracting mechanism that does not retract the webbing Major

sufficiently to remove all the slack from the belt with the
locking mechanism fastened and the seat unoccupied.
4 Condition of Webbing:
a. (i) a cut or damage or fluffing or fraying, which is not sufficient to Minor
obstruct correct operation of the belt or which has not clearly
weakened the webbing.
(ii) a cut or damage or fluffing or fraying or overstretching Major

sufficient to obstruct correct operation of the belt or
significantly weaken the webbing.

b. stitching badly frayed, insecure, incomplete or repaired. Major
5 Obvious signs of structural weakness in a seat belt; fitting, Major

guide,stalk or pivot such that failure is likely.
6 Seats with seat belts attached to them:
a. insecure. Dangerous*
b. with a cracked or fractured leg or frame. Major
7 A seat belt:
a. load limiter or pretensioner obviously missing where fitted as Major

original equipment.
b. pretensioner or a ‘folded type’ webbing load limiter obviously Major

deployed.
8 An airbag:
a. missing. Major
b. deployed or disconnected. Major
9 The SRS warning lamp indicates any kind of failure of the Major
system.

05 Exhaust Emissions
Application
This inspection applies to all Compression Ignition engine vehicles.
Vehicles first used before 1 January 1980 will be subject to a visual examination only, see item 2 in
Procedure & Standard and Deficiency sections for more details.
For Hybrid Electric Vehicles (HEV) see ninth bullet point below.
The inspection of the engine MIL applies to diesel fuelled vehicles first used from 1 July
2008. The engine emission system (EES) MIL is only part of the test where a vehicle is not
fitted with the commonly recognised engine MIL.
The engine MIL inspection does not apply to dual fuelled vehicles.
Compression Ignition Engines:

 Exhaust emissions must be tested using an approved and calibrated smoke meter.
 Only in exceptional circumstances where it is not possible to use a smoke meter will a
visual check be carried out (visual tests will not apply to Fast Pass or vehicles submitted for
Low Emission Testing).
 If the exhaust has been deliberately modified to prevent the smoke meter from being
used a VTG 12 must be issued refusing to complete the test because the exhaust smoke
emissions test cannot be carried out.
 Twin exhaust systems, with or without a balance pipe - both systems must be
individually tested for smoke emissions. It may be necessary to purge the exhaust system
again prior to the second check.
 Supercharged engines should be tested by selecting the non-turbocharged option on the
smoke meter.
 The test procedure for turbocharged and non-turbocharged engines is the same.
 It is not normally sufficient to run the engine with the vehicle stationary to warm it up to
temperature, so the emissions should be tested as soon as possible after the vehicle
arrives at the test site.
 With some types of smoke meter care must be taken to ensure that the probe is correctly
aligned to the exhaust gas flow (reference to meter manufacturer’s instruction may be
necessary).
 HEVs do not require a metered smoke test or a visual smoke test. However, if during the
test excessive smoke is observed, this will be a deficiency under item 2b.
Some smoke meters (DSM) may fail to trigger a reading when testing modern vehicles fitted
with low emission diesel engines, which produce very low levels of smoke. If the smoke meter does
not register a reading or shows an error reading then irrespective of whether the DSM produces a
printout a record of this must be made and produced on the test documentation. Where the DSM
will not produce a printout, the record must state that the emissions limits were tested and met but
the DSM could not register the reading.

Air Fuel Ratio Control (AFRC) fitted to Caterpillar engines. When the engine is stopped the
control goes into an excess fuel position. When the engine is restarted the inlet manifold pressure
necessary to reset the AFRC into its normal running position is normally greater than that generated
during the free acceleration test. Vehicles should therefore either be checked, at the start of the
test if the engine has not been stopped or at the end of the test where the vehicle should be driven
on against the load of a partially applied brake sufficient to reset the AFRC prior to conducting the
test.
If a vehicle fails the test because the exhaust is holed the emissions must be rechecked when
the vehicle is retested.
Remember to issue a printout.
1. Free acceleration test using smoke meter

1a.
i. Check that the engine is at or near normal operating temperature.
ii. Purge the inlet and exhaust systems fully by holding the engine speed steady at just below
maximum governed speed for 30 seconds.
iii. Select the appropriate test programme on the smoke meter.
iv. Follow the meter prompts; depress the accelerator pedal quickly but not violently, to reach
full fuel position in less than 1 second. Hold it there until a release prompt is given. If, at the
end of the 1st acceleration, the smoke meter value is no more than the appropriate opacity
limit required for the vehicle, it will be deemed to have met the test limit.
v. After the first acceleration read the smoke level displayed on the meter. If it is greater than
the opacity limit for the vehicle, further accelerations will be required up to a maximum of
six.
1b. Assess visually whether the smoke emitted from the exhaust regardless of the measured
density, is likely to obscure the vision of other road users.
2. Visual emission test

2a.
i. Only in exceptional circumstances where it is not possible to use a smoke meter will a
visual check be carried out. The visual test is only to be used when it is not possible to use
the smoke meter or where risk to health and safety would arise. The procedure is the same
for supercharged, turbocharged and non-turbocharged engines.
ii. With the engine at or near normal operating temperature check the density of the exhaust
emission visually.
iii. Ask the driver to depress the accelerator pedal quickly but not violently, to reach full fuel
position in less than 1 second. Immediately release when the engine reaches its maximum
governed speed, allow the engine to return to idle speed.
iv. Ignore smoke from the first acceleration.
v. Repeat up to a maximum of six times if necessary until the exhaust smoke is considered to
be acceptable for two successive accelerations.
2b. Assess whether the smoke emitted from the exhaust, regardless of the measured density,
is likely to obscure the vision of other road users.

Note: The criterion is density and not volume of smoke. The description `dense smoke’ includes
any smoke or vapour, which largely obscures vision.
Where more than one manufacturer’s plate value is shown on a vehicle the less onerous limit
must be used.
Generally the engine MIL takes the form of the commonly recognised engine symbol .
However, some vehicles may only have been manufactured with an EES lamp in which case
this would be subject to test. Examiners must be certain that a deficiency exists before applying
deficiency 5.
Where a vehicle is fitted with an engine MIL any illumination of the EES lamp is to be disregarded.
For all vehicles check the presence and condition of any emission control systems fitted as
standard.

Category
Compression Ignition Engines
1 Statutory Smoke Meter Test:

a. After a total of six accelerations have been completed, Major
the average smoke opacity recorded for accelerations 4,
5 and 6 is more than:
For vehicles used before 1 July 2008:
i. 2.5m-1 for non-turbocharged engines or the level
specified on the manufacturer’s plate, where it is
lower.
ii. 3.0m-1 for turbocharged engines or the level
specified on the manufacturer’s plate, where it is
lower.
For vehicles first used from 1 July 2008:
iii. The level specified on the manufacturer’s plate or
1.5m-1 for all CI engines, where the plate value is
not available.
For vehicles first used from 1 January 2014:
iv. The level specified on the manufacturer’s plate or
0.7m-1 for all CI engines, where the plate value is
not available.
b. The exhaust emits excessive smoke or vapour of any Dangerous

colour, to an extent likely to obscure vision.
2 Statutory Visual Test:

a. After a maximum of six accelerations the exhaust emits Major
smoke of a level greater than that of equivalent metered
levels.
b. The exhaust emits excessive smoke or vapour, of any Dangerous

colour, to an extent likely to obscure vision.
All vehicles
3 Emission control equipment fitted by the manufacturer Major

absent, or obviously defective or shows any signs of
obvious tampering.
4 A vehicle equipped with a Diesel Particulate Filter shows Major

any visible signs of smoke.
5 Engine MIL inoperative or indicating a malfunction. Major

Low Emissions Vehicles (LEV) Smoke meter test
The LEV check is not part of the statutory test requirement.
1. Select appropriate LEV limit. Carry out Method of Inspections listed at 1.a
procedures I, II and III only.
2. Following meter prompts carry out three acceleration tests. Depress the
accelerator pedal quickly but not violently, to reach full fuel position in less than 1
second. Hold it there until a release prompt is given. At the end of the 3rd
acceleration the smoke meter will display the average smoke value and test
result. If the LEV value is not met and the meter readings are above the statutory
limits, further accelerations up to a maximum of six may be prompted by the
meter.
A vehicle will pass the LEV metered test if the opacity level is no greater than:
0.2m-1 for all vehicles fitted with a particulate trap.

0.4m -1 vehicles fitted with an unmodified Euro -2 engine.
0.8m -1 vehicles fitted with an unmodified Euro -1 engine.
1.0m-1 vehicles retro-fitted with a Euro -2 engine.

06 Road Wheels and Hubs
Application
This inspection applies to all road wheels and hubs apart from spare wheels.
Where possible wheel nuts will be lightly tapped with a hammer to check for looseness, but
any other evidence such as rust marks or elongation of bolt/stud holes must also be taken into
account.
A nut or stud is considered to be “loose” if it is not obviously carrying out its function of
clamping the wheel to the hub.
With some vehicles it is not possible to see the road wheels completely from ground level,
especially with twin wheels and where the body hides part of the wheels. In such cases the
vehicle must be moved to expose hidden parts of the wheels, or examined from underneath.
Whenever possible, presenters should remove wheel embellishers; remove visual security
indicators, if they prevent a full examination. Where this cannot be accomplished, continue to
inspect the vehicle and a record must be made on the test documentation to state that the
embellishers were not removed.
Capacity Limitations of 11.75 x 22.5 Alcoa Aluminium Wheels.

Wheels with the part number 813520/813523 may be stamped on the inside of the wheel,
opposite the valve, with a maximum load rating of 4250kg or 4500kg and those with part number
813530/813533 with a rating of 4500kg. It has been agreed that wheels with these part numbers
and maximum load ratings are suitable for a maximum axle weight of 9150kg.
Kronprinz wheels fitted to the Volvo FL L 4x2 rigid and FL 6H 4x2 rigid, are capable of carrying
higher loads than those shown on the wheels. The wheels can be identified by the following
markings stamped on the wheel:
Wheel brand name Kronprinz

Clamping type M20
Place of manufacture Made in France
Designation 19.5 x 7.50HOS56 E-DOT
Wheel load index 144/142
Volvo part number 20946506
The wheel is capable of carrying a load equatable to a 145/143. Please be aware of the
increased load capacity should you observe these wheels at annual test. This weight increase is
applicable to all vehicles equipped with these wheels not just Volvo.
Capacity limitation of a wheel marked with a load index

If a wheel is marked with a load index which indicates that the maximum load is lower than is
required to support the axle load, this will be a deficiency under 2.f.
Wheels not marked with a load index or load marking must be assumed to be capable of
carrying the axle weight.

Compatibility of Wheel Fixings
Vehicles with conical wheel fixings MUST NOT be fitted with wheels from vehicles designed
for use with spherical fixings. (British built vehicles normally have conical wheel fixings).
Vehicles with spherical wheel fixings MUST NOT be fitted with wheels from vehicles which are
designed for use with conical fixings.
Volvo wheels of the original spigot-mounting design WILL NOT interchange with another type.
Volvo wheels designed for later type spigot mounting may be used in an emergency on British
built trailers.
Wheels with conical fixings MUST NOT be used on Volvo vehicles because they do not have a
machine centre bore to fit the hub.
Spigots must extend to the outer wheel where twin wheels are fitted.
Wheel trims should be removed where possible to aid inspection; however, wheel nuts and
studs must not be removed to check compatibility. Deficiency 2c only applies where obvious
evidence exists that a wheel is not compatible with its hub and/or fixings.

Sleeved two piece flange nut fixing
Sleeved two piece

flange nut fixing, this
fixing method of
utilising a sleeved
nut has been
adopted primarily to
allow the retro fitting
of aluminium wheels
which incorporate a
thicker flange.
Where wheel trim brackets are secured by the wheel retaining nuts it is acceptable
provided the bracket does not stop the wheel nut from seating correctly in the taper of the stud
hole. For spigot mounted wheels there may be some overlap between the washer and bracket,
this will only be considered a defect where the nut clamping force is obviously ineffective.
Some wheel nut studs do not protrude all the way through the wheel nut this is acceptable
provided there is no sign of insecurity.
Where twin wheels are fitted the spigots must extend to the outer wheel to locate this.
Category
1 A tyre retaining ring:
a. fractured or not properly fitted such that detachment is likely. Dangerous*
b. butting causing the flange to lift more than 1.5mm from the rim Major
and/or not properly fitted.
2 A wheel:
a. (i) with any visible elongation of a stud hole. Major
(ii) with any visible elongation of a stud hole where secure fixing Dangerous
of the wheel is affected.
b. (i) badly damaged or distorted (including damaged by the Major

corners of a wheel nut cutting into the material of the wheel).

(ii) badly damaged or distorted (including damaged by the Dangerous
corners of a wheel nut cutting into the material of the wheel)
where secure fixing of the wheel is affected.
c. not compatible with its fixings. Major
d. cracked (except at the bridge over the valve), weld breaking Dangerous*
away or an inadequate repair.
e. made of aluminium alloy repaired by welding. Major
f. with a load rating less than that required to support the Major
maximum permissible (GB) axle load
3 A hub:
a. (i) cracked, badly damaged, or with a half shaft bolt, stud or nut Major
loose or missing.
(ii) cracked, badly damaged, or with a half shaft bolt, stud or nut Dangerous
loose or missing where secure fixing of the wheel is affected.
b. with clearance between a spigot mounted wheel and the hub Major
spigots that exceeds 3mm across the diameter.
c. (i) with a wheel retaining nut or stud missing or loose or Major

obviously not fulfilling the function of clamping the wheel to
the hub.
(ii) with multiple wheel retaining nuts or studs missing or loose or Dangerous
obviously not fulfilling the function of clamping the wheel to
the hub.
d. with a spigot wheel nut washer cracked. Major
e. with a wheel locating spigot or dowel missing. Major

07 Size and Type of Tyres
Application
This inspection applies to all tyres, apart from spare tyres.
Procedure and standards
The use markings most likely to be encountered are "FRT" which indicates that the tyre is not
suitable for use on a driven axle and "TRAILER USE ONLY". Tyres marked with a direction arrow
pointing in the wrong direction should not be refused.
Tyres are usually identified by their nominal section size followed by the rim diameter e.g.
10.00-20,750-16, etc (the majority of modern tyres carry millimetric markings e.g. 205-16 etc). For
identification of sidewall markings refer to the diagram at the end of this section. All tyres on an
axle must be of the same nominal size. If a tyre is dual marked one of the markings must be the
same as the markings on the other tyres on the axle.
There are still a number of high load capacity tyres in use which are marked with a code to
indicate the tyre size and capacity e.g. a 10.00-20 16 ply tyre may be marked D20 or 4-20 (a full list
of these tyres is given at Table 1).
If tyres marked with a load capacity index are fitted the maximum permissible axle Load for
normal use can be found in Table 2 at the end of this section. The Load Index (LI) may consist of
one or two numbers e.g. 154 or 146/143. Where two numbers are displayed the first refers to the
use of the tyre in single formation and the second in twin formation. Reference to the table shows
that the maximum loads for this tyre are 6000kg in single formation and 10900 in twin formation.
If a load index is not shown the carrying capacity of a tyre can be determined from the Ply Rating.
The load capacity of ply rated tyres is shown at Table 3. If no ply rating can be found on the tyre it
should be assumed to have the lowest load capacity listed for that size of tyre.
This information relates to tyres used without any restriction (i.e. with tyre use symbol 2B indicated
on the plate or plating certificate). There are three other categories of vehicle use which allow tyres
to be operated at lower speeds and higher loads. The details of the axle loads are in the Tyre
Tables obtainable from the Driver and Vehicle Standards Agency, Ellipse, Padley Road, Swansea
SA1 8AN.
2J SPEED RESTRICTED TO 40MPH

This category is applicable to “Municipal vehicles”. “Municipal vehicles” means a motor vehicle or
trailer limited at all times to use by a local authority, or a person acting in pursuance of a contract
with a local authority, for road cleansing, road watering or the collection and disposal of refuse,
night soil or the contents of cesspools, or the purposes of the enactments relating to weights and
measures or the sale of food and drugs:
OR “Multi-stop local collection and delivery vehicles” being a motor vehicle or trailer used for multi-
stop collection and delivery services to be used only within a radius of 25 miles from the permanent
base at which it is normally kept.
2M SPEED RESTRICTED TO 40MPH

This category is applicable to a “low platform trailer” being a trailer fitted with tyres with a rim
diameter size code of less than 20 and displaying a rectangular plate which is at least 225mm wide
and at least 175mm high and bears two black letters “L’’ at least 125mm high and 90mm wide with
a stroke width of 12mm.
2R SPEED RESTRICTED TO 50MPH

This category is applicable to any vehicle which displays a “50’’ plate in accordance with Schedule
13 of the C & U regulations.
SPEED SYMBOLS
The speed capability is represented by a letter which is displayed adjacent to the LI marking e.g.
146/143J. This indicates the speed at which the tyre can carry the load(s) indicated by the LI
marking(s). In the above example the tyres carry a load of 6000/10900kg at 62mph.
The minimum required speed ratings are :

CLASS OF VEHICLE PERMITTED SPEED (MPH) MINIMUM SPEED
SYMBOL
Rigid goods vehicles with maximum laden
weight not exceeding 7.5 tonnes 70 L
Rigid goods vehicles with maximum laden
weight exceeding 7.5 tonnes 60 J
Articulated vehicles 60 J
Trailers 60 J
Goods vehicles and trailers operating under 2J 40 D
or 2M tyre use conditions
Category T vehicles 40 D
Restricted speed vehicles operating under 2R 50 F
tyre use conditions
ALTERNATIVE SPEED RATINGS
Certain vehicles can be fitted with tyres showing a lower speed rating than those shown above but
the maximum axle loads will be reduced as shown below.
CLASS OF VEHICLE NORMAL SPEED ALTERNATIVE SPEED REDUCTION IN AXLE
RATING RATING LOADS
Motor vehicle not J 7%
exceeding 7500kg plated L K 3%
weight
F 15%
Trailers J G 5%
Details of the reduced axle loads which tyres can carry are shown in Table 4.

STRUCTURE
Examine all the tyres fitted and note the type of structure (radial, cross-ply or bias-belted) and the
nominal size of tyres.
All tyres on an axle must be of the same structure and nominal size.
Tyres on an axle may be of different structures and nominal sizes to those on another axle with the
following exceptions:
 All tyres on all steered axles must have the same structure.
 All tyres on all driven axles must have the same structure.
 On two axle motor vehicles where each axle is fitted with single wheels, if all the tyres are
not of the same structure, the type of structure which is allowed to be fitted to each axle is
shown in the table.
Axle 1 Axle 2
Cross-ply Bias-belted
Cross-ply Radial
Bias-belted Radial
This does not apply to an axle on which wide single tyres with a road contact width of more than
300mm are fitted.


Table 2 Load capacity index table

Extract from ECE Reg 54: “Load index” Table amended to show axle loads
Load Single Dual Load Single Dual Load Single Dual
Index Kg Kg Index Kg Kg Index Kg Kg
70 670 1340 110 2120 4240 150 6700 13400
71 690 1380 111 2180 4360 151 6900 13800
72 710 1420 112 2240 4480 152 7100 14200
73 730 1460 113 2300 4600 153 7300 14600
74 750 1500 114 2360 4720 154 7500 15000
75 774 1548 115 2430 4860 155 7750 15500
76 800 1600 116 2500 5000 156 8000 16000
77 824 1648 117 2570 5140 157 8250 16500
78 850 1700 118 2640 5280 158 8500 17000
79 874 1748 119 2720 5440 159 8750 17500
80 900 1800 120 2800 5600 160 9000 18000

81 924 1848 121 2900 5800 161 9250 18500
82 950 1900 122 3000 6000 162 9500 19000
83 974 1948 123 3100 6200 163 9750 19500
84 1000 2000 124 3200 6400 164 10000 20000
85 1030 2060 125 3300 6600 165 10300 20600
86 1060 2120 126 3400 6800 166 10600 21200
87 1090 2180 127 3500 7000 167 10900 21800
88 1120 2240 128 3600 7200 168 11200 22400
89 1160 2320 129 3700 7400 169 11600 23200
90 1200 2400 130 3800 7600 170 12000 24000

91 1230 2460 131 3900 7800 171 12300 24600
92 1260 2520 132 4000 8000 172 12600 25200
93 1300 2600 133 4120 8240 173 13000 26000
94 1340 2680 134 4240 8480 174 13400 26800
95 1380 2760 135 4360 8720 175 13800 27600
96 1420 2840 136 4480 8960 176 14200 28400
97 1460 2920 137 4600 9200 177 14600 29200
98 1500 3000 138 4720 9440 178 15000 30000
99 1550 3100 139 4860 9720 179 15500 31000
100 1600 3200 140 5000 10000

101 1650 3300 141 5150 10300
102 1700 3400 142 5300 10600
103 1750 3500 143 5450 10900
104 1800 3600 144 5600 11200
105 1850 3700 145 5800 11600
106 1900 3800 146 6000 12000
107 1950 3900 147 6150 12300
108 2000 4000 148 6300 12600
109 2060 4120 149 6500 13000


TABLE 4 MAX AXLE LOADS FOR “UNRESTRICTED” SPEED VEHICLES
Tyre load Trailers permitted to exceed 50mph Motor vehicles permitted to exceed 60mph
Index (up to 60mph) (up to 70mph)
Speed Symbol Speed Symbol Speed Symbol Speed Symbol
F (-15%) G (-5%) J (-7%) K (-3%)
Single Kg Dual Kg Single Kg Dual Kg Single Kg Dual Kg Single Kg Dual Kg
70 570 1140 640 1280 630 1250 650 1300
71 590 1180 660 1320 650 1290 670 1340
72 610 1210 680 1350 660 1330 690 1380
73 630 1250 700 1390 680 1360 710 1420
74 640 1280 720 1430 700 1400 730 1460
75 660 1320 740 1480 720 1440 760 1510
76 680 1360 760 1520 750 1490 780 1560
77 700 1410 790 1570 770 1540 800 1600
78 730 1450 810 1620 800 1590 830 1650
79 750 1490 830 1670 820 1630 850 1700
80 770 1530 860 1710 840 1680 880 1750
81 790 1580 880 1760 860 1720 900 1800
82 810 1620 910 1810 890 1770 930 1850
83 830 1660 930 1860 910 1820 950 1890
84 850 1700 950 1900 930 1860 970 1940
85 880 1760 980 1960 960 1920 1000 2000
86 910 1810 1010 2020 990 1980 1030 2060
87 930 1860 1040 2080 1020 2030 1060 2120
88 960 1910 1070 2130 1050 2090 1090 2180
89 990 1980 1110 2210 1080 2160 1130 2250
90 1020 2040 1140 2280 1120 2240 1170 2330
91 1050 2100 1170 2340 1150 2290 1200 2390
92 1080 2150 1200 2400 1180 2350 1230 2450
93 1110 2210 1240 2470 1210 2420 1270 2530
94 1140 2280 1280 2550 1250 2500 1300 2600
95 1180 2350 1320 2630 1290 2570 1340 2680
96 1210 2420 1350 2700 1330 2650 1380 2760
97 1250 2490 1390 2780 1360 2720 1420 2840
98 1280 2550 1430 2850 1400 2790 1460 2910
99 1320 2640 1480 2950 1450 2890 1510 3010
100 1360 2720 1520 3040 1490 2980 1560 3110
101 1410 2810 1570 3140 1540 3070 1610 3210
102 1450 2890 1620 3230 1590 3170 1650 3300
103 1490 2980 1670 3330 1630 3260 1700 3400
104 1530 3060 1710 3420 1680 3350 1750 3500
105 1580 3150 1760 3520 1730 3450 1800 3590
106 1620 3230 1810 3610 1770 3540 1850 3690
107 1660 3320 1860 3710 1820 3630 1900 3790
108 1700 3400 1900 3800 1860 3720 1940 3880
109 1760 3510 1960 3920 1920 3840 2000 4000
110 1810 3610 2020 4030 1980 3950 2060 4120
111 1860 3710 2080 4150 2030 4060 2120 4230
112 1910 3810 2130 4260 2090 4170 2180 4350
113 1960 3910 2190 4370 2140 4280 2240 4470
114 2010 4020 2250 4580 2200 4390 2290 4580
115 2070 4140 2310 4620 2260 4520 2360 4720
116 2130 4250 2380 4750 2330 4650 2430 4850
117 2190 4370 2450 4890 2390 4780 2500 4990

TABLE 4 (continued) MAX AXLE LOADS FOR “UNRESTRICTED” SPEED VEHICLES
F (-15%) G (-5%) J (-7%) K (-3%)
118 2250 4490 2510 5020 2460 4910 2570 5130
119 2320 4630 2590 5170 2530 5060 2640 5280
120 2380 4760 2660 5320 2610 5210 2720 5440
121 2470 4930 2760 5510 2700 5400 2820 5626
122 2550 5100 2850 5700 2790 5580 2910 5820
123 2640 5270 2950 5890 2890 5770 3010 6020
124 2720 5440 3040 6080 2980 5960 3110 6210
125 2810 5610 3140 6270 3070 6140 3210 6410
126 2890 5780 3230 6460 3170 6330 3300 6600
127 2980 5950 3330 6650 3260 6510 3400 6790
128 3060 6120 3420 6840 3350 6700 3500 6990
129 3150 6290 3520 7030 3450 6890 3590 7180
130 3230 6460 3610 7220 3540 7070 3690 7380
131 3320 6630 3710 7410 3630 7260 3790 7570
132 3400 6800 3800 7600 3720 7440 3880 7760
133 3510 7010 3920 7830 3840 7670 4000 8000
134 3610 7210 4030 8060 3950 7890 4120 8230
135 3710 7420 4150 8290 4060 8110 4230 8460
136 3810 7620 4260 8520 4170 8340 4350 8700
137 3910 7820 4370 8740 4280 8560 4470 8930
138 4020 8030 4490 8970 4390 8780 4580 9160
139 4140 8270 4620 9240 4520 9040 4720 9430
140 4250 8500 4750 9500 4650 9300 4850 9700
141 4380 8760 4900 9790 4790 9580 5000 10000
142 4510 9010 5040 10070 4930 9860 5150 10290
143 4640 9270 5180 10360 5070 10140 5290 10580
144 4760 9520 5320 10640 5210 10420 5420 10870
145 4930 9860 5510 11020 5400 10790 5630 11260
146 5100 10200 5700 11400 5580 11160 5820 11640
147 5230 10460 5850 11690 5720 11440 5970 11940
148 5360 10710 5990 11970 5860 11720 6120 12230
149 5530 11050 6180 12350 6050 12090 6310 12610
150 5700 11390 6370 12730 6240 12470 6500 13000
151 5870 11730 6560 13110 6420 12840 6700 13390
152 6040 12070 6750 13490 6610 13210 6890 13780
153 6210 12140 6940 13870 6790 13580 7090 14170
154 6380 12750 7130 14250 6980 13950 7280 14550
155 6590 13180 7370 14730 7210 14420 7520 15040
156 6800 13600 7600 15200 7440 14880 7760 15520
157 7020 14030 7840 15680 7680 15350 8010 16010
158 7230 14450 8080 16150 7910 15810 8250 16490
159 7440 14880 8320 16630 8140 16280 8490 16980
160 7650 15300 8550 17100 8370 16740 8730 17460
161 7870 15730 8790 17580 8610 17210 8980 17950
162 8080 16150 9030 18050 8840 17670 9220 18430
163 8290 16580 9270 18530 9070 18140 9460 18920
164 8500 17000 9500 19000 9300 18600 9700 19400

TABLE 4 (continued) MAX AXLE LOADS FOR “UNRESTRICTED” SPEED VEHICLES
F (-15%) G (-5%) J (-7%) K (-3%)
165 8760 17510 9790 19570 9580 19160 10000 19990
166 9010 18020 10070 20140 9860 19720 10290 20570
167 9270 18530 70360 20710 10140 20280 10580 21150
168 9520 19040 10640 21280 10420 20840 10870 21730
169 9860 19720 11020 22040 10790 21580 11260 22510
170 10200 20400 11400 22800 11160 22320 11640 23280
171 10460 20910 11690 23370 11440 22880 11940 23870
172 10710 21420 11970 23940 11720 23440 12230 24450
173 11050 22100 12350 24700 12090 24180 12610 25220
174 11390 22780 12730 25460 12470 24930 13000 26000
175 11730 23460 13110 26220 12840 25670 13390 26780
176 12070 24140 13490 26980 13210 26420 13780 27550
177 12410 24820 13870 27740 13580 27160 14170 28330
178 12750 25500 14250 28500 13950 27900 14550 29100
179 13180 26350 14730 29450 14420 28830 15040 30070
If axle loads for 'unrestricted' speed vehicles are required - contact Driver and Vehicle Standards
Agency, Ellipse, Padley Road, Swansea SA1 8AN.

Category
1 A tyre:
a. (i) of which the nominal size, ply rating, load index or speed Major
rating of any tyre is below that appropriate for the plated
axle weight.
(ii) of which the nominal size, ply rating, load index or speed Dangerous
rating of any tyre is below that appropriate for the plated
axle weight and is loaded in excess of the tyre load
index/ply rating.
b. which has a tyre use marking inappropriate for the type of Major
axle or vehicle to which it is fitted.
c. of a different nominal size to another on the same axle. Major
d. of a different structure to another on the same axle. Dangerous*
e. on a steerable axle which is not of the same structure as Dangerous*

any other tyre on any steerable axle.
f. on a driven axle which is not of the same structure as any Dangerous*

other tyre on any driven axle.
2 On a two axle motor vehicle fitted with single tyres on both Dangerous*
axles a combination of tyres with structures which are not
shown as acceptable in the table.

08 Condition of Tyres
Application
This examination applies to all tyres fitted to vehicles and trailers apart from spare tyres.

Lifting of the tread rubber is a deficiency.
If a portion of the tread material is partially severed so that it is likely to fly off and cause
danger for other road users it is a deficiency.
The following criteria should be used when assessing a cut in a tyre:

1. Any ply or cord that can be seen without touching the tyre would be a deficiency under 1c.
2. If by folding back rubber or opening a cut with a blunt instrument, so as not to cause further
damage, exposed ply or cord can be seen irrespective of the size of the cut this would also
be a deficiency under 1c.
3. If a cut which is more than 25mm or 10% of the section width whichever is the greater, is
opened with a blunt instrument and cords can be felt but not seen this would be a
deficiency under 1a.
Before failing a cut as listed in 3 above, you must ensure that it is definitely the cords that are felt
and not a foreign object.
When checking bulges care must be taken to distinguish between bulges caused by separation
or partial failure of the structure and the bulges which are due to normal manufacturing
undulations in the tyre or due to a satisfactory repair. A bulge due to a repair will be solid, feeling
firm to hand pressure and will not deflect as would a bulge associated with casing separation.
A recapped tyre may on occasions have unbonded surplus rubber at the tyre shoulder which
may give the appearance of tread separation, although it is not.
When checking any tyre that appears to have been recut, it must be determined whether it
has been recut to the manufacturers recut tread pattern. It is often difficult to identify tyres which
have been skilfully recut, but extra care should be taken to check for exposure of the ply or cord at
the bottom of the grooves.
Recut tyres can only be fitted to motor vehicles with an unladen weight of 2540kg or more and to
trailers with an unladen weight of more than 1020kg.
Details of manufacturers’ recut tread patterns can be obtained either from the DVSA internal
Intranet or the Driver and Vehicle Standards Agency, Technical Services, Ellipse, Swansea, SA1
8AN.
The original tread pattern means:
 On a re-treaded tyre the tread pattern immediately after the tyre was retreaded.
 On a recut tyre the manufacturer’s recut tread pattern.
 On a partly recut tyre, the part which has been recut the manufacturer’s recut tread
pattern, on the other part the tread pattern when new.
 On any other tyre the tread pattern of the tyre when new.
When checking the tread pattern the "Breadth of Tread" is to be taken as that part of the tyre
which can contact the road, under normal use, measured across the tyre.
The following should be disregarded when deciding which grooves need to be checked in regard
to the "original tread pattern".
 Grooves which wear out before the main grooves are worn.
 Other minor features such as sipes, small lateral extensions to the circumferential grooves
and minor lateral grooving on the shoulders.
Minimum tread depths applicable are shown in the table below:

Design gross weight of
Over 3500kg 3500kg or less
vehicle or trailer
1mm, excluding any tie bar or 1.6mm, excluding any tie bar or
Minimum tread depth
tread wear indicator tread wear indicator
Form a continuous band
Form a continuous band covering
covering at least any 3/4 of
Position of minimum tread the central 3/4 of the breadth of
the breadth of the tread
depth band the tread around the entire
around the entire
circumference
circumference
Deficiency 1g, where the base of any groove of the original tread pattern is not clearly visible is
only applicable to vehicles with DGVW greater than 3500kg.
The following diagrams show acceptable positions of the minimum tread depth band, for vehicles
over 3500kg design gross weight, which must be measured at right angles to the axis of the
wheel. Figures 1-4 show cambered wear and Figure 5 shows more detail of how the tread band is
measured. For vehicles of 3500kg or less the band is the central 3/4 of the breadth of tread and it
is not necessary for tread depth to be visible on the remainder.
Figure 6 shows that for certain cross country tyres that may be necessary to accept that the band
of acceptable tread pattern may include a plain portion in the centre.
Figures (1), (2), (3) and (4) T= Breadth of Tread

¾ T = Minimum width of continuous band.

Fig (5)
In this case the lateral grooves are the same depth as the circumferential groove and are included
in the ¾ measurement.
The breadth of the tread is ‘T’.
The ¾ of ‘T’ measurement can be taken over ‘T’ as in figure 1 to 4.
Fig (6)
This tyre only has lateral grooving
The band of acceptable tread pattern includes the plain portion which existed when the tyre was
new. The remaining tread area should contain grooves to the depth of 1 mm.
If any tread wear indicator is level with corresponding tread, measure tread depth before
deciding if the tread is below the acceptable limit.

Category
1 A tyre:
a. with a cut which is deep enough to reach the ply or cords, Major
and is more than 25mm long, or 10% of the section width,
whichever is greater.
b. with a lump, bulge or tear caused by separation or partial Dangerous

failure of its structure, including any lifting of the tread rubber.
c. with exposed ply or cord. Dangerous*
d. (i) rubbing on any part of the vehicle. Minor
(ii) fouling on any part of the vehicle and safe driving not Major
impaired.
(iii) fouling on any part of the vehicle and safe driving is Dangerous
impaired.
e. incorrectly seated on its wheel. Major
f. obviously underinflated. Minor
g. where the base of any groove of the original tread pattern is Major
not clearly visible.
h. where the minimum tread depth and tread band Dangerous*

requirements are not met.
2 A recut tyre:
a. fitted to a vehicle which should not have one. Major
b. on which the wholly or partly recut tread pattern is not to the Major
manufacturer’s recut tread pattern.

09 Sideguards, Rear Under-Run Devices & Bumper Bars
Application
SIDEGUARDS
Motor Vehicles first used from 1 April 1984 with a design gross weight exceeding 3,500kg and
where the distance between the centres of any two consecutive axles exceeds 3m;
Trailers manufactured from 1 May 1983 with an unladen weight exceeding 1,020kg and where
the distance between the centres of any two consecutive axles exceeds 3m; or in the case of a
semi-trailer, where the distance between the centre of the kingpin position and the centre of the
foremost axle exceeds 4.5m.
Semi-Trailers manufactured before 1 May 1983 which have a design gross weight exceeding
26,000kg and which form part of an articulated vehicle with a design gross train weight exceeding
32,520kg and where the distance between the centre of the kingpin and the centre of the foremost
axle exceeds 4.5m. Where more than one kingpin is fitted, it is the distance from the rearmost
position which is taken into account.
Exempted Vehicles:
 A vehicle or trailer constructed so that it can be unloaded by part of the vehicle being tipped
sideways or rearwards.
 A vehicle or trailer designed solely for use in connection with street cleaning, the
collection/disposal of refuse or the contents of gullies/cesspools. (Skip carrying vehicles are
classed as refuse vehicles and as such are exempt).
 A trailer specially designed and constructed, and not merely adapted, to carry round timber,
beams or girders, being items of exceptional length.
 Articulated Tractor units.
 A vehicle or trailer specially designed and constructed, and not merely adapted, to carry
other vehicles loaded onto it from the front or rear (Vehicles with a standard horizontal body
fitted with a "beaver tail" are not exempt).
 A trailer with a load platform which is not more than 750mm from the ground throughout that
part of its length under which a sideguard would have to be fitted.
 A semi-trailer incorporating a sliding bogie.
 Category T vehicles.
 A rigid motor vehicle or trailer designed for and constructed for the special purpose of
carrying long (but not exceptionally long) timbers from an off road location in a forest.
To fulfil this definition the vehicle must meet the following criteria:
a. It must be of skeletal construction.
b. It must have a minimum of two upright side supports (sidebolsters) fitted to each side of
the vehicle.
c. It must not be fitted with a load platform, other than chassis rails, cross bearers and the
minimum amount of flooring necessary to protect wiring or brake line components.
It is permissible for the vehicle to be fitted with the following:
 Loading equipment i.e. a Hiab crane or similar device.
 Cross bearers that do not have upright side supports.
For Vehicles of a specialised design or use characteristics see interpretation of terms
section.
This list is not exhaustive but covers the vehicles likely to be encountered within the testing
scheme.
Sideguards can be manufactured & tested to any of the following standards:
The Road Vehicles (Construction and Use) Regulations 1986 as amended. Directive 89/297/EEC
or The technical requirements of the Directive 89/297/EEC.

REAR UNDER-RUN DEVICES

Rear under-run devices are applicable for motor vehicles with a gross design weight exceeding
3,500kg and first used from 1 April 1984; or
Trailers manufactured from 1 May 1983 with an unladen weight exceeding 1,020kg
Exempted vehicles:
 Articulated Tractor units.
 A vehicle or trailer fitted at the rear with apparatus specially designed for spreading
material on a road.
 A vehicle or trailer so constructed that it can be unloaded by part of the vehicle being
tipped rearwards.
 A vehicle or trailer specially designed and constructed, and not merely adapted, to carry
other vehicles loaded onto it from the rear (Vehicles with a standard horizontal body fitted
with a “beaver tail” are not exempt.)
 A trailer specially designed and constructed, and not merely adapted, to carry round
timber, beams or girders, being items of exceptional length.
 A vehicle or trailer fitted with a tail lift so constructed that a lift platform, with a minimum
length of 1m, forms part of the floor of the vehicle.
 A vehicle specially designed, and not merely adapted, for the carriage and mixing of
concrete.
 A vehicle fitted at the rear with specially designed apparatus where the fitment of under-run
would interfere with its operation.
 Category T vehicles.
scheme.

section.
BUMPER BARS
This inspection applies to all vehicles and trailers except category T vehicles.

SIDEGUARDS
Vehicles equipped with cranes, it is not practicable to fit sideguards in the area of the crane and
its controls. When assessing such vehicles/trailers you need to take account of the following;
Vehicles fitted with an extendible device or leg to provide stability during loading, and
equipped with loading devices and controls, which makes it impracticable to fully comply with the
sideguard legislation, will be deemed compliant provided sideguards are in place to the fullest
extent practicable. All vehicles must be presented for statutory test with any such devices in the
stowed position.
Vehicles with access and a working platform adjacent to, and necessary for, the operation of
a loading device, shall be regarded as a load carrying platform for sideguard compliance forward
of the extendable device or leg.
Acceptable circumstances are when other items on the vehicle such as fuel tanks, work boxes
etc which by virtue of their shape and characteristics conform to the requirements of a sideguard.
Trailers manufactured before 1 May 1983 will not be refused if sideguards are not fitted, but
the driver/operator notified that they may be required under certain circumstances.
Sideguards fitted to vehicles/trailers that do not require them will only be checked for
deficiencies (a) security, (c) sharp edges/projections and (g) increasing overall width.
The continuous vertical rail or turn in may not be required if the front edge of the sideguard is
within 100mm of a permanent structure of the vehicle (vehicle cab/wheel arch).
Sideguard Construction
 The guard should be as continuous as possible and the outermost surface smooth,
essentially rigid and either flat or horizontally corrugated, but can be split into rails. Rails
must be flat faced on the outside, (N2/O3 vehicles/trailers) minimum 50mm, (N3/O4
vehicle/trailers) minimum 100mm (but can be wider), and the distance between them not
more than 300mm. Parts of the guard may be detachable for access, but must be
securely fixed when the vehicle is in use.
 The front edge of the guard must have a continuous surface extending back for (N2/O3
vehicles/trailers) minimum 50mm; (N3/O4 vehicle/trailers) minimum 100mm, for both
ranges of vehicles the turning inwards is 100mm.
 On occasions a single rail may fulfil this requirement and it will be sufficient that the
forward face only covers the depth of the rail.
N2 vehicles are vehicles over 3500kg but does not exceed 12000kg DGVW.
N3 vehicles are vehicles that exceed 12000kg DGVW.
O3 trailers are trailers over 3500kg but does not exceed 10,000kg TAW.
O4 trailer are trailers which exceed 10,000kg TAW.
DGVW = Design Gross Vehicle Weight TAW = Total Axle Weight

Backwards
(N2/O3 vehicle/trailers) minimum 50mm
(N3/O4 vehicle/trailers) minimum 100mm
Rail face (N2/O3 vehicle/trailers) minimum 50mm

Front edge
Inwards Rail face (N3/O4 vehicle/trailers) minimum100mm

min 100mm
Distance of Guard from Front Wheels (or landing legs) and Rear Wheels
Motor Vehicles
The front edge of the guard must not be more than 300mm from the tyre on the front wheel
(or second wheel if two front axles) and the guard must extend to within 300mm of the tyre
on the first rear axle.
Draw-Bar Trailer
The front edge of the guard must not be more than 500mm from the tyre on the front wheel
and the guard must extend to within 300mm of the tyre on the rear wheel.
Semi-Trailer
The front edge of the guard can be up to 250mm behind the centre line of the landing legs,
but never more than 3m behind the centre of the king pin (in its rearmost position) and the
guard must extend to within 300mm of the tyre on the first rear axle.

Minimum Height to Top Edge

To determine the height to the top edge, it is necessary to imagine a vertical plane parallel to the
vehicle centre line and just touching the outer edge of the outermost rear tyre (neglecting the
bulge). The line where the vertical plane cuts the structure of the vehicle is taken as the datum
and may not be straight, but will move up and down as the plane cuts through transverse floor
members etc.
The upper edge of a sideguard shall not be more than 350mm below that part of the structure of
the vehicle, cut or contacted by a vertical plane tangential to the outer surface of the tyres,
excluding any bulging close to the ground except in the following cases.
Where the tangential plane cuts the structure of the vehicle at

Body
more than 1.3m above the ground, then the upper edge of the
sideguard shall not be less than 950mm above the ground.
Vertical plane
More
than Rear
1.3m outermost
tyre
Vertical plane
Upper surface of load

Where the tangential plane does not cut the structure of the
carrying structure vehicle, the upper edge shall be level with the surface of the
load carrying platform, or 950mm from the ground, whichever
is the less.
Rear
outermost
tyre
Tangential plane should be taken as a line from the outermost edge of the rear tyre(s) excluding the bulge
due to the weight of the vehicle.
Lateral Projection
The guard must not project beyond the outside edge of the vehicle, and it must not be more than
150mm inside the outermost plane of the vehicle (Maximum width). The last 250mm of the
sideguard, at the rear, must be no more than 30mm from the outer edge of the outermost rear
tyre.

Components in the Sideguard Area
In general, the regulations do not allow for the sideguard run to be broken, if components such as
fuel tanks and air reservoirs intrude, the components should be sited such that they do not
interfere with the sideguard run. However, components may be incorporated if, by virtue of their
shape and characteristics, they conform in all respects to the sideguard requirements. Where the
guard is not continuous from front to rear; adjacent parts can overlap provided that the
overlapping edge faces rearwards or downwards; or a gap of not more than 25mm measured
longitudinally may be left, provided that the rearward part does not protrude outboard of the
forward part.
Note: Protrusions from such components within the sideguard run must conform to all the side
guard requirements. Protrusions from these components not within the side guard run (i.e.
between the sideguard gaps do not need to conform to the standards.
If the sides of the vehicle are so designed and/or equipped, that by virtue of their shape and
characteristics the component parts together meet the requirements, they may be regarded as
replacing the sideguards.
Where a vehicles body meets the dimensional requirements (dimensional being, min. & max.
height from the ground, plus the distance from rear of front wheel or landing leg and front of rear
wheel) for sideguards these will be deemed to be met, however where only part of the body meets
the requirements, side guards must be fitted in the remaining appropriate areas.
Chassis Mounted Cranes

Where cranes are fitted across the chassis the extendible legs are normally stowed and operate
through the sideguard run.
The sideguard rail or rails are required to come within a distance of 130mm of the leg at each
side, thus allowing working room.
When assessing such vehicles/trailers, consideration must be given to the crane and platforms
explained on page 3 above.
Stabiliser leg
PLAN VIEW
Sideguard
Line of sideguard
Max 130mm
The diagram is only to illustrate the dimensions allowed between the stabiliser leg and a sideguard; it is not
the intention that the stabiliser leg should be stowed in this position.

Sideguard Material
There is no legislation regarding the materials used for sideguards although there are regulations
covering strength and deflection of these components. None of these however are subject to test.
Protrusions
Protrusions (on the side guard outer faces) such as rivet or bolt heads are acceptable provided
that they do not exceed 10mm and are suitably domed.
External corners and edges must not expose any sharp edge. Missing end caps are not a
deficiency, but where this exposes a sharp edge on an external corner this is a deficiency.
Orange reflective strips are acceptable if fitted to sideguards provided that the front edge is
rounded and it does not protrude more than 10mm.
Short Bodied Vehicles

Vehicles which have shortened bodies to facilitate the fitting of plant equipment usually have a
large gap between the back of the cab and the body. There may therefore be a considerable
length of sideguard area not covered by the body. In these cases the height of the guard covered
by the body is the normal 350mm max below the structure, but the height of the guard in the area
not covered by the body must be no lower than the body floor or 950mm whichever is the lowest
and may require more than 1 rail.
Type Approved Sideguards

If the presenter claims that the vehicle or trailer is fitted with type approved sideguards (this will
most often be on an imported trailer) which comply with the requirements of the EC directive, the
presenter should be asked to provide documentary evidence. Although the standards are to
accept sideguards made to the directive but not necessarily approved it may assist to identify
those vehicles/trailers which are known to be approved, these are:
Trailer Make Model

Hellbender EUT, KIP, KIS, TSA, MUL, CONC.
Magyar All models type approved.
Vehicle Make Model

Mercedes-Benz Atego.

Tankers
It is recognised that there are practical problems in the fitting of sideguards to some tankers and
there can be differing views over what constitutes "so far as is practicable".
A. Tankers which Convey Dangerous Substances

Vehicle Safety Division, the Society of Motor Manufacturers and Traders and the British
Tank Manufacturers Technical Committee agreed on the design layout specification for
sideguards on these vehicles. This agreement is summarised in the drawings that follow.
In all other respects the guards must conform to the regulations.
B. Skeletal Trailers Carrying Frameless Tanks

(i.e. a tank or container which does not have a lower side rail or rave).
Sideguards fitted to skeletal trailers carrying frameless tanks must incorporate a top rail,
the upper edge of which should be at least 950mm from the ground or to the height of the
trailers upper tank carrying surface (e.g. twist locks) if this is less than 950mm.
C. Milk Tankers with External Cylindrical Tubes for Stowage of Hoses

An external cylindrical tube permanently fitted longitudinally to the side of a vehicle and
intended for the stowage of a hose, can for the purpose of the sideguard positional
requirements be considered part of the body.
This only applies to that side of the vehicle fitted with the cylindrical tube and where the
tube completely extends over the length of the vehicle required to be fitted with
sideguards. Any other type of hose support, e.g. rack or tray, should not be considered
part of the bodywork.
D. Hose Racks
With the exception stated at "C" above, a hose rack fitted to a vehicle or trailer should be
disregarded when making an assessment as to whether the body cuts the vertical plane
as in the section dealing with Maximum Height to Top Edge.
It is however permissible for the hose rack to be taken as part of the sideguard if it meets
the dimensional requirements.

At
least
950mm
Sideguards must be no more than 150mm in from the outermost plane of

the vehicle (maximum width). The last 250mm of the guard at the rear
must be no more than 30mm from the tangential plane of the rear tyres.
At
least
950mm

the vehicle (maximum width). The last 250mm of the guard at the rear must
be no more than 30mm from the tangential plane of the rear tyres.

Ladders encroaching
into the sideguard area
must comply with the
side guard regulations
(not applicable to fluid
tankers)
At
least
950mm

At
least
950mm


At
least
950mm

At
least
950mm


REAR UNDER-RUN DEVICES

If a vehicle has a rear tail lift, where the rear uprights for the tail lift are separated from the
rear under-run, the uprights are not to be taken as part of the under-run device.
Vehicles equipped with rear tail lifts are allowed to have gaps between the rear under-run rails.
Gaps are permitted up to 500mm between rear under-run rails.
Vehicles with tail lifts may be fitted with a guard up to 300mm wider than the outer edge of the
outermost rear tyre provided it is no wider than the outer edge of the vehicle.
Vehicles not required to be fitted with a rear under-run device but having one fitted are only to
be inspected as if it was a bumper bar.
Where a rear under- run extends outside the width of the outermost rear tyre but is joined to a
sideguard positioned to the rear of the tyre, this is not a deficiency.
Vehicles that have two rear axles where the rearmost one has a narrower track, the sideguard
criteria needs to comply with the widest of the rear axles.
Vehicles with bodies that satisfy the dimensional requirements for rear under-run devices are
considered acceptable.
It is acceptable for a rigid vehicle to be presented for annual test without a rear under-run
device fitted when towing a trailer. However, the under-run device must be readily available for use
when not towing a trailer.
BUMPER BARS
Vehicles are not required to have separate bumper bars, these may be incorporated into the
body in some cases.

Category
1 A bumper bar or bracket which is:
a. (i) insecure. Major
(ii) insecure to the extent that detachment is imminent. Dangerous
b. has a jagged or projecting edge likely to cause injury. Major
2 Sideguards not fitted to a vehicle required to have them fitted. Major
3 A sideguard or bracket:
b. cracked, fractured, corroded or damaged so that its Dangerous*

effectiveness is reduced.
c. with exposed surfaces which are not smooth (e.g. projecting Major
brackets, jagged edges, bolt heads that are not dome shaped).
d. with external corners or edges that are sharp. Major
e. with incorrect dimensions. Major
f. that is not continuous along the vehicle length in other than Major
accepted circumstances.
g. that increases the overall width of the vehicle. Major
h. with more than 550mm height from the ground to the lowest Major
edge of the guard. (vehicle unladen or semi-trailer load platform
horizontal).
4 Rear under-run device not fitted to a vehicle required to have Major

one fitted.
5 Rear Under-Run Device:
b. cracked, fractured, corroded or damaged so that its Dangerous*

effectiveness is reduced.

c. that has a jagged edge. Major
d. with more than 550mm ground clearance (unladen). Major
e. which extends beyond the outer edge of the outermost rear tyre Major
(see note in procedure and standards).
f. with the outer end of the device more than 100mm inboard of Major
the outer edge of the outermost rear tyre (or more than 300mm
inboard where a demountable body is fitted).
g. extends beyond the outermost width of the vehicle which is Major

fitted with a tail lift.
h. incomplete. Major

10 Spare Wheel & Carrier
Application
This inspection applies to all vehicles and trailers fitted with an external spare wheel or carrier.
Check the spare wheel and carrier are secure, free from damage, and are correctly positioned.
Category
1 A spare wheel carrier:
(i) not in proper condition. Minor
(ii) insecure, damaged or incorrectly positioned but not so that Major

either is likely to fall from the vehicle.
(iii) so insecure, damaged or positioned that it is likely to fall from Dangerous*

the vehicle.
2 A spare wheel:
(i) insecure, damaged or incorrectly positioned but not so that it Major

is likely to fall from the vehicle.
(ii) so insecure, damaged or positioned that it is likely to fall from Dangerous*

the vehicle.

11 Vehicle to Trailer Coupling
Application
This examination applies to all vehicles fitted with a trailer coupling (at the front or at the rear) and
to all trailers. This inspection also covers fifth wheel couplings mounted on converter dollies.
This examination applies to all vehicles fitted with a trailer coupling (at the front or at the rear) and
to all trailers. This inspection also covers fifth wheel couplings mounted on converter dollies.
If the vehicle has a coupled trailer it must not be uncoupled.
To check for relative movement between the tractor and trailer apply the trailer brakes and
ask the driver to lightly shunt the tractor back and forth.
When assessing wear/lift between bracket/bush or pin/bush consideration should be given to

those bushes which have been designed to provide a cushioning effect in order to relieve shock
loadings. The load when the bush is fully compressed is taken from the main plate directly onto
the mounting bracket and therefore some degree of controlled lift, up to 8mm in some units is
acceptable in the trunnion pin and bush (Up to 12mm lateral movement is acceptable in some
cases in fifth wheel couplings, lateral movement of draw-bar turntable top plate movement relative
to the lower plate should not exceed 10mm).
Wear should be considered excessive if a drawing hitch, bar, hook, eye, ball or ball socket has
the metal reduced to ¾ of its original thickness.
If the inspection of the fifth wheel jaws is carried out without a trailer attached, then wear on
the jaws in excess of 6mm would be considered a deficiency.
Many manufacturers determine gross train weights by the number and size of bolts fitted
to fifth wheel bed plates and sub-frames, these bolts are therefore considered to be mandatory.
Examples of a secondary locking devices are:

a. A dog clip and chain.
b. Spring loaded pin between the operating handle and the body of the 5th wheel housing.
c. Lever dropped behind the operating handle.
An optional third 5th wheel locking device such as a dog clip with a chain or wire from the
secondary clip to a hole in the handle could be fitted. The chain or wire may only be there to
assist the operator to unlock the secondary device. The absence of a chain/wire is not a
deficiency if its only purpose is to prevent loss of the dog clip.

Category
1 A drawing hitch, bar, hook, eye, ball or ball socket; or a

fifth wheel king pin and its mounting or a turntable which:
a. (i) is excessively worn. Major
(ii) is excessively worn with obvious risk of detachment. Dangerous*
b. (i) is seriously deformed or modified impairing its effectiveness Major

and or weakens the component (no trailer attached).
(ii) is seriously deformed or modified impairing its effectiveness Dangerous*

and or weakens the component (trailer attached).
c. (i) is cracked or fractured (no trailer attached). Major
(ii) is cracked or fractured (trailer attached). Dangerous*
d. (i) is insecure. Major
(ii) is insecure to such an extent that detachment is likely. Dangerous*
e. has excessive movement between the vehicle and trailer. Dangerous*
f. has a turntable which has no clearance between mating Major

surfaces, i.e. evidence of contact between the surfaces.
g. has a missing, damaged, seized and or inadequate safety or Major

locking device or any coupling indicator inoperative.
h. has a coupling too weak. Major
2 A Fifth Wheel Coupling with:
a. (i) insecurity between the fifth wheel and its mounting sub-frame Major
and or chassis.
(ii) insecurity between the fifth wheel and its mounting sub-frame Dangerous*
and or chassis to such an extent that detachment is likely.
b. (i) a mandatory bolt loose or missing. Major
(ii) mandatory bolts loose or missing to such an extent that Dangerous*

detachment is likely.

c. (i) jaws excessively, worn or out of adjustment. Major
(ii) jaws so worn or out of adjustment that the trailer kingpin would Dangerous
not be securely held.
d. a safety locking device is missing or inoperative. Major
e. (i) an articulating bracket or pivot excessively worn or insecure. Major
(ii) an articulating bracket or pivot excessively worn or insecure to Dangerous*

such an extent that detachment is likely.
f. any crack in a load bearing member. Major
g. an operating member insecure or worn to such an extent the Dangerous*

coupling is unsafe.

12 Trailer Parking and Emergency Brakes and Air Line Connections
Application
Parking and Emergency Brakes

This inspection applies to all trailers.
Air Line Connections

This inspection applies to drawing vehicles first used from 1 April 1989 and all trailers.
Emergency Brake and Air Line Connections:

 Ensure that the air reservoirs on the drawing vehicle are fully charged.
 With the vehicle parking brake on and the trailer parking brake off, ask the driver to
disconnect the service (yellow) and emergency (red) brake lines.
 Check, on vehicles and trailers fitted with "C" type couplings, that the coupling in the
service (yellow) line - either fitted to the trailer or in the line itself - is fitted with an
operating adaptor which can open the self sealing coupling in the connector from the
drawing vehicle.
 Check that the operating adaptor lifts the indicator on the test coupling by the correct
amount. The waisted portion (coloured section) of the indicator must be exposed, but no
more than this. This does not include additional couplings which may be used on trailers
such as extendable types.
 Check that any brake line on the drawing vehicle is not fitted with a manual shut-off tap.
Additional taps fitted to extendable trailers are not included in this inspection.
The driver must be instructed to reconnect all couplings before the vehicle is moved
When presented, the tractor unit must be compatible with the trailer and have a warning
lamp to indicate that trailer ABS is working (This may be a combined ABS/EBS warning light).
If presented with a compatible EBS tractor unit, if the red (emergency) line is dropped, the brakes
may not come on. To apply the brakes disconnect the ISO 7638 electrical connection. Ensure
that the handbrake is applied on the tractor unit before disconnecting the red (emergency) line
and that safe working practices are followed.
Provided self sealing couplings are used on the tractor couplings it does not matter whether
the air adaptor couplings are the conventional way or reversed.
Some park brake controls also deplete the air suspension systems when the red
(emergency) air line is removed, this is acceptable provided it does not drain the air brake
reservoir. If it does this is considered a deficiency under 5a of section 59.

12 Trailer Parking and Emergency Brakes and Air Line Connections
Category
1 Trailer parking brake:
a. does not operate on at least two wheels. Dangerous
b. cannot be securely set. Dangerous
c. (i) mechanism worn. Minor
(ii) mechanism insecure, cracked, excessively worn or badly Major

corroded.
d. when fully applied the mechanism is at the end of its working Major
travel or it is fouling adjacent parts of the vehicle.
2 Trailer emergency brake not applied automatically when the Dangerous

emergency brake line is disconnected.
3 Operating adaptor, to open self sealing coupling in

service line:
a. not fitted in service line. Major
b. produces incorrect amount of lift. Major
4 An airline fitted with a manual shut off tap. Major
5 (i) Tap or sealing valve insecure, inadequately mounted or Minor

defective.
(ii) Tap or sealing valve insecure, inadequately mounted or Major

defective to such an extent the functionality is affected.

13 Trailer Landing Legs
Application
This inspection applies to all trailers fitted with landing legs.
Check for security of landing legs and any of its component parts.
If any leg or part of a leg is missing it is not a deficiency.
Category
1 A landing leg or any component part so insecure that it is likely Dangerous*

to fall from the vehicle.

14 Spray Suppression, Wings and Wheel Arches
Application
Wings and Wheel Arches

This inspection applies to all vehicles and trailers.
Spray Suppression
This inspection applies to those vehicles shown below unless listed as exempt.
Motor Vehicles Trailers
a. exceeding 12 tonnes design GVW, and a. exceeding 3.5 tonnes design GVW and
first used from 1 April 1986. manufactured from 1 May 1985.
b. exceeding 16 tonnes design GVW with
2 or more axles, whenever
manufactured.
Spray Suppression Exempted Vehicles:
 Motor vehicle where the driving power of its engine is, or can by use of its controls be,
transmitted to all the wheels on at least one front axle and on at least one rear axle.
 Vehicles with a high ground clearance (400mm minimum).
 A vehicle specially designed and not merely adapted for the carriage and mixing of
concrete.
 A vehicle or trailer constructed so that it can be unloaded by part of the vehicle being
tipped sideways or rearwards.
 A vehicle or trailer designed solely for use in connection with street cleaning, the
collection/disposal of refuse or the contents of gullies/cesspools (skip carrying vehicles
are classed as refuse vehicles and as such are exempt).
 A trailer specially designed and constructed, not merely adapted, to carry round timber,
beams or girders being items of exceptional length.
 Category G and T vehicles.
 A rigid motor vehicle or trailer designed for and constructed for the special purpose of
carrying long (but not exceptionally long) timbers from an off road location in a forest.
To fulfil this definition the vehicle must meet the following criteria:
a. It must be of skeletal construction.
b. It must have a minimum of two upright side supports (sidebolsters) fitted to each
side of the vehicle.
c. It must not be fitted with a load platform, other than chassis rails, cross bearers and
the minimum amount of flooring necessary to protect wiring or brake line
components.
It is permissible for the vehicle to be fitted with the following:
 Loading equipment e.g. a Hiab crane or similar device.
 Cross bearers that do not have upright side supports.
scheme.
Tractor units drawing exempt trailers are not themselves exempt.
section.

Wings and Wheel Arches
Road wheels must have associated with them equipment or part of the body which, as far as is
practicable, catches mud or water thrown up by the wheels as they rotate. Check that the wing
covers the whole width of the tyre especially where wide “Super Single” tyres are fitted to the front
axle.
A trailer used for or in connection with the carriage of round timber does not require the
fitment of wings.
With regard to the requirements for wings and wheel arches, a vehicle may be passed
without wings when a semi-trailer/body/ container is carried which fulfils the requirements of a
wing i.e. a vehicle presented for annual test towing a trailer and the wing tops are not fitted on the
vehicle due to the trailer being very close to the tyres. This is not a deficiency for wings or spray
suppression providing the rotation of the wheels does not permit mud or water to be thrown
directly on the road surface.
Mudflaps
If a mudflap is an extension to a wing or similar fitting, a missing or damaged mud flap is not a
deficiency, unless the vehicle is required to have one to comply with spray suppression
requirements.
Where a mudflap is fitted in place of a wing, i.e. it serves the purpose of a wing (as on some
semi-trailers) it must be treated as a wing and be securely fixed to prevent excessive movement.
Spray Suppression
The test on spray suppression includes only a basic visual check for general compliance
and it will normally not be necessary to take measurements.
Tractor units and Skeletal Vehicles/ Trailers must be fitted with complete wings to fulfil the
spray suppression requirements.
Lifting axles are not exempt from the requirements and are therefore treated as a normal axle.
Vehicles/Trailers with Demountable Bodies

1. These are not exempt from the requirements. In some cases it will therefore be
necessary for the body to be in place since the mudwing or valance is often attached.
2. Some demountable bodies can be unloaded by tipping, using a conventional ram
attached to the vehicle. These are classed as tippers and are therefore exempt from the
spray suppression requirements.
The 200mm flap height can be increased to 300mm for:

 any vehicle or trailer equipped with road friendly suspension.
 where a manufacturer has deemed it technically appropriate as permitted in 91/226/EEC
and regulation EU 109/2011.
 the rear most flap height only, for trailers claimed to be used on Ro-Ro ferry operations.
 any axle where the radial dimension to the lower edge of the valancing, or wheel guard, is
not greater than the radius of the tyre.

Deliberate modifications for attachment points for rope hooks are not acceptable and should
be considered as incomplete.
The width of the flap should cover the full breadth of the tyre(s).
Vehicles/trailers first used from 1 April 2000 must have spray suppression that covers the whole
width of the tyres. It is acceptable for vehicles/trailers before 1 April 2000 that the spray
suppression will only cover the tyre tread breadth.
Earlier Mercedes Actros model ranges had gaps between the spray suppression flap top edge
and the mud wing bottom edge (the edges were not parallel with each other); these do not comply
with the spray suppression requirements and should be considered a defect. The later models do
comply because the gap is at the same level as the mud wing thus containing the spray thrown up
by the rotation of the wheel (see below).
On trailers where all the wheels steer, it may appear to be incompatible to fit spray
suppression, these vehicles are not exempt but spray suppression only needs fitting as far as it is
practicable.

Conventional Mudwing Types of Wheel Guards

Single Axle Arrangements or Multi-axle arrangements where distance between wheels is greater
than 300mm.
The lower edge of the outer valance shall not exceed 1.5 x tyre radius on steerable wheels or
1.25 x tyre radius on non-steerable wheels at points A, B and C.
Wheel Flaps
Wheel flaps must be fitted behind each wheel and should cover the full breadth of the tyre(s) and
be mounted to the wing without gaps that would permit the exit of spray.
Suppression material must be fitted to:

a. the forward face of the flap and
b. to the forward face of that part of the wing (guard) if it reaches below a line 100mm above a
line projected from the wheel centre line.
Wheel Guards
Where the wheel guard consists of several components there should be no gaps between or
within individual parts when assembled that will permit the exit of spray when the vehicle is in
motion.

Conventional Mudwing Types of Wheel Guards

Multi-axle arrangements where distance between wheels is 300mm or less
1.25 x tyre radius on non-steerable wheels at points A,B and C as in the single axle diagram.
Wheel Flaps
Wheel flaps should cover the full breadth of the tyre(s) and be mounted to the wing without gaps
that would permit the exit of spray.
Wheel flaps are required behind each wheel where the distance between tyres on a group of
multiple axles is 250mm or more. Up to 290mm can be accepted where it is clear that the limit of
249mm is exceeded only by tyre wear.
Where the distance between tyres on a group of axles is less than 250mm, wheel flaps are only
required on the rearmost axle of each group.
 The forward face of the flap and
 The forward face of that part of the wing (guard) if it reaches below a line 100mm above a
line projected from the wheel centre line.
Wheel Guards
motion.

Single or Multi-axle arrangements using Half Wing and Valances.
‘B’
VALENCE
45mm MIN. VALENCE
45mm MIN.
20° ‘C’
‘A’
100mm MIN.
300mm
MAX.
200mm
FRONT MAX.
Fig.4
1.25 x tyre radius on non-steerable wheels at points A, B and C.
Wheel Flaps
Wheel flaps must be fitted behind each wheel and should cover the full breadth of the tyre(s) and
be mounted to the wing without gaps that would permit the exit of spray.
required on the rearmost axle of each group. Up to 290mm can be accepted if it is clear that the
limit of 249mm is exceeded only by tyre wear.
 The forward face of the flap and
 to the forward face of that part of the wing (guard) if it reaches below a line 100mm above
a line projected from the wheel centre line.
Wheel Guards
motion.
Note that in the case of steerable wheels the 20 Deg. angle is increased to 30 Deg.
The breadth of the wing valance at points A and C must be at least 45mm as must be the body
valance depth at point B.

Flap and Valance System for Non-Steered Axles
The valance should cover the area extending from the underside of the body to at least a line
formed by the tangent to the top of the tyres and between the outer edge of the wheel flap, with
which it should form a seal and the vertical plane formed by the tangent at the front of the tyre. An
outer valance must be fitted over each wheel.
The whole inner face of the outer valance, the depth of which should not be less than 100mm,
must be fitted with a suppression material.
Wheel Flaps
Wheel flaps should extend to the underside of the vehicle structure. The whole of the forward
facing part of the wheel flap should be fitted with a suppression material or device. There should
be no gaps that would permit the exit of spray.
 the forward face of the flap and
a line projected from the wheel centre line.

Spray Suppression Systems with Air/Water Separation Devices on the Lower Edge of
Valances ("Cats Whiskers" or "Netlon") Single axle and Multi-axle arrangements.
The Wheel Guards should comply in all respects with the requirements given for the conventional
mudwing system.
Valances should have air/water separating material on their lower edges to a depth of not less
than 45mm to the rear of the vertical centre line of the wheel. This depth may be progressively
reduced forward of the centre line.
There should be no openings in outer valances or between outer valances or wheel guards that
would allow spray to be emitted.
For non-steered wheels, the radius of the lower edge of the valance, including the air/water
separating device, must not be greater than the radius of the tyre. With steered wheels however
the radius of the lower edge can be up to approximately 25mm larger than the radius of the tyre.
Wheel flaps must be either
Fitted with suppression material to:

 the forward face of the flap and
a line projected from the wheel centre line (as at "A" in the diagram above).
or
 the lower part should consist of an air/water separator, the length of which shall be at
least 100mm. The maximum height of the bottom edge should not exceed 200mm and
the maximum distance behind the tyre is reduced to 200mm (as at "B" in the diagram
above).
required on the rearmost axle of each group. Up to 290mm can be accepted if it is clear that the
limit of 249mm is exceeded only by tyre wear.

Category
1 A Wing or Wheel Arch:
a. (i) missing or so badly corroded or distorted to stop it acting as Major

an adequate shield or, in the case of a mud flap fitted as a
wing, it is not restrained or constructed to stop wind lift.
(ii) so badly corroded or distorted or so insecure that it can fall off Major
or rub on the tyre.
b. that has sharp edges that are likely to cause injury Major
c. which is rubbing on a tyre. Major
d. which does not cover the whole width of a tyre when the Major
wheel is in the straight ahead position.
2 Spray Suppression:
a. insecure to such an extent it is likely to drop off. Major
b. (i) not fitted where required. Major
(ii) insufficient coverage of tread. Major
c. incomplete or seriously defective. Major
d. dimensions do not comply with requirements. Major
e. with a wheel flap not restrained or stiff enough to stop Major

excessive movement or wind lift in normal use.
f. with more than 25% of the minimum required wheel flap or Major
spray suppression material area clogged with mud or debris.

15 Cab Security
Application
This inspection applies to all vehicles.
All means of securing the cab are to be inspected where practical.
Movement which is designed into mountings should not be confused with excessive wear.
Cab security inspection applies to the primary and secondary locking devices for tilt cabs.
The inspection does not cover air leaks from cab air suspension unless it affects the brakes.
This would be a deficiency within the appropriate brake section.
Category
1 A Cab:
a. (i) insecure but not affecting the stability of the vehicle. Major
(ii) with any insecurity that is likely to affect the stability of the Dangerous*
vehicle.
b. (i) retention and/or locking device on a tilt cab missing or Major

defective.
(ii) retention and/or locking device on a tilt cab missing and or Dangerous
defective to such an extent that it seriously effects road safety.
c. obviously not located squarely on chassis and which obviously Major

affects safe control of the vehicle.
d. (i) with excessive corrosion or damage to a load bearing member Major

which seriously reduces its strength within 30cm of the cab
mountings.
(ii) with excessive corrosion or damage to a load bearing member Dangerous

which seriously reduces its strength within 30cm of the cab
mountings and stability is obviously affected.

16 Cab Doors
Application
This application applies to all vehicles.
Only one operational door is required. On security vehicles this door may be fitted so that it
does not open directly into the cab. Other doors which have deliberately been made inoperative
should be considered part of the cab and not a door. A door with one handle missing should not
be refused, if the door can be opened from inside using the remaining handle.
Category
1 A Door which:
a. is missing. Major
b. cannot be opened. Major
c. (i) has a sliding action and it will not remain closed or is likely to Major
fly open inadvertently.
(ii) has a hinged action and it will not remain closed or is likely to Dangerous
fly open inadvertently.

17 Cab Floor and Steps
Application
Examine the cab floor, internal wheel arches and cab steps for condition and security.
Category
1 A cab floor or internal wheel arch which:
(i) is badly deteriorated or insecure. Major
(ii) is so badly deteriorated or insecure it is likely to impair the Dangerous*

driver’s control of the vehicle or is likely to cause injury.
2 Any step or step ring:
(i) insecure. Minor
(ii) so insecure or or in such a condition it is likely to cause injury. Major

18 Seats
Application
This inspection applies to all vehicles driver and passenger seats.
When checking the driver’s seat adjustment it is not necessary to check that the seat can be
secured in all possible positions.
In the case of electrically adjusted seats, it is not necessary to check any ‘memory position’
function.
Category
1 A driver’s seat:
a. (i) structure defective. Major
(ii) so insecure or in such a condition that it could cause the driver Dangerous*
to lose control of the vehicle.
b. fore and aft adjustment mechanism not functioning as Major

intended.
2 A passenger seat insecure or a backrest that cannot be Major

secured in the upright position.

19 Security of Body, Containers and Crane Support Legs
Application
Security of Body
This inspection applies to all vehicles and trailers fitted with a body.
Security of Containers
This inspection applies to all vehicles and trailers constructed or adapted to carry removable
shipping containers, whether a container is mounted or not (a dual purpose flatbed trailer from
which all twistlocks have been removed is not subject to this inspection).
Security of Crane Support Legs

This inspection applies to all vehicles and trailers fitted with supporting legs for loading cranes.
This inspection only applies where retaining devices were originally fitted. A suitable
alternative retaining device is acceptable provided the support leg is adequately secured.
Security of Body
The inspection covers:
 all fixings (e.g. brackets) securing the body to the chassis or to a sub-frame or supporting
members.
 fastenings e.g. securing bolts, rivets or welds for the fixings.
 structural (stressed) panels.
Defective fastenings do not necessarily mean that the body is insecure. The whole structure
must be assessed and deficiencies will only be justified where sufficient bolts, rivets and welds
etc. are loose or defective to allow the body to move enough to cause a hazard for other road
users.
Some designs of body mounting allow a limited amount of flexing between the body and
chassis. This must not be confused with insecurity. On body mountings with tie-bars the securing
nut on the tie-bar is correctly secured with a relatively low torque setting and this should not be
mistaken for looseness.
Coach bolt failure due to corrosion may not be obvious, as the failed section may be in a
position where it cannot be seen. Care should be taken to check that there is no sign of an
abnormal movement of the structure which would indicate coach bolt failure.
Security of Containers
A secondary locking device is something that stops the primary fastening device coming
open accidentally when the vehicle is in motion. To be effective it must give enough resistance to
light hand pressure to remain closed.
Support Bolsters and Structures
Presenters should be asked to set any moveable supports or bolsters to a deployed position
wherever possible prior to the commencement of the test to assist inspection. The presenter
should reset them after the test within British legal length requirements before leaving the test
site.

19 Security of Body, Containers and Crane Support Legs
Category
1 Body:
a. excessively displaced relative to the chassis. Major
b. (i) insecure. Major
(ii) insecure with stability affected. Dangerous
2 A load bearing member so cracked, corroded or damaged

that the body is:
(i) seriously weakened. Major
(ii) seriously weakened and vehicle/trailer stability is impaired. Dangerous
3 A container fastening device:
a. missing when another of a matched pair is present. Major
b. likely to become detached. Major
c. incomplete. Major
d. seized. Major
e. not fitted with an effective secondary locking device. Major
f. in such a condition that a container is unlikely to be secured by Dangerous*

it.
4 A support bolster or structure:
a. insecure, cracked, corroded or damaged such that a container Dangerous*

is unlikely to be supported and secured by it.
b. not fitted with locking pins or other securing method Major

incorporating an effective secondary locking device.
5 A crane support leg:
a. insecure. Dangerous*
b. retaining device missing, insecure or in a condition that it Dangerous

would not adequately retain the leg.

20 Condition of Body
Application
Check for defective items, which would make the vehicle dangerous to other road users or
pedestrians. The cumulative effect of any defects found must be considered or their influence on
other items. Superficial damage which does not affect the strength of a component or which does
not pose a danger to other road users is not a deficiency.
Check for any insecurity of glass panels or sharp edged glass on vehicles such as mobile shops.
Category
1 Any headboard, rave, cross or longitudinal member, hinge

or retaining device, tipping gear, glass panel or any part
of the body designed to carry or contain the load
(including the floor and main support pillars):
a. (i) insecure, fractured or cracked, distorted, worn, corroded, Major

damaged or modified, to such an extent it is likely to cause
injury.
(ii) insecure, fractured or cracked, distorted, worn, corroded, Dangerous

damaged or modified to such an extent the vehicle is
obviously dangerous to other road users, passengers or
pedestrians.
b. (i) with an inappropriate modification of the bodywork. Major
(ii) with an unsafe modification of the bodywork which has Dangerous

seriously weakened the component.
2 (i) a leak from the load carrying compartment which poses a risk Major
to other road users.
(ii) a leak from the load carrying compartment which poses a very Dangerous
serious risk to other road users.
3 A wind deflector or other accessory so obviously insecure that Dangerous*

it is likely to become detached.

22 Mirrors and Indirect Vision Devices
Application
This inspection applies to all vehicles. The number and type of mirrors and or indirect vision
devices (excluding periscopes) which have to be fitted are shown below.
DATE OF FIRST USE REQUIREMENTS

An exterior mirror on the offside and either an interior mirror
Before 1 April 1985 (unless this would not give a view to the rear) or an exterior
mirror on the nearside
From 1 April 1985 A main exterior mirror on both the offside and nearside
From 1 October 1988 with A close proximity mirror on the nearside in addition to those
DGVW greater than 12000 kg shown above
From 1 October 1988
A wide angle mirror on the nearside in addition to those
articulated vehicles with DGVW
shown above
greater than 12000 kg
A main exterior mirror on both the offside and the nearside
From 1 January 2000 with a
A wide angle mirror on the passenger side.
DGVW exceeding 3500kg
A close proximity mirror on the passenger side.
A main exterior mirror on both the offside and the nearside.
From the 26 January 2007 with A wide angle mirror on both the offside and the nearside
a DGVW exceeding 7500 kg A close proximity mirror on the passenger side.
A front mirror
Category T vehicles will required to meet the requirements of a vehicle from 1 April 1985.

Vehicles registered from 26 January 2007 but before 26 January 2008 in excess of 7500kg
may not have a front mirror, these vehicles should be treated as if derogated and therefore pass
and advise for this aspect of the inspection.
Any vehicle registered from 26 January 2008 in excess of 7500kg must have a front mirror,
provided it can be fitted more than 2m from the ground.
“Indirect vision devices " means devices to observe the traffic area adjacent to the vehicle
which cannot be observed by direct vision. These can be conventional mirrors, camera-monitors
or other devices (but not a periscope) able to present information about the indirect field of vision
to the driver.
For vehicles up to 7500kg if the close-proximity mirror can not be fitted at least 2m from the
ground. The vehicle does not require either the wide angle or close-proximity mirrors.
Known makes and models over 3500kg that do not require wide angle or close-proximity
mirrors are:
 Iveco Daily
 Johnston Sweepers 5000 series
 Mercedes Chassis Cab Vario with two wheel drive and all Sprinters
 Mitsubushi Fuso Canter
 Nissan Cabstar
 Isuzu N Series this is any Isuzu up to 7500kg
 Renault Mascott and Maxity
 Volkswagen LT and Crafter
There are a minority of vehicles which can achieve the view to the front without a front
mirror, if you are in any doubt about the necessity for a front mirror contact TaSS Swansea.
The retro fitting of mirrors from 1 January 2000 does not include the front mirror.
For the purpose of this inspection on a left hand drive vehicle the nearside is at the right and
the offside at the left.
Close proximity and front mirrors must be at least 2m from the ground. If a vehicle is fitted with
a low mounted cab so that the mirror cannot be fitted at this height it is exempt from the
requirement to fit a close proximity and front mirror. Some Mercedes Unimogs fall into this
category or the category of not being a forward control vehicle the U300, U400, U500 & U3000,
U4000, U5000, Zetro 1833A and Zetro 2733A are exempt the front mirror but the U20 is not
exempt and requires a front mirror.
Deficiency 2 will not apply to cameras replacing front and or close proximity mirrors fitted less
than 2 metres from the ground where the camera is hidden with in the body contour.

Category
1 Not fitted with the correct number or type(s) of mirror, or other Major
indirect vision device.
2 Part of any required close proximity, front mirror or camera for Major
an indirect visual device is fitted less than 2 metres from the
ground.
3 (i) A required mirror or indirect vision device with minor damage Minor
that does not obviously interfere with the view to the rear,
nearside or front where required of anyone sitting in the driving
seats.
(ii) A required mirror or indirect vision device in such a condition Major

that anyone sitting in the driving seat cannot see clearly
towards the rear or nearside or front where required.
4 A mirror/indirect vision device or its mounting bracket insecure Major

or structurally deteriorated.

23 Glass and View of the Road
Application
Zone "A" is 350mm wide, in the swept area of the screen

and centred on the centre of the steering wheel.
Zone "B" is the remainder of the swept area.
Zone "C" is the remainder of the screen outside the sweep of the wipers.
Windscreen
Examiners should have regard for the three separate "zones" when assessing damage or
discolouration. A greater amount of damage or discolouration could be accepted in zone "C" than
in zone "B". Likewise a greater amount can be accepted in zone "B" than in zone "A" where
relatively minor damage may be a deficiency.
When assessing damage, light surface scratches are not to be considered as damage.
However, an area of concentrated scratches such as those caused by prolonged use of a
defective wiper blade which materially affects view to the front or the sides is to be considered a
deficiency.
Repaired windscreens must be inspected to the same criteria as original unrepaired

screens. Repairs must be judged as to whether they materially affect view to the front or the
sides.
“Swept area” means the area swept by the wipers in their normal operation and does not include
any additional area of the screen covered by the wipers to reach the parked position or which the
original manufacturer has designed as opaque.

Check the view of the road from the driver’s seat. The view must not be obstructed by any
changes to the original design such as the addition of stickers, pennants, cab decorations,
stoneguards or other items, which materially affect view to the front or the sides.
On many vehicles, the original design will place things like instrument panel clusters
inside the field of view. Intrusions such as this which are an original design features can be
ignored, as can damage, obstructions or unofficial stickers which are hidden by that feature.
Many commercial vehicles have very large screens and have windscreen wipers which
cover an area that have no practical use. For the purposes of the annual test, the area of the
screen above a horizontal line taken from the driver’s eye position, assessed from the driving seat
looking forward in a comfortable upright driving position, can be ignored other than the area
through which the driver is required to view any mirror (front mirrors on HGVs are not required to
be viewed through the area swept by the wipers). It is not necessary to speculate on the effects of
tall or short drivers.
Official stickers and acceptable features (see examples below) are permitted to encroach
into the field of vision if this is necessary to comply with other regulations. These will be
considered a deficiency only where they seriously restrict the drivers view to the front or the
sides.
Examples of acceptable features which may intrude into the swept area of the wipers provided
they do not seriously restrict the drivers view to the front or the sides are:
 Vehicle distance or lane indicator systems

 Operator licence
 Automatic windscreen wiper detectors
 Fresnel lens
 Split windscreens
 Wipers which park adjacent to a central pillar
 Driver monitoring systems
 Driver’s aids such as blinds and their mountings
 Toll payment tags/stickers
 Vehicle anti-theft scheme stickers/security passes
Examples of features which may intrude into the swept area of the wipers provided they do not
materially affect view to the front or the sides are:
 No smoking signs
 Maximum height signs
 Maintenance information stickers
 Other non-mandatory signs or stickers
 Laptops/tablets/mobile phones/satellite navigation which is not original equipment
 Dash mount monitors/control systems

Category
1 A Windscreen:
a. (i) with an obstruction, damage or discolouration which materially Minor

affects view to the front or the sides through the area of
windscreen not swept by the wipers (zone C).
(ii) with an obstruction, damage or discolouration which materially Major

affects view to the front or the sides through the area of
windscreen swept by the wipers.
b. (i) with a crack in the windscreen outside of the area swept by Minor
the wipers (zone C).
(ii) with a crack passing through the swept area which renders the Major
screen insecure or which materially affects view to the front or
the sides through the area of windscreen swept by the wipers.
c. with any crack where there is noticeable displacement of the Major

surfaces on either side which has an adverse effect on the
condition and operation of the windscreen wipers.
d. with damage which exposes the inner layer of a laminated Major

screen.
2 A windscreen or window:
a. so insecure that it is likely to fall out or damaged to the extent Dangerous*

that it presents a danger to occupants or to other road users.
b. with damage or obstruction, which impairs the driver’s view of Major

a mandatory mirror.

25 Windscreen Wipers and Washers
Application
This inspection applies to all vehicles except those with an opening windscreen or where an
adequate view can be obtained by some other means.
Wipers must be able to clear an adequate area of the screen to give the driver a view of the
road to the front and in front of both sides of the vehicle.
Washers must provide enough water to enable the wipers to clear the screen effectively.
Frozen washers are to be considered a deficiency.
There is no requirement to check that wipers self park.
Check switches that control windscreen wipers and or washers are fitted and operational.
Category
1 Switch(es) controlling windscreen wipers and/or washers Minor

missing or defective.
2 Wipers:
a. do not move over an adequate area. Major
b. do not work continually when switched on. Major
c. a blade missing, insecure or so deteriorated that it cannot clear Major

the screen effectively.
3 Windscreen washers not working or not providing sufficient Major

fluid to clear the windscreen.

26 Speedometer/Tachograph
Application
A vehicle must have a tachograph fitted unless the presenter claims that it is exempt from the
tachograph regulations. Exempt vehicles may have either a tachograph or a speedometer fitted.
The check of tachograph seals is by visual assessment only.
All vehicles
A tachograph exemption form must be completed for all vehicles deemed as tachograph exempt,
unless the vehicle technical record shows the vehicle is exempt or it is declared on the application
form.
If the time clock is inoperative this is a deficiency under 1b(ii) (for the tachograph only not the
speedometer).
For vehicles fitted with a tachograph

If the tachograph head cannot be opened or if the calibration plaque does not match the
vehicle to which it is fitted it should be treated as if the plaque and any relevant seals were not
there.
If the vehicle identification on the calibration plaque does not correspond to the vehicle it is fitted
to, the vehicle should be refused under 2a. Should the identification refer to the registration mark,
the technical record must be checked to ensure it was not a previous registration for the same
vehicle. If no vehicle identification is displayed this is not a deficiency, there is no requirement to
display the registration mark on the calibration plaque.
For vehicles required to be fitted with a tachograph

The tachograph head must only be opened with the steering wheel in the straight ahead
position and with the engine switched off.
Installation/calibration plaques expire after 6 years for analogue, 2 years for digital.
It is acceptable for the plaque to contain additional information (e.g. Registration Number, tyre
pressures etc.). The plaque is designed to be tamper proof and should show signs of damage if it
has been tampered with. The 2 year check is not part of this inspection for analogue tachographs
only. However if the examiner notices this plaque is not displayed the presenter must be advised.
Analogue tachographs
The electronic check of the indicated ‘K’ factor is conducted under IM33 but if it differs from the
prescribed factor by more than
+ 50 it may be a deficiency under this section, unless it complies with a further check contained in
IM 33.
Check tachograph DIL switch covers and all seals. It will be sufficient to check that they have an
approved marking. It is not necessary to identify the sealer.

Digital tachographs
Do not use the Stoneridge speed limiter test equipment on vehicles fitted with digital
tachographs.
For vehicles not required to be fitted with a tachograph where a tachograph is used as a
speedometer
If a tachograph is used in place of a speedometer (even if the vehicle is tachograph exempt) it is
only required to be marked in kilometres per hour, although it may be dual marked in miles per
hour also.
Only where the tachograph is marked in KPH alone, will you be required to check the
installation/calibration plaque for presence and condition, and the date of calibration is clearly
visible.
There is no requirement for a re-calibration of these systems after 6 years provided that the
system has been initially calibrated and sealed, and that the calibration plaque and necessary
seals remain intact.
Check DIL switch covers and seals for presence and condition and that they are the correct type.
It will be sufficient to check that they have an approved marking. It is not necessary to identify the
sealer.
If a speed limiter is NOT required, or the speed limiter does not receive the speed signal from
the tachograph head, it is only necessary to check the seals inside the tachograph head. There is
no requirement for the gearbox sender unit to be sealed. The vehicle technical record will show if
a vehicle is speed limiter exempt.
Vehicles fitted with Modular Tachographs
There are presently two types of modular tachograph using encrypted sender units. They are
VDO Keinzel 1324 and Stoneridge Electronics (formerly TVI) and are easily identified as they are
shaped like a car radio.
Vehicles fitted with Digital and or Modular Tachograph systems have received type approval
that permits the use of a 4 wire data transmission cable instead of an armoured cable provided it
is used to connect an encrypted sender unit to the tachograph. When used in this arrangement
the approval also does not require the cable end connections to be sealed. However, the sender
unit itself is still required to be sealed to the gearbox.
Where a printout from a digital tachograph cannot be obtained initially (because of a

jammed or depleted roll) the presenter should be given the opportunity to rectify this before
leaving the test site and the use of PRS would not be appropriate if the defect is rectified.

Identification of Encrypted Sender Units

These appear similar to other sender units and can be positively identified by the cream/beige
colour of the sender unit 4 pin bayonet connector. This colour is the same whether the sender
unit is the rotating type or a proximity type. It should be noted that when the cable is connected
that only a small part of the cream/beige coloured connector is visible.
For the VDO Keinzel 1324 there is an exception to the above colour code when the vehicle
is fitted with a TELMA retarder, the socket housing will be red.
The electronic check of the K Factor will be carried out as part of the procedure for IM 33 but any
failure where the electronically indicated figure differs from prescribed ‘K’ factor by more than + or
- 50 may be a deficiency under 3.g, unless it complies with a further check contained in IM 33.
If a vehicle is fitted with more than one tachograph and a speed limiter, the speed limiter
should operate off all tachographs.
Plastic sleeve seals are

acceptable but will require
an embossed identification,
(see example to left).
Tachograph plaques are required to be tamperproof; this is not a deficiency at annual test if
they are not tamperproof.

Category
1 A speedometer or tachograph (where required):
a. not fitted. Major
b. (i) incomplete or dial glass broken without affecting the operation. Minor
(ii) incomplete, clearly inoperative, or with dial glass missing or Major

broken and affecting the operation.
c. cannot be illuminated. Major
2 For all vehicles fitted with a tachograph:
a. tachograph installation/calibration plaque missing or damaged Major

(where required).
b. DIL switch cover missing, broken or damaged through Major

interference.
3 For vehicles required to be fitted with a tachograph:
a. tachograph scale not marked in kilometres per hour. (There is Major

no requirement for tachographs to be marked in m.p.h.).
b. tachograph manufacturer’s serial number/data plaque missing Major

or not showing an “e” marking.
c. tachograph installation/calibration plaque out of date. Major
d. where a digital tachograph is fitted the size of drive axle road Major
tyres do not comply with calibration plaque.
e. “K” factor plaque missing. Major
f. seal missing, broken or where a clearly “non mandatory” seal Major

has been fitted in place of an “official” seal.
g. an analogue or modular tachograph where the electronically Major

indicated figure differs from prescribed ‘K’ factor by more than
+ or – 50.
h. unable to obtain a printout from a digital tachograph. Major
i. a digital tachograph that displays a ‘K’ factor reading different Major

to that shown on the calibration plaque (there is no
allowance/tolerance as with analogue type tachographs).

4 For vehicles not required to be fitted with a tachograph,
where a tachograph is fitted in place of a speedometer:
a.
If a speed limiter is required (which is sensed from the
tachograph head):
seal missing, broken or where a clearly “non-mandatory” seal Major
has been fitted in place of an “official seal”.
b.
If a speed limiter is not required:
a seal within the tachograph head missing, broken, or where a Major
clearly “non mandatory” seal has been fitted in place of an
“official” seal. There is no requirement for the gearbox sender
unit to be sealed.

27 Horn
Application
Vehicles first used from 1 August 1973 must have a horn that produces a continuous or uniform
sound.
If vehicles are fitted with more than one horn only one has to work.
If air horns are connected to the braking system of a vehicle the presenter should be made
aware of the possible dangers as well as advising of any leaks from the air horns (there is no
requirement to check if air horn operation depletes the braking system).
If more than one horn control is fitted at least one must operate the horn.
Category
1 Horn control:
a. missing. Major
b. cannot be reached easily from the driving seat. Major
c. insecure. Major
2 Horn:
a. does not work. Major
b. is not loud enough to be heard by other road users. Major
c. sound not continuous or uniform. Major
d. insecure. Major

28 Driving Controls
Application
From the drivers seat operate driving controls, except those for brakes and steering which are
checked under other items, to see that they function correctly and are complete.
Examples of driving controls which need to be inspected are:
1. Gear control.
2. Accelerator pedal.
3. Clutch pedal.
The list is not exhaustive.
An air leak from a gear valve is not a deficiency.
An accelerator pedal anti slip provision missing or worn smooth is not a deficiency.
Check the designated engine stop control for presence and operation.
Category
1 A driving control:
(ii) insecure and safe operation of the vehicle obviously Dangerous

affected.
b. (i) incomplete. Major
(ii) incomplete and safe operation of the vehicle obviously Dangerous

affected.
c. (i) fractured, cracked or excessively corroded. Major
(ii) fractured, cracked or excessively corroded and safe Dangerous

operation of the vehicle obviously affected.
d. (i) obstructed or impeded in its travel. Major
(ii) obstructed or impeded in its travel and safe operation of the Dangerous
vehicle obviously affected.
e. (i) obviously not functioning correctly. Major
(ii) obviously not functioning correctly and safe operation of the Dangerous
vehicle obviously affected.

28 Driving Controls
f. with the presence of rubbish or other items likely to interfere Dangerous
with the proper control of the vehicle.
g. (i) clutch pedal anti-slip provision missing, loose, incomplete or Major

ineffective.
(ii) clutch pedal anti-slip provision missing, loose, incomplete or Dangerous

ineffective and safe operation of the vehicle obviously
affected.
2 Engine stop control missing or inoperative. Major

30 Steering Control
Application

Cracks in the plastic covering do not necessarily mean that a spoke is fractured.
This inspection does not apply to drivers’ aid steering wheel knobs.
Unless specified by the manufacturer vehicles fitted with power steering must be checked with
the engine running.
“Free Play” must not be confused with movement caused by the compression of steering joints
etc. This operation should be carried out with light finger pressure to distinguish the feel of the
steering wheel when it meets a resistance.
Certain types of steering column might show some movement not due to excessive wear,
e.g. those fitted with universal joints or flexible couplings.
Free play at the steering rim in excess of 1/30 of the steering wheel diameter for a rack and
pinion mechanism is considered a deficiency. For other types of mechanism free play in excess
of 1/5 of the wheel’s diameter is considered a deficiency. The acceptable free play for a range of
wheels is shown below.
RACK AND PINION STEERING
WITH STEERING WHEEL OTHER TYPES
WHEEL DIAMETER
CONVENTIONAL AHEAD OF THE RACK AND OF STEERING
WITH A NUMBER OF JOINTS
380mm (15”) 13mm (0.5”) 48mm (1.9”) 76mm (3”)
455mm (18”) 16mm (0.6”) 57mm (2.3”) 90mm (3.6”)
530mm (21”) 18mm (0.7”) 67mm (2.6”) 106mm (4.2”)
610mm (24”) 21mm (0.8”) 77mm (3.3”) 122mm (4.8”)

Check the steering column has no excessive end float, when applying an upward and downward
pressure to the steering wheel in line with the column.
Check the steering column has no excessive side play indicating a badly worn top bearing or
insecure top mounting bracket, by pulling and pushing the rim.
With the steered wheels in the straight ahead position lightly rotate the steering wheel to the left
and right and note the amount of free play.
It's acceptable for a steering lock (anti theft device) to be missing or not working as long as
the vehicle has an engine immobiliser, or a permanently installed immobilisation device which
acts on either the steering, brakes or the transmission.
Some electronic steering locks, generally on vehicles with keyless ignition systems, will only
activate when the driver’s door is opened or closed.
If it’s not practical to check if a steering lock is working, you should give the benefit of the doubt.
30 Steering Control
Category
1 Steering column:
a. with excessive movement of centre of steering wheel in line Major

with the column (end float).
b. with excessive side play indicating a badly worn top bearing Major
or insecure top mounting bracket.
c. flexible coupling or universal joint insecure, deteriorated or Major

with excessive wear.
d. (i) coupling clamp bolt or locking device missing or loose. Major
(ii) coupling clamp bolt or locking device missing or loose with a Dangerous
serious risk of separation.
e. (i) with an adjustment device worn to such an extent that it Major

would render the column insecure.
(ii) with an adjustment device worn to such an extent that it Dangerous

would render the column insecure with a serious risk of loss
of steering control.
f. (i) with an inappropriate modification. Major
(ii) with an unsafe modification which has seriously weakened Dangerous

the component, does not provide sufficient clearance to
other vehicle parts or affects the steering function.
2 Steering Wheel:
(ii) insecure to such an extent that detachment is likely. Dangerous
b. (i) hub, spoke or rim fractured or cracked. Major
(ii) hub, spoke or rim fractured or cracked to such an extent that Dangerous
c. cover torn with jagged edges likely to injure the driver. Dangerous*
d. (i) hub retaining device not fitted or loose. Major
(ii) hub retaining device not fitted or loose and detachment is Dangerous
likely.

30 Steering Control
e. (i) locking mechanism not functioning correctly. Major
(ii) locking mechanism not functioning correctly and affects safe Dangerous
steering operation.
3 (i) Free play in system which is outside the prescribed limits. Major
(ii) Free play in system which is outside the prescribed limits Dangerous
obviously effecting safe control of the vehicle.

33 Speed Limiter
Application
This inspection applies to all vehicles which, are required to be fitted with a speed limiter.
Vehicles required to be fitted with a speed limiter are:
A. A vehicle first used from 1 January 1988 with:
 a design gross weight of more than 12000kg and
 a maximum speed capability exceeding 56 mph (90 km/h), if a speed limiter were not
fitted
Must be fitted with a speed limiter set at a maximum stabilised speed of 56 mph (90 km/h).
B. A vehicle first used from 1 August 1992 until 30 September 2001 with:
 with a design gross weight of more than 7500kg and not exceeding 12000kg and
 a maximum speed capability exceeding 60mph (96.5km/h) if a speed limiter were not
fitted
Must be fitted with a speed limiter set at a maximum of 60 mph (96.5 km/h).
C. A vehicle first used from 1 October 2001 until 31 December 2004 with a Euro 3 Diesel or Gas
engine (See note) with:
 a design gross weight of more than 3500kg and not exceeding 7500kg and
 a maximum speed capability exceeding 90km/h if a speed limiter were not fitted
Must be fitted with a speed limiter set at a maximum stabilised speed of 56 mph (90 km/h)
from 1 January 2007.
D. A vehicle first used from 1 October 2001 until 31 December 2004 with:
 a maximum speed capability exceeding 90 km/h if a speed limiter were not fitted
Must have a speed limiter set at 56 mph (90 km/h).
E. A vehicle first used from 1 January 2005 with:

 a maximum design gross weight of more than 3500kg and not exceeding 7500kg
Must be fitted with a speed limiter set at a maximum stabilised speed of 90 km/h from 1
January 2008.
F. A vehicle first used from 1 January 2005 with:

Must be fitted with a speed limiter set at a maximum stabilised speed of 90 km/h.

33 Speed Limiter
Some vehicles first used from 1 October 2001 until 31 December 2004 may have been
approved to Directive 70/220/EC or fitted with Euro 2 engines. These vehicles are exempt from
the speed limiter fitting requirements for Group C. Where exemption is claimed at time of test this
should be accompanied by an operator’s declaration of exemption and where necessary
supported by manufacturer’s confirmation of emission test standard, unless the vehicle is marked
speed limiter exempt on the technical record. All the following listed vehicles have already
been confirmed by their manufacturers as being exempt and no further proof is required
for these vehicles:
Any Petrol engine or petrol engine converted to run on LPG
Citroen Relay 2.0 litre and 2.2 litre HDi engines
DAF 45, 7.5 ton vehicles (all) except DAF 45 marked as LF. (LF is marked on the N/S of the
radiator grill.)
Fiat Ducato with 2.0 litre engines (engine code RHV).
Ford Transit (all).
Isuzu models NPR, NQR, and NKR with T, V, W, X or 1(one) as the 10th VIN character.
Iveco Cargo all, except vehicles with engine code F4AE---.
Iveco Daily all, except vehicles with engine code F1CE---, 8140.43B, 8140.43N and 8140.43S
with a PIC code ‘G.’ (the PIC code is applicable to the 8140.43S only, the PIC code can be found
on the ID plate on the shut panel for the bonnet identified by the third character.)
LDV (all).
Mitsubishi Canter with ‘R’ as the 12th VIN character.
Nissan Interstar all, except vehicles with engine code ZD3-A202, G9U-A754 & G9U-A724.
Nissan Primastar All models.
Peugeot Boxer 2.0 litre and 2.2 litre HDi engines.
Renault Master all, except vehicles with engine code ZD3-A202, G9U-A754 & G9U-A724.
Renault Trafic All models.
Vauxhall/Opel Movano with E, F, G, J, K, L, M, N, P, T or W as the 7th VIN character.
Vauxhall/Opel Vivaro (all).
Volkswagen (all except 2.5lt/2.8lt 109bhp/158bhp engine codes AVR & AUH respectively).
Other vehicles which are exempted by regulations are:
Vehicles owned or used by the Secretary of State for Defence and used for naval, military or air
force purposes. If the vehicle is being used the driver must be under the direct orders of a
member of the armed forces of the Crown.
Vehicles being used for fire brigade (in England and Wales fire and rescue authority), ambulance
and police purposes.
Vehicles which are an emergency tactical response vehicle operated by or on behalf of Her
Majesty’s Prison Service and used primarily for the purpose of transporting people or equipment
(or both) to restore order within Her Majesty’s prisons or immigration detention centres.
If for any other reason the vehicle presenter claims a valid exemption that is different from
the technical record, form VOSA 74 V2 must be completed.
Check that a speed limiter plate is securely fitted in the driver’s compartment. It is acceptable for
the plate to be fitted in the driver’s door jamb. If fitted on a window and facing outward the details
must be able to be read by a person of average height.
The character and composition of the plate and size of the lettering are not important provided
the details are legible.
It is acceptable for the limiter to be wired through the “ignition” switch but any other device
which would allow disconnection of the speed limiter whilst driving is unacceptable.
33 Speed Limiter
Early tachographs had covers with a masked area over the access port to interrogate
tachograph. These are still to be found although the tachograph scheme has been instructed to
cease the fitting of such. Do not remove this type of DIL switch cover at the time of test as it is
easy to inadvertently make contact with one of the switches and completely alter the ‘K’ factor.
This means that the test equipment cannot be used and the presenter should be asked to provide
tachograph chart evidence of speed limiter operation as described below.
Clear DIL switch covers are acceptable at the time of test, although once again they are no
longer acceptable under the Tachograph approved scheme and centres should no longer fit them.
Speed Limiter Integrity Check Using Electronic Device. Not applicable to vehicles fitted with
digital tachographs. Refer to section 26 headed digital tachographs.
1. Open the tachograph head. If seals need to be removed from within the tachograph head
then do so. Plug the speed simulator jack plug into the tachograph head and close the
head. Seals can only be removed and replaced by approved tachograph sealing centres
or authorised DVSA staff.
2. The machine will establish the pre set ’K’ factor. Check that this is within + or - 50 digits
of the ’K’ factor displayed on the tachograph calibration plaque. A number of
manufacturers have dual marked plaques where the ‘W’ factor and the ‘K’ factor are the
same and are in the format “W =K= “followed by the associated figure. Other
configurations found are no ‘W’ or ‘K’ on the plaque but marked Imps / km or Impulses
per kilometre, as the K factor is the number of electronic impulses required to record the
distance of one kilometre travelled, this is acceptable.
3. Start engine and run at 1200-1500 rpm. Input a simulated speed to 80km/h. Check that
the tachograph indicates the same speed. Gradually increase the simulated speed in 1
km/h steps. Note the speed indicated on simulator’s digital display when the speed limiter
operates. This can be identified by a reduction in the engine RPM, or a change in the
engine note, or vibration indicating that the fuel supply is being reduced.
If it is found that the indicated figure differs by more than ±50 from the prescribed “K” factor a
further check should be made.
In line with normal procedures where the ‘K’ factor indicated by the electronic device does not
exactly match the displayed ‘K’ factor, input the displayed 'K' from the plaque into the electronic
device.
It is imperative that the tachograph head is closed before the remainder of the test is
conducted so that no damage to the tachograph can take place should the vehicle’s steering
wheel be accidentally turned.
Set the simulated speed to 80 km/h and check the speed indicated by the tachograph. Note the
difference, if any, in speed between that displayed on the electronic device and the tachograph.
If there is a difference in the electronic device’s simulated speed and the speed indicated on the
tachograph, and this difference is greater than 5km/h, either higher or lower, then the vehicle
should be refused under IM 26 as this defect relates to the tachograph rather than the speed
limiter.

33 Speed Limiter
Continue to undertake a check of the vehicle’s speed limiter. Remember to use the electronic
device’s simulated speed as the indication of the true road speed at which the road speed limiter
operates.
On some vehicles, the electronic device will be unable to indicate the speed at which the speed
limiter operates. Under these circumstances tachograph chart evidence of the vehicle while in
service can be used to verify the operation of the speed limiter. The voluntary submission of 5
consecutive tachograph charts from the previous 28 working days can be used to establish the
maximum operational speed. The vehicle should be refused for deficiency 3a or 3b if the
tachograph chart shows a speed trace of more than 95 km/h for vehicles in Groups A,C,D,E and F
and of more than 106.5 km/h for vehicles in Group B. The vehicle must have exceeded this
speed for at least ten minutes.
If the speed simulator is unable to be used, and there are no tachograph charts available for
inspection, the vehicle should be passed. DVSA Enforcement should be advised of the inability to
check this test item.
Only speed limiter calibration certificates are acceptable at retest. If a certificate relating to
the tachograph is presented the vehicle must be physically rechecked.
The inspection of speed limiters is only for the parts which are visible without dismantling.
It is acceptable to receive verification from a speed limiter calibrator that a vehicle can not
exceed the speed requirement for the instillation of a speed limiter. A relevant exemption form
should be completed and forwarded to record section at Ellipse, Padley Road, Swansea.
Speed limiter inspections should not be carried out on vehicles with AS Tronic/Optidrive
gearboxes.
‘K’ plaques placed over seals. Do not remove these plaques and use tachograph charts as
evidence of the speed. Inform the enforcement staff so they can contact the tachograph centre of
the incorrect practice.
The 13-18 tachograph can suffer from earth problems, this can be cured by moving the
vehicle, ensure the presenter moves the vehicle if this is required.
When performing the speed limiter check, if the tachograph seals are clearly non
mandatory or missing from the head do not perform the speed limiter inspection and refuse the
vehicle under IM 26.
Plastic speed limiter seals are acceptable if they are properly marked with a sealer
identification.
Because of the way the Romatic Speed Limiter operates if you encounter an over speed
situation please use the tachograph charts for confirmation that the limiter is defective before
refusing vehicles fitted with this device.

33 Speed Limiter
Category
1 Speed Limiter Plate:
a. missing. Major
b. insecure. Minor
c. not in a conspicuous position. Minor
d. not clearly and indelibly marked with the set speed. Major
2 Set Speed marked on Speed Limiter Plate greater than:
a. 90km/h (56 mph) for a vehicle described in Application section Minor

Groups A, C, D, E & F.
b. 96.5 km/h (60 mph) for a vehicle described in Application Minor

section Group B.
3 Response speed of:
a. 92 km/h or more for a vehicle described in Application section Major

Groups A, C, D, E & F.
b. 102 km/h or more for a vehicle described in Application section Major

Group B.
4 Speed Limiter:
a. not fitted or obviously inoperative. Major
b. insecure. Major
c. actuating rods/cables disconnected or damaged so that the Major

operation is obviously affected.
d. wiring disconnected or can easily be disconnected by Major

unauthorised means.
e. tamperproof device missing or defective or showing obvious Major

signs of interference.

34 Pressure/Vacuum Warning and Build Up
Application
This inspection applies to all vehicles, except those with an unladen weight of less than 3050kg
where the vacuum reservoir is coupled direct to the engine induction manifold. These vehicles do
not require a pressure/vacuum warning device (if it is not possible to determine the unladen
weight of a vehicle, the presenter should be given the opportunity to produce some evidence of
the unladen weight before failing the vehicle).
Vehicles used from 1 April 1983 can be fitted with either a visual warning device or an audible
warning device. If both are fitted only one need work. Vehicles first used before 1 April 1983
must be fitted with a visual warning device. If an audible warning device is also fitted this is
considered to be an addition to the mandatory requirement.
A number of vehicles, among them Mercedes 515, 609, 612, 614, 709 and Iveco Daily models
were approved without a warning device and should not be failed for a warning device not fitted.
If there is no reservoir in a vacuum system a warning device is not required.
If the vehicle has full power hydraulic brakes, gauges are not normally fitted and there are no
appreciable sounds when the brakes are applied. To check for the compliance with item 2 in the
deficiency column use the procedure shown in Item 71.
If gauges are not marked, take 3 bar (45 psi) for air systems and 25 to 30cm (10 to 12 Inches)
for vacuum systems as indicating minimum effective working condition.
The time to reach minimum effective working pressure should normally be within 3 minutes
for pressure systems and 1 minute for vacuum systems. With Type Approved vehicles designed
to draw a trailer a build-up time of 6 minutes is acceptable. If, however, the time recorded for the
vehicle is appreciable longer than expected from that type of vehicle, this should be taken to
indicate undue wear or a defect in the equipment.

34 Pressure/Vacuum Warning and Build Up
Category
1 A mandatory warning device:
a. cannot be seen by the driver in all lighting conditions or heard Major

as applicable.
b. not fitted or not working correctly. Major
2 (i) Not enough pressure or vacuum to give at least four fully Major
assisted brake applications after the warning device has
indicated minimum effective working conditions.
(ii) Not enough pressure or vacuum to give at least two fully Dangerous
assisted brake applications after the warning device has
indicated minimum effective working conditions.
3 Time to reach minimum effective working pressure is more Major

than 3 minutes for pressure systems and 1 minute for vacuum
systems (6 minutes for type approved vehicles designed to
draw a trailer).

36 Hand Lever Operating Mechanical Park Brakes and Electronic Park Brake controls
Application
This examination applies to all vehicles fitted with a mechanical parking brake and to all vehicles
fitted with an electric park brake control.
Operate the vehicles parking brake mechanism and check the operation and condition.
Category
1 Brake lever:
a. fractured or cracked. Major
b. excessively corroded. Major
c. insecure. Major
d. so positioned that it cannot be operated satisfactorily. Major
e. impeded in its travel. Major
f. is not held in the “on” position when knocked. Major
g. excessive or insufficient reserve travel. Major
h. pivot with side play such that it is likely to fail. Major
i. pivot is tight in operation. Major
j. (i) does not release correctly. Minor
(ii) does not release correctly and is functionally affected. Major
2 Pawl mechanism:
a. and/or mountings in such a condition that early failure is Major

likely.
b. pawl spring is not pushing teeth into positive engagement Major

with ratchet teeth.
3 Locking and/or retaining devices missing or insecure. Major
4 Electronic Park Brake control:
a. activator missing, damaged or inoperative. Major
b. incorrect functionality, warning indicator shows Major

malfunction.

37 Service Brake Pedal
Application
This examination applies to all vehicles.

Power operated braking systems where the foot valve is fully open before the pedal is fully
depressed do not require any reserve travel.
Some category T vehicles may have a split service brake assembly, which is capable of operating
each side of the vehicles brakes independently. The assembly must be locked together when
presented for test and where this is not the case this will be considered a deficiency (2d).
Category
1 Brake pedal:
a. anti-slip provision missing, loose, incomplete or ineffective. Major
b. has excessive side play. Major
c. fouling other parts of the vehicle and is functionality affected. Major
d. insufficient reserve travel when fully depressed. Major
2 Brake pedal or assembly:
a. insecure, incomplete, fractured, cracked, or corroded and is Major

functionality affected.
b. pivot is tight in operation. Major
c. (i) does not release correctly. Minor
(ii) does not release correctly and functionality is affected. Major
d. capable of applying each side of the vehicles brakes Dangerous

independently and the assembly is unlocked.

38 Service Brake Operation
Application
This examination applies to all vehicles and trailers.
Vehicles and trailers on which anti-lock brakes are mandatory

Type of Vehicle Date
Motor vehicles with design GVW greater than
16000kg and authorised to tow a semi-trailer or a
centre axle drawbar trailer with total design axle
First used from 1 April 1992 and up to 30
weights greater than 10000kg or a drawbar trailer
April 2002
with design GVW greater than 10000kg. (an O4
trailer) See examples 1 and 2 below to determine
whether a motor vehicle needs antilock brakes
Motor vehicle with design GVW greater than 3500kg First used from 1 May 2002
Semi-trailers and centre axle drawbar trailers with a
Manufactured from 1 October 1991
design total axle weight of more than 10000kg
Manufactured from 1 October 1982 to 30
design total axle weight of more than 10000kg and
September 1991
which do not have a load sensing valve
Manufactured from 1 May 2002
design total axle weight of more than 3500kg
Full drawbar trailers (turntable type) with a design
Manufactured from 1 October 1991
GVW of more than 10000kg
Manufactured from 1 October 1982 to 30
GVW of more than 10000kg and which do not have
September 1991
a load sensing valve
Manufactured from 1 May 2002
GVW of more than 3500kg
Anti lock Brake exempt vehicles

A public works vehicle which has a maximum design GVW of 7500kg and which is specifically
designed for use and used solely for the purpose of street cleansing.
How to determine if a drawing vehicle first used from 1st April 1992 and before 1 May 2002
needs antilock brakes.
Example 1
Semi-Trailer or Rigid and Drawbar Trailer

DGVW 18000kg

DGTW greater than 28000 - (DGTW-DGVW>10000)
Anti-lock brakes required.
Example 2
Semi-Trailer or Rigid and Drawbar Trailer

DGVW 18000kg GTW 27000kg (DGTW-DGVW<10000)
Anti-lock brakes may be required if:
1. the drawing hitch is rated at more than 10000kg or
2. the tractor is presented for test with a semi-trailer which has Total Axle Weight greater
than 10000kg or
3. the drawing vehicle is presented for test with a trailer which has DGVW greater than
10000kg

The tow hitch should have a manufacturer’s identification plate showing the hitch capacity.
For some brake systems a small amount of creep may be due to elasticity in the brake
components.
For test purposes it will only be possible to check the static part of the warning light
sequence. Some systems require movement of the vehicle but this is not part of the test.
If a trailer is submitted for test coupled to a motor vehicle which has no power supply for
the trailer anti-lock system the test should be suspended on the grounds that the trailer has not
been accompanied by a suitable drawing vehicle. The presenter should be informed of this on
form VTG12.
If a trailer does not have a warning light, this is acceptable provided that the drawing vehicle
has a trailer warning light fitted in the cab. If neither the tractor nor trailer has a warning light and
there is a separate connector for the anti-lock system the test should be suspended as described
above. If neither has a warning light and the trailer anti-lock is operated through the stop lamp
circuit the trailer should be refused under deficiency 5a.
Vehicles and trailers fitted with ABS are not required to have a LSV. However, if an LSV is
fitted and known to be a standard fitment this is a deficiency if it is removed or disconnected refer
to IM59.
There is no requirement to check the colour of Malfunction Indicator system warning lamps.
ABS, ABS/EBS and ABS/EBS/ESC requirements
ABS only vehicles

Vehicles fitted with ABS only must have a mandatory warning malfunction indicator lamp (MIL)
that illuminates when the system is energised (ignition or battery master switch on). It can be any
colour, though they are usually red, yellow or amber. It must go out after a short period or when
the engine is started but can then come back on and remain on until the vehicle speed exceeds
approximately 5 kph (3 mph). It is not necessary to move the vehicle to check the speed-
activated function provided the lamp does go off momentarily.
Trailers fitted with ABS must have either; a warning lamp (usually green and fitted on the trailer
headboard), or if this is not present then there must be a trailer ABS warning lamp in the motor
vehicle cab of any colour separate from the vehicle warning lamp. If trailer ABS warning lamps are
fitted to both vehicle and trailer both systems must work (on some trailers the trailer warning lamp
may be extinguished when the ISO7638 cable is fitted).
Other lamps of the same or different colours showing e.g. that trailers are not connected, or are
not fitted with ABS may also be fitted to motor vehicles. These are not mandatory and are for
information purposes only. If these are illuminated it is not an deficiency. It is important to
establish that a lit warning lamp is actually showing an ABS defect, and is not an ABS information
lamp. The Driver Handbook may be used to establish the function of a lamp.

ABS/EBS equipped vehicles
Vehicles fitted with ABS and EBS must have mandatory red and amber/yellow MILs fitted.
Drawing vehicles must be fitted with a separate amber/yellow MIL for the trailer, though one red
MIL may be shared between tractor and trailer. If separate tractor and trailer Red MILs are fitted
they are both required to work.
The red MIL illuminates if there is a foundation brake fault or the prescribed minimum brake
performance cannot be met. The red MIL must illuminate with system initialisation though this
may not be clearly evident as in some cases the sequence is extremely fast and may be missed.
In this circumstance if modulator cycling can be heard it is acceptable to pass the vehicle. It may
be necessary to wait as much as 30 seconds before re-testing to allow the system to re-set. If a
red MIL stays lit or is flashing this is a deficiency.
The amber/yellow lamp illuminates if there is an electronic fault

The amber/yellow MILs must illuminate with system initialisation though this may not be clearly
evident as in some cases the sequence is extremely fast and may be missed. In this circumstance
if modulator cycling can be heard it is acceptable to pass the vehicle. It may be necessary to wait
as much as 30 seconds before re-testing to allow the system to re-set.
If the MIL stays lit this is a deficiency. If the MIL illuminates on system initialisation then goes out
and then flashes this should be advised.
ABS/EBS/ESC equipped vehicles

Motor vehicles fitted with ESC must have a separate amber/yellow MIL fitted apart from those
used to signal EBS electronic faults. One lamp covers both the motor vehicle and any trailer fitted
with ESC towed.
The ESC lamp will be illuminated when the system is switched off, when the system is operating
or if a fault is present. It is not required to light up on system energisation, but if it does this is
acceptable provided it then goes out after a short period or when the engine is started.
If the vehicle has a switch to manually disable the ESC function, it must not be possible for the
switch to be left in the “off” position and the ESC function must be automatically reinstated every
time the system is re-energised (ignition turned on.)
Electronic Stability Control Systems are commonly referred to as ESC, but may also be known as
ESP/RSC or some other acronym. The MIL for these systems may take various forms and a
vehicle should only be refused when the tester is certain that an illuminated lamp indicates an
ESC malfunction. This may require reference to the owner’s handbook if one is available.

Category
1 Air pressure or vacuum systems gauge reading drops Major

when pedal depressed indicating a leak in the system.
2 Hydraulic systems (other than full power systems):
a. pedal creeps down to the floor when depressed. Major
b. sponginess when pedal depressed. Major
3 (i) Servo unit defective or ineffective. Major
(ii) Pedal does not dip when engine started, indicating lack Dangerous*
of assistance for brake systems assisted by engine
vacuum.
4 Full pressure hydraulic system pressure is not Major

maintained for 10 minutes when the brakes are off and
the engine is stopped.
5 Any of the required ABS or ABS/EBS or ESC

warning lamps:
a. are missing. Major
b. do not illuminate as required when ignition switched on. Major
c. indicate a fault. Major
6 Vehicles and Trailers fitted with ABS or ABS/EBS or

ESC:
a. a system component obviously missing or excessively Major

damaged.
b. system wiring excessively damaged. Major
c. (i) a system component with an inappropriate modification. Major
(ii) a system component with an unsafe modification which Dangerous

has seriously weakened the component, does not
provide sufficient clearance to other vehicle parts or
renders the component inoperative.
d. an ESC system switch insecure or faulty or which does Major

not allow automatic resetting of the ESC function to “on”
at system energisation.

7 On vehicles and trailers both fitted with ISO 7638 Major

(ABS/EBS) lead sockets an ISO 7368 connecting lead
not fitted or being used.
8 A mandatory ABS system not fitted to a vehicle or trailer Major

where it is a mandatory requirement.

39 Hand Operated Brake Control Valves
Application
This examination applies to all hand operated control valves on vehicles which operate secondary
brakes, trailer brakes, spring brakes and lock actuators. It also applies to trailers fitted with hand
operated spring brake control valves.
Certain air valves are subject to a slight amount of leakage and this is not a deficiency.
Category
1 Control valve:
a. on a motor vehicle unable to be operated from the driving Major

position.
b. insecure. Major
c. fractured, cracked, damaged or excessively corroded. Major
d. impeded in its travel. Major
e. leaking. Major
f. excessive wear in the gate or lever locating mechanism. Major
g. malfunctioning. Major

41 Condition of Chassis
Application
For integral construction the term chassis should also be taken to apply to the underframe.
For vehicles without a chassis those parts of the body must be examined which take the place of
the chassis.
A missing chassis crossmember is not a deficiency but it is subject to notifiable alteration

procedure which may result in a vehicle being down plated (inform the presenter to submit a
VTG10 using form VTG57).
When assessing corrosion it must only be regarded as a deficiency if it is sufficiently

advanced to obviously impair the strength of a load bearing member.
Deficiency 2 also includes sliding bogies and their locking mechanisms. It also includes
the operating mechanism to move the bogie (these are normally air chambers) where detachment
is likely (2aii).
Seddon 6 x 2 has a ‘H’ section crossmember fitted forward of the drive axle, there are 2 holes
in the bottom flange on each side of the chassis frame and crossmember which were originally for
securing the steel spring suspension front spring bracket to the chassis frame. When air
suspension is fitted there is no requirement to fit bolts in these 2 holes.

41 Condition of Chassis
Category
1 Any main or cross member or outrigger which has

a load restraining device attached:
a. (i) fractured, cracked, corroded, or deformed. Major
(ii) fractured, cracked, with excessive corrosion, or Dangerous*

deformed, so that the control of the vehicle is likely to
be affected or the load will become insecure.
2 Frame and/or cross member fastenings:
a. (i) insecure flitch plates and/or fastenings or welds Major

breaking away.
(ii) insecure flitch plates and/or fastenings or welds Dangerous*

breaking away so that the control of the vehicle is likely
to be affected or the load will become insecure.
3 Integral body replacement panels:
a. (i) of an obviously unsuitable material. Major
(ii) of an obviously unsuitable material and stability Dangerous*

impaired.
b. (i) not adequately secured by an appropriate method. Major
(ii) not adequately secured by an appropriate method and Dangerous*

stability impaired.

42 Electrical Wiring and Equipment
Application

If the battery is only held in place by the cables and by a lip on the carrier this cannot be
considered to be secure.
Where it is not possible to inspect batteries for condition and leaks every effort should be made to
inspect the area where the batteries are installed to confirm there are no signs of leakage.
When checking the condition and security of the wiring, care needs to be taken when inspecting
the high voltage systems of Hybrid Electric Vehicles and Electric Vehicles. These high voltage
wires are colour coded orange.

42 Electrical Wiring and Equipment
Category
1 Wiring:
a. (i) chafing, damaged or deteriorated insulation. Minor
(ii) chafed, damaged or deteriorated insulation, which is Major

likely to cause a short circuit fault.
(iii) chafed, damaged or deteriorated insulation, with Dangerous

obvious risk of fire.
b. (i) not adequately secured. Minor
(ii) not adequately secured with fixings touching sharp Major

edges and or connectors likely to be disconnected.
(iii) not adequately secured and wiring likely to touch hot or Dangerous*
rotating parts or the ground.
2 Battery:
a. (i) and/or carrier insecure. Minor
(ii) and/or carrier insecure and likely to become displaced Major

or cause a short circuit.
b. case leaking. Major
c. switch or fuse defective. Major
3 A trailer electrical socket:
a. (i) insecure. Minor
(ii) insecure and likely to become detached. Major
b. (i) damaged or deteriorated. Minor
(ii) damaged or deteriorated to the extent that the Major

connecting lead cannot be securely connected.
4 A Power train:
a. insecure. Major
b. presents a risk of fire or injury. Dangerous

43 Engine and Transmission Mountings
Application
This inspection applies to all vehicles, including Hybrid Electric Vehicles and Electric Vehicles.
Where there is separate power train equipment this should be treated as an engine/transmission.
Serious fractures in clutch or bell housings which affect the security of the engine or gearbox
are to be considered a deficiency.
Category
1 Any mounting or subframe:
a. (i) securing nuts/bolts loose or missing. Major
(ii) securing nut/bolts loose or missing to such an extent Dangerous*

that road safety is endangered.
b. (i) cracked or fractured. Major
(ii) cracked or fractured to such an extent that road safety Dangerous*

is endangered.
c. (i) badly deteriorated. Major
(ii) badly deteriorated to such an extent that road safety is Dangerous*

endangered.

44 Oil Leaks
Application
Check for oil leaks without operating any equipment other than the engine which may be run at
tick-over speed.
Very bad oil leaks are a reason for refusing to carry out the test. If the test is suspended for
this reason the presenter will be notified of this using form VTG12.
Temporary means of preventing leaked oil reaching the ground such as fabricated drip trays
consisting of sheet metal supported by wire strands are not acceptable. This does not apply to
permanent fittings such as drip trays for feed pipes on tankers.
Fabricated repairs to an oil pipe which effectively stop an oil leak are acceptable.
Category
1 (i) Any oil leak which can deposit oil at a rate in excess of a 75mm Major
diameter pool in 5 minutes or a number of leaks which
collectively would deposit oil in excess of this.
(ii) Any oil leak which can deposit oil in a continuous flow or Dangerous
constitutes a serious risk of fire.

45 Fuel Tanks and System
Application
This inspection applies to all fuel tanks which are permanently attached to vehicles and to
trailers, including gas fuel tanks and cylinders, bottles and other types of fuel container.
Seepage is not a deficiency.
Fabricated and "emergency" fuel caps are acceptable provided that they function correctly.
Where possible the tank cap should be opened to check the sealing arrangements.
Very bad fuel leaks are a reason for refusing to carry out the test. If the test is suspended for
this reason the presenter will be notified of this using form VTG12.
A fuel leak caused by a defect contaminating the road surface will be considered a hazard to
other road users.
If the vehicle is powered by gas and suffers a leak this should be treated in the same manner
as a normal fuel leak and VTG12 action taken. The vehicle should be moved to a well ventilated
area away from people and buildings. If the leak is of a serious nature evacuate the building.
It is not necessary to run the engine but if a leak is present when the engine is running this is
considered a deficiency under 2a.
It is not necessary to run combustion heaters as part of this inspection.
If a fuel tank assembly is seen to be holed, but the hole is above the fuel level, this is
considered a deficiency under 1d.

45 Fuel Tanks and System
Category
1 Fuel tank:
a. strap or support broken or missing. Major
b. so insecure on its mountings that it is likely to drop away Dangerous*

partially or completely when the vehicle is used.
c. heat shield missing, or defective to such an extent it Dangerous

constitutes an obvious fire risk.
d. defective such that leakage of fuel is possible. Major
2 Fuel System:
a. (i) leaking and does not represent an obvious hazard to other Major
road users.
(ii) leaking and represents an obvious hazard to other road users. Dangerous
b. (i) pipes damaged (restricted/chafed) or so positioned that they Minor

are fouled by moving parts of the vehicle.
(ii) pipes so damaged (restricted/chafed), insecure or with an Major

inadequate repair, such that they are likely to fail and leak
which would cause danger to persons on the vehicle or to
other road users.
3 Filler Cap:
a. missing. Dangerous
b. does not fasten securely:

 by a positive means, or Major
 such that pressure is not maintained on the sealing
arrangement.
c. sealing washer torn, deteriorated or missing, or a Major

mounting flange/sealing method defective such that leakage of
fuel is possible.

46 Exhaust Systems and Nuisance
Application

This inspection applies to all underbonnet noise deadening material fitted as original equipment.

Where a vehicle is refused for exhaust system leaking, the smoke emission test could be
affected by the induction of air into the exhaust system. When presented for retest the emission
test must be rechecked.
Minor leaks are acceptable.
An excessively deteriorated exhaust is not a deficiency providing deficiencies 1.a and 1.b do
not apply.
Check for the presence of the silencer and assess its effectiveness in reducing, so far as is
reasonable, noise caused by the exhaust.
Category
1 An exhaust system:
a. (i) insecure but unlikely to fall away partially or completely from Major
the vehicle.
(ii) so insecure that it might fall away partially or completely when Dangerous*
the vehicle is in use.
b. (i) leaking. Major
(ii) leaking and entering the drivers cab. Dangerous
c. (i) incorrectly positioned so that fumes are likely to enter the Major
driver’s cab.
(ii) positioned such that fumes are entering the driver’s cab. Dangerous
2 An exhaust silencer:
a. missing. Major
b. obviously ineffective. Major
3 Any part of the noise suppression system:
(i) insecure. Major
(ii) likely to become detached. Dangerous*

48 Suspension
Application
Insecurity of attachment points can best be assessed when the steering and/or brakes are
operated.
Leaf spring systems:

 Where leaves are so misaligned that each leaf is not taking a reasonable proportion of the
load this will be a deficiency.
 A leaf spring with a fracture or crack on the curled section which prevents the axle moving
in the event of main leaf failure is a deficiency.
 A "U" bolt should be regarded as loose if there is clear visual evidence that it is not properly
fulfilling its function of securing a spring and before it can do so it needs remedial action.
 Surface cracks on laminated semi-elliptical springs are not a deficiency.
 It is permissible to have a larger road spring on one side of a vehicle than the other.
Spring Pins:
 The maximum permissible wear in a pin and/or mounting is 2mm for a 12mm diameter pin
and 1/8 of the diameter for larger assemblies. For a threaded pin it is the diameter of the
threaded part which should be taken into account when assessing wear. These criteria
should not be used when checking rubber bushes which should be checked for
deterioration of the rubber which could result in excessive movement.
 The maximum side play must not exceed 6mm. This does not apply to a threaded pin and
mounting assembly or to rubber bushes or to single spring bogie suspensions.
 Where an anchor/shackle pin is secured at one end the maximum amount of movement at
the free end should not exceed 1mm for smaller assemblies, increasing to 2mm for larger
assemblies.
A fractured and or repaired air bag pedestal if performing satisfactorily and not damaging the
air bag is not a deficiency.
Independent suspension must be jacked to remove the weight from the suspension joints
(suspension hanging freely).
Trailers fitted with HD shock absorbers are not required to be fitted with check straps.
Scania vehicles with air suspension have attachment points for a retaining chain, the omission
of the chain is not an deficiency.
Tag axles with disabled lift facilities are not a deficiency, these may also have the lift operation
air bag removed.
Shock Absorbers/Anti Roll Bars:
 Slight seepage producing a thin film of fluid on a shock absorber is not a deficiency but
any sign of dripping is unacceptable.
 Anti roll bar bushes repaired with resin are acceptable providing the repair is adequate
resulting in the removal of the excess wear.

48 Suspension
A comprehensive list of vehicles where shock absorbers and/or anti roll bars are standard
fitment is available from:
Driver and Vehicle Standards Agency,
Technical and Support Services,
Ellipse,
Padley Road,
Swansea, SA1 8AN.
On some unladen vehicles the suspension air bellows on one side may be deflated. This is
a natural characteristic that occurs after certain types of operation of the electronically governed
suspension system. This ensures the chassis frame remains at a constant height at all times.
Before refusing a vehicle, two operations should be tried which may re-inflate the bellows:
A. By using the driver control to raise/lower the vehicles suspension before resetting the
suspension to the normal ride height. Ensure this operation is only performed under
supervision, or
B. placing a load on the vehicle with the load simulator while performing a brake test.
If neither operation re-inflates the bellows then this is to be considered a deficiency.
Slipper brackets:
 Rebound pins where fitted as standard should be correctly located.
 Worn slipper brackets are considered a deficiency when worn to the extent they could, at
the time of the inspection, clearly affect the movement or correct location of the road spring
(or have allowed the spring leaf to damage the chassis).
Air/Fluid systems:
 When assessing the significance of leaks it should be remembered that certain pneumatic
components are subject to some degree of leakage. Slight seepage producing a thin film of
oil on the component is not a deficiency but any sign of dripping is unacceptable.
 Exposure of air bag structural cords is acceptable providing that they are not damaged to
such an extent the unit is likely to fail.
 An air bag for holding a lift axle in the raised position must be considered against the same
criteria as any other suspension air bag.

48 Suspension
Category
1 All suspension types - A suspension component or its

attachment point:
(ii) insecure to such an extent that detachment is likely. Dangerous
b. disconnected. Dangerous
c. fractured or cracked. Major
d. (i) so damaged, worn, distorted or corroded that it adversely Major

affects its function.
(ii) so damaged, worn, distorted or corroded that it adversely Dangerous

affects its function and obviously affects directional stability.
e. (i) incorrectly located or fitted or a secondary spring leaf missing. Major
(ii) a main spring leaf, multiple spring leaves or any other type of Dangerous
suspension spring assembly missing.
f. rubber or bonded bush deteriorated. Major
g. defective such that a wheel could foul any other part of the Dangerous*
vehicle or is fouling any part of the vehicle.
h. (i) with wear in a spring pin, bush or mounting exceeding the Major
prescribed limit.
(ii) with wear in a spring pin, bush or mounting exceeding the Dangerous
prescribed limit which obviously affects directional stability.
i. (i) a ball joint dust cover deteriorated. Minor
(ii) a ball joint dust cover missing, insecure, excessively Major

damaged or severely deteriorated to the extent that it would
no longer prevent the ingress of dirt etc.
j. (i) with a system component with an inappropriate modification. Major
(ii) a system component with an unsafe modification which has Dangerous

seriously weakened the component, does not provide
sufficient clearance to other vehicle parts or renders the
suspension component inoperative.

48 Suspension
2 Leaf springs and fixings:
a. (i) fractured or cracked leaf or one repaired by welding. Major
(ii) fractured or cracked leaf or one repaired by welding, which Dangerous

obviously affects directional stability.
b. spring leaves splayed beyond the prescribed limits or fouling Major

any other part of the vehicle.
c. movement in a spring fixing pin in excess of the prescribed Major

limits.
d. (i) slipper bracket rebound pin missing or incorrectly located. Minor
(ii) slipper bracket rebound pin missing or incorrectly located with Major
a spring displaced.
e. (i) relative movement or displacement between a spring and the Major

axle.
(ii) relative movement or displacement between a spring and the Dangerous

axle which obviously affects directional stability.
f. a missing shackle or anchor pin. Dangerous
g. a worn slipper bracket. Major
h. so corroded, pitted or seriously weakened that it is likely to Major

fail.
i. an insecure or missing locking device from a shackle or Major

anchor pin.
3 Coil Spring or Torsion Bar:
a. (i) incomplete. Major
(ii) incomplete and which obviously affects directional stability. Dangerous
b. fractured, cracked or repaired by welding. Major
c. corroded, pitted or seriously weakened so it is likely to fail. Major
d. torsion bar fixings with excessive free play, insecure, or an Major

adjustment assembly incorrectly fitted and/or insecurely
locked.
e. incorrectly located or fitted. Major

48 Suspension
4 Air/Fluid Suspension Systems Valves, pipes, Valve

linkage, Bellows and Displacer/Accumulator Unit:
a. displaced, deflated, kinked and/or so damaged/deteriorated Major

that it likely to fail.
b. fouled by other parts. Major
c. with a check strap missing or defective. Major
d. insecure. Major
e. (i) leaking. Major
(ii) leaking to such an extent that the function of the system is Dangerous
seriously affected.
f. system inoperable. Dangerous
5 Bonded Suspension Unit:
a. with failure of bonding between flexible element and metal so Major

that part of the unit is likely to fail.
b. unit is so damaged or deteriorated that it is no longer capable Major

of carrying out its proper function.
6 Shock Absorber:
a. missing from a vehicle on which it is a standard component. Major
b. with an anchorage fractured, unit insecure or with a sleeve Major

damaged so that the unit is not functioning correctly.
c. leaking. Major
d. with an excessively worn rubber bush or pivot. Major
e. linkage missing, linkage bracket cracked so that it is likely to Major

fail, fractured or cracked or excessively worn.
7 Anti roll bar assembly:
a. missing from a vehicle on which it is a standard component or Major

any of its associated linkage/brackets or bushes missing.
b. insecure. Major

48 Suspension
c. fractured, cracked, severely distorted or so corroded or worn Major

that its strength is seriously reduced.

53 Axles, Stub Axles and Wheel Bearings
Application
This inspection applies to the steered wheels of all vehicles and trailers.
A steered axle is one which has a king pin or ball joints and can be turned to a left and right lock.
An axle ceases being steered when it is fixed in the straight ahead position.
When assessing excessive wear, play or king pin clearance (lift) account must be taken of
any information given below and/or manufacturers’ data.
With the wheels on the ground king pin clearance is assessed between the stub axle upper yoke
and beam axle using feeler gauges.
With the wheels off the ground kin pin clearance may be measured between the stub axle lower
yoke and beam axle.
For vehicles fitted with a "Hives" type thrust bearing any clearance greater than 1.6mm would
be considered excessive and in the case of any other type of bearing lift greater than 1.0mm.
Side play in king pin and bushes. Any movement greater than 10mm on a 500mm diameter
wheel is considered excessive. For wheels of different diameter the maximum allowable
movement should be in proportion to this figure.
Wheel bearing free play can be isolated by applying the service brake.
Mercedes Sprinter range of vehicles have front suspension ball joints without springs,
these joints are allowed up to 3.0 mm of axial play (lift) and 3.0 mm of radial play. Rejection is only
justified when play exceeds the manufacturer's limits.
On a trailer steered axle where the axle has been welded in the straight ahead position this is
not a deficiency. If steered axles are permanently locked in the straight ahead position a VTG10
is required (the presenter should be notified to submit a VTG10 using form VTG57).
Steered axles manufactured by BPW have a maximum clearance of 12 mm.
Renault Mascot vehicles with a design weight of 3.5 to 6.5 tonnes have a maximum king pin
clearance of 1.2 mm.

53 Axles, Stub Axles and Wheel Bearings
Category
1 Stub axle and axle:
a. (i) excessive clearance between stub axle and axle beam. Major
(ii) excessive clearance between stub axle and axle beam which Dangerous
obviously affects directional stability.
b. fractured, cracked or deformed. Dangerous*
c. (i) inappropriate modification to an axle. Major
(ii) unsafe modification to an axle that obviously affects stability, Dangerous

functionality or gives insufficient clearance to other vehicle
parts or the ground.
2 King Pin:
a. (i) excessively loose in axle beam. Major
(ii) excessively loose in axle beam which obviously affects Dangerous

directional stability.
b. king pin or bush excessively worn. Major
c. retaining device missing or insecure. Major
3 Swivel joint:
a. (i) excessively worn. Major
(ii) excessively worn to such an extent that directional stability is Dangerous

impaired.
b. insecure. Major
c. retaining or locking device missing or insecure. Major
4 Wheel bearing:
(i) with excessive free play. Major
(ii) with excessive free play, which obviously affects directional Dangerous
stability.

54 Steering
Application
This inspection applies to all vehicles and to trailers with steered axles.
A steered axle is one which has a king pin or ball joints and can be turned to a left and right lock.
An axle ceases being steered when it is fixed in the straight ahead position.
Power steering must be inspected with the engine running. If vehicles are fitted with additional
equipment, belt driven from the engine, where the belt may cause a hazard to the inspector they
should be tested without the engine running. Examples are belt driven refrigeration compressors
and air conditioning.
Exposure of structural cords on power steering hoses is acceptable provided that these cords
are not damaged.
The hydraulic fluid level check only applies to readily visible reservoirs which can be checked
without removing the reservoir cap.
For steered wheels on trailers and on any self steered axle, visually check joints and components
for wear and condition.
With the road wheels on the ground rock the steering and check all steering joints and fixings.
Instruct the driver to rotate the steering wheel through its full working range. If a lock stop, which
is known to be a standard fitment, is missing this is a deficiency. It should be noted however that
in some cases there is provision for extra lock stops which are not a standard item. Where two
are fitted only one needs to fulfil the function on each lock. They may be integral with the
steering mechanism.
If carrying out a steering full lock check with the wheels raised; any steering component,
road wheel or tyre fouls any part of the vehicle when the vehicle is raised but does not foul any of
these items when the vehicle is on the ground under normal running conditions, this is not to be
considered a deficiency.
Vehicles with independent front suspension should be checked with the suspension in the
normal running position.
Common means of acceptable locking devices are:

Anti-rattle washers, split pins, lock wire, spring washers, nyloc nuts, liquid locking compounds and
self locking castle type nuts.
If vehicles have their self steered axles welded in the straight ahead position please contact
T&SS Swansea.
If a plain flat washer is used with a spring washer the locking action of the spring washer
becomes ineffective.

54 Steering
Visually check for axial and lateral

movement of all ball joints. Where a ball
joint is fitted with a spring to take up such
movement, the compression of the spring
must not be mistaken for excessive wear. If
excessive wear is suspected check by using
hand pressure.
An increasing number of vehicles are now fitted with different types of ball joint, spring loaded or
rubber mounted type each having different wear limits (some vehicle may be fitted with both
types of joint). The rubber mounted type has a smaller wear limit than the spring loaded type.
Rubber mounted type
Spring loaded type
Certain ball joints are designed only to swivel fore and aft and not side to side (front drag link
ball joints only, as fitted on the Volvo and Renault range of vehicles). In an attempt to swivel the
joint you may hear a knocking sound this is normal, as this is the device to stop it swivelling. The
only wear limits that should be taken into account for the annual test is axial movement. Where
lateral movement is evident in the ball joint it must be confirmed that axial movement in excess of
2mm exists before a defect is justified.
Other manufacturers with conventional ball joints have also stated that axial movement up to
2mm is acceptable.

54 Steering
Category
1 Power Steering:
a. (i) not working correctly. Major
(ii) not working correctly and obviously affects steering control. Dangerous
b. (i) removed or disconnected when a standard fitment. Major
(ii) removed or disconnected when a standard fitment and Dangerous

obviously affecting steering control.
c. with an air/fluid leak from any part of the system. Major
d. (i) reservoir is below minimum level. Minor
(ii) reservoir is empty. Major
e. (i) pump insecure or its drive system missing or defective. Major
(ii) pump insecure or its drive system missing or defective and Dangerous
obviously affects steering control.
f. (i) pipe or hose excessively corroded, damaged, bulging or Major

fouling other parts of the vehicle.
(ii) pipe or hose excessively corroded, damaged, bulging or Dangerous

fouling other parts of the vehicle which obviously affects
steering control.
g. (i) with a cracked or damaged ram and/or ram body anchorage, Major
any excessive free play at ram anchorage.
(ii) with a cracked or damaged ram and/or ram body anchorage, Dangerous
any excessive free play at ram anchorage, which obviously
affects steering control.
h. with excessive free play between ball and valve to the extent Dangerous
that separation is likely.
i. (i) with cables damaged, excessively corroded. Major
(ii) with cables damaged, excessively corroded to such an extent Dangerous

that the steering is affected.
j. (i) with a system component with an inappropriate modification. Major

54 Steering
steering component inoperative.
k. EPS malfunction indicator lamp indicates a fault. Major
2 Steering with:
a. (i) a ball pin shank loose. Major
(ii) a ball pin shank loose to such an extent that separation is Dangerous
likely.
b. a sharp or deep groove at the neck of a ball pin. Major
c. (i) a track rod or drag link end insecure. Major
(ii) a track rod or drag link end insecure to such an extent that Dangerous
separation is likely.
d. (i) any abnormal movement in a joint. Major
(ii) any abnormal movement in a joint to such an extent that Dangerous

separation is likely.
e. (i) movement between sector shaft and drop arm. Major
(ii) movement between sector shaft and drop arm to such an Dangerous
extent that separation is likely.
f. excessive wear in a pivot point (e.g. an intermediate drop Major

arm).
g. (i) a component fixed to the chassis insecure. Major
(ii) a component fixed to the chassis insecure to such an extent Dangerous

that separation is likely.
h. (i) movement between a steering arm and its fixings. Major
(ii) movement between a steering arm and its fixings to such an Dangerous
extent that separation is likely.
i. a component fractured or so cracked, damaged, misaligned, Dangerous*

deformed or so worn that it is likely to fail.
j. a retaining or locking device ineffective, not fitted or insecure. Major

54 Steering
k. a steering lock stop missing, insecure or not fulfilling its Major
function.
l. (i) a component repaired by welding and or showing signs of Major

excessive heat being applied.
(ii) a component repaired by welding and or showing signs of Dangerous

excessive heat being applied, which obviously affects the
steering control.
m. any steering component, road wheel or tyre fouling any part of Major
the vehicle.
n. (i) track rod excessively deformed. Major
(ii) track rod excessively deformed and obviously affects steering Dangerous
control.
o. roughness or undue stiffness in the operation of the steering. Major
p. (i) excessive lift or end float of a sector shaft. Major
(ii) excessive lift or end float of a sector shaft to such an extent Dangerous
that functionality is affected.
q. (i) excessive wear in the steering rack. Major
(ii) excessive wear in the steering rack to such an extent that Dangerous
functionality is obviously affected.
r. (i) excessive movement of rack housing in mounting bushes. Major
(ii) excessive movement of rack housing in mounting bushes to Dangerous

such an extent that steering control is obviously affected.
s. a rack gaiter (if rack originally fitted with gaiters) split, Major
damaged, missing or displaced.
t. (i) a ball joint cover damaged or deteriorated but not to the Minor
extent that it would no longer prevent the ingress of dirt etc.
(ii) a ball joint cover missing, insecure, excessively damaged or Major

severely deteriorated to the extent that it would no longer
prevent the ingress of dirt etc.
u. leak of oil or grease. Major
v. (i) gear casing fractured. Major

54 Steering
(ii) gear casing fractured and obviously affects steering control or Dangerous
the casing is likely to become detached.
w. (i) with a system component with an inappropriate modification. Major

steering component inoperative.

57 Transmission
Application
This inspection applies to all vehicles including Hybrid Electric Vehicles (HEVs), Electric Vehicles
(EVs) and to trailers with driven axles.
Vehicles must be in neutral gear and with any transmission brake released during this
inspection.
The presenter should be advised if any shaft or carrier locking device is missing or ineffective.
Refusal for excessive wear of a universal joint is only justified when radial movement
indicates that needle roller bearings are missing from one or more cups.
Transmission shafts include those shafts that transmit drive for HEVs and EVs.
Propeller shaft spline wear is not a deficiency.
A power take off prop shaft universal joint is not subject to this inspection.

57 Transmission
Category
1 All vehicles with:
a. (i) a missing or insecure propshaft flange bolt. Major
(ii) insecure or missing propshaft flange bolts to such an extent Dangerous

that detachment is likely.
b. (i) any flange cracked or insecure. Major
(ii) any flange cracked or insecure to such an extent that Dangerous

c. (i) excessive wear in a shaft bearing. Major
(ii) excessive wear in a shaft bearing to such an extent that Dangerous

d. (i) a bearing housing insecure, cracked or fractured. Major
(ii) a bearing housing insecure, cracked or fractured to such an Dangerous

extent that detachment is likely.
e. (i) excessive wear in a universal joint. Major
(ii) excessive wear in a universal joint to such an extent that Dangerous

f. (i) deterioration of a flexible coupling. Major
(ii) deterioration of a flexible coupling such that failure is Dangerous

imminent.
g. a seriously damaged, cracked or bent shaft or a shaft which is Major

fouling on other components.
h. (i) deterioration, fracture or insecurity of a bearing housing Major

flexible mounting.
(ii) deterioration, fracture or insecurity of a bearing housing Dangerous

flexible mounting such that failure is imminent.
2 Front wheel drive shafts with:
a. (i) a constant velocity or universal joint excessively worn or Major

insecure.

57 Transmission
(ii) a constant velocity or universal joint excessively worn or Dangerous
insecure to such an extent that failure is imminent.
b. (i) a flexible coupling severely cracked, softened or breaking up. Major
(ii) a flexible coupling severely cracked, softened or breaking up Dangerous

such that failure is imminent.
c. (i) a constant velocity gaiter insecure, damaged or deteriorated Minor

but not to the extent that it would no longer prevent the
ingress of dirt etc.
(ii) a constant velocity gaiter missing, insecure, excessively Major

damaged or severely deteriorated to the extent that it would
no longer prevent the ingress of dirt etc.

58 Additional Braking Devices
Application
This inspection applies to all vehicles and trailers where a device is fitted or required.
If the device has been removed and it is mandatory this will be a deficiency, if the device is not
mandatory the operator should be advised to submit a notifiable alteration form VTG10 using form
VTG57. Where an exhaust brake operating cylinder and lever are completely removed, the
housing containing the butterfly may be retained with the butterfly fixed in the open position.
Hybrid Electric Vehicles (HEVs) and Electric Vehicles(EVs) where the power train equipment
acts as a regenerative brake, the unit(s) should be inspected as if it is an additional braking
device. This should be marked on the technical record.
Air leaks for operating mechanisms of hydraulic retarders or exhaust brakes should be
tested under item IM59 and only be refused if the leak is affecting the braking system.
The check of operation is made by visual assessment to establish the likelihood of correct
fitment and function, rather than to see actual operation. Refusal is justified only when it is
obvious that a device is inoperative i.e. a disconnected linkage.
Any inoperative device will be a deficiency irrespective of whether it is mandatory or not.
If a vehicle is fitted with an electric retarder and the warning lamp does not illuminate when
the retarder is operated, this is not a deficiency.
Category
1 Additional Braking device:
a. missing when known to be a mandatory item. Major
b. (i) components missing, insecure, or damaged. Minor
(ii) components missing, insecure, or damaged to such an extent Major

the device is inoperative.
c. (i) wiring insecure or damaged. Minor
(ii) wiring insecure or damaged to such an extent the device is Major

inoperative.

59 Brake Systems and Components
Application
Automatic slack adjusters must be fitted to motor vehicles first used from and trailers
manufactured from 1 April 1995.
A rod or lever reduced by more than one third of its original diameter is considered a
deficiency.
A pipe with its wall thickness reduced by more than one third of its original thickness is
considered a deficiency.
Cables with less than 10% of the wires fractured are not regarded as a deficiency unless there
is bunching or likelihood of bunching, where the cable enters an outer cable, guide or sleeve.
A hose should be considered defective for surface cracking or damage by chafing only if the
reinforcement is visible.
Repairs to metal air brake pipes by sleeving are acceptable, providing the repair appears to be
good and sound. A pipe repaired in-situ by brazing is not considered acceptable. Repairs to
hydraulic brake pipes are not acceptable. Compression joints of the type using separate ferrules
are not considered suitable for joints on hydraulic pressure lines.
Fail
Pass
Guidance on sleeved repairs of metal brake
pipes (sleeving is not acceptable on plastic
brake pipes).
Fail
The air pipe between the compressor and the reservoir is to be taken as a brake pipe.
Lever slack adjusters; up to a total of 9.5mm radial movement at a radius of 150mm is
considered acceptable within the slack adjuster and between the slack adjuster and cam cross
shaft. Slack adjusters must have a secure fastening to the cross shaft including a locking device.
Slack adjusters with different lever lengths on the same axle are not a deficiency, but the
presenter needs to be informed (using form VTG57) to complete a VTG10 notifiable alteration
form.

Disc Brakes
The diagram to
the left shows
the types of
damage which
are likely to be
found on brake
discs and gives
guidance on
how much
damage is
acceptable
before refusing
the vehicle.
This should be
a visual
assessment.
A. Interlinked cracks or surface crazing = acceptable

B. Cracks running towards hub centre up to max. 75% of the width of the friction surface, and a
maximum of 1.5mm wide or deep = acceptable
C. Unevenness in the disc surfaces less than 1.5 mm = acceptable
D. Cracks running from edge to centre = not acceptable
The above diagram is for reference only.
Damp patches around valves or adjacent components are not a deficiency. Only where there is
evidence of heavy discharge of oil from the valve at the time of test should there be a defect.
To check the condition of brake pipes including the output side of the compressor, valves, hydraulic
master & wheel cylinders it will be necessary to ask the driver to pressurise the braking systems. There is
no requirement for a specific check on the operation of all valves, however where it is obvious that a valve
is malfunctioning during any stage of the test, this is considered a deficiency.
When assessing the significance of leaks, it should be remembered that certain pneumatic components
are subject to leakage to some degree.
Vented master cylinders as fitted in particular to some Bedford vehicles may be subject to some
dampness around the vent, due to fluid in the bores of the cylinder used to lubricate the piston
seals, this should not be treated as a defect.
Quick Release Valves/Spring Brake Systems; On trailers fitted with spring brake systems a
controlled discharge of air may occur from the quick release valve when the service brake is
applied with the spring brakes in the off position, this is acceptable and should not be treated as a
defect.
The following vehicle/trailer types require an adapter to be fitted to inspect the trailer secondary
brake operation:
 Two line drawing vehicles coupled to three line trailers.

 Three line drawing vehicles with no separate secondary control coupled to three line
trailers.
The following procedure should be carried out:

 Supply a suitable adapter and request the driver to connect the tractor/drawing vehicle
service line to the trailer secondary line and request the driver to operate the brake (If
spring brake actuators are fitted to the vehicle/trailer inspect the components of this
system with the park brake in the “off” position).
 Instruct the driver to remove the adapter and reconnect the brake lines. Check the
reconnection by instructing the driver to apply the footbrake and note the operation.
If the secondary brake (blue line) has been disconnected without approval, this is not a defect.
The presenter must be advised (using form VTG57) to submit a VTG10 Notifiable Alteration.
BPW axles brake callipers may have 6 holes and only 5 bolts fitted.
Two line trailers are not fitted with secondary brakes. Some drawing vehicles where the
nominated secondary brake is the split service brake do not operate the trailer brakes when the
hand park brake control is applied. This is not a defect.
Reservoirs can be repaired by welding the term reservoir includes accumulators and other types
of vacuum & pressure vessels.
The hydraulic fluid contamination and level check only applies to readily visible reservoirs
which can be checked without removing the reservoir cap.
It is not a requirement for Load Sensing Valves (LSV) to be moved manually to check their
operation. In most cases a slight movement can be detected when the service brake is applied
which is sufficient evidence that the LSV is operating. Only in the minority of cases where, in the
opinion of the tester, the LSV appears seized and it is the type of valve that can be checked easily
by hand without the possibility of causing damage should this be carried out.
Pre 1995 vehicles which were fitted with automatic brake slack adjusters that have been
removed and replaced with manual ones; if automatic slack adjuster brackets remain and are not
being used this is acceptable.
If a brake chamber mounting bracket is fractured and parted it is considered insecure.
The following list gives guidance on when trailers manufactured before October 1 1982
may be required to have a load sensing valve or ABS as a mandatory fitment.
1. Pre 1982 and post 1968 semi or draw bar trailer with three line braking (service
yellow line, secondary/auxiliary blue line and emergency red line) LSV and ABS are
not required.
2. Pre 1968 trailer with any number of brake lines LSV or ABS are not required.
3. A post 1968 semi-trailer with a gross weight over 3500kg and converted to two line
braking (type approved braking system) LSV or ABS required.
4. A post 1968 draw bar trailer with axle/s weight over 3500kg and converted to two
line braking (type approved braking system) LSV or ABS required.

5. A trailer of any age with two brake lines and with an unladen weight 60% or less of
the gross weight and can be demonstrate by calculations that the brakes comply
with the requirements of the braking directive, LSV or ABS are not required.
6. Foreign trailers pre 1982 with two line brakes LSV or ABS may be required.
7. If you are not sure if a trailer is required to have LSV or ABS fitted contact Technical
Services Swansea.
Missing or illegible LSV plate only applies to the following;
 Trailers first used on or after 29th October 2013.
 Trucks first used on or after 29th October 2014.
Some manufacturers use different sizes of brake chambers in addition to the standard
sizes that have been used for many years and some manufacturers use common castings. For
example a Type 22 can be made from a Type 24 casting. To avoid confusion the manufacturer
fits a tag to confirm the chamber size. The first two digits are the service chamber size, if it is a
spring brake the second two digits are the parking brake chamber size. This is an acceptable
method of identifying chamber sizes.

Category
1 A brake rod, clevis joint, linkage, relay, lever, pin, pivot,

slack adjuster or cable:
a. seriously weakened by excessive wear, corrosion, damage or Major

reduced in diameter by more than the prescribed limit.
b. with abnormal movement indicating incorrect adjustment , or Major

excessive radial free play.
c. with an ineffective, insecure or missing locking device. Major
d. (i) a brake cable knotted, or with more wires broken than Major
permitted by the specified standard.
(ii) a brake cable knotted, or with more wires broken than Dangerous
permitted by the specified standard which obviously affects
the braking performance.
e. cable guide is defective. Major
f. automatic slack adjuster component incorrectly installed, Major

missing, disconnected, insecure, distorted, fractured or
inoperative.
g. mandatory automatic slack adjuster not fitted. Major
h. a brake fitted with an automatic slack adjuster exceeding two- Major

thirds of the travel of the brake actuator, or obviously having
a different travel from another brake on the same axle, or not
returning fully when brakes are released.
2 Brake pipes and flexible hoses:
a. (i) misplaced and fouled or chafed by moving parts, with no Minor

obvious damage evident.
(ii) misplaced and fouled or chafed by moving parts with obvious Major
signs of damage.
b. (i) chafed, cracked with no reinforcement cords exposed, Minor

corroded, stretched or twisted.
(ii) excessively chafed, cracked with reinforcement cords Major

exposed, excessively corroded, deteriorated, leaking,
bulging, kinked, stretched or twisted and damage evident.

(iii) excessively chafed, cracked with reinforcement cords Dangerous
exposed and damaged, excessively corroded, deteriorated,
leaking, bulging, kinked, stretched or twisted and in such a
condition that risk of failure is imminent.
c. inadequately clipped or otherwise inadequately supported. Major
d. inadequately repaired or with unsuitable joint fittings. Major
e. non-metallic pipe(s) exposed to excessive heat. Major
f. leaking air from a pipe or connection. Major
g. leaking hydraulic fluid from a pipe or connection. Dangerous
3 Brake drums, back plates & shoes, discs, callipers &

pads including friction material with:
a. (i) a brake disc or drum excessively worn. Major
(ii) a brake back plate, disc or drum in such a condition that it is Dangerous
seriously weakened or insecure.
b. a brake back plate or calliper securing bolt loose or missing. Major
c. (i) a brake, lining or pad less than 1.5mm thick at any point. Major
(ii) a brake, lining or pad, missing, incorrectly fitted, insecure or Dangerous

with the lining/pad no longer visible.
d. restricted movement of a brake component. Major
e. (i) a brake drum, disc, lining or pad contaminated by oil or Major

grease.
(ii) a brake drum, disc, lining or pad contaminated by oil or Dangerous

grease with the brake performance obviously affected.
4 Reservoir:
a. (i) lightly corroded Minor
(ii) insecure, excessively corroded, or leaking. Major
b. (i) with damage or dents that do not significantly reduce the Minor
capacity.
(ii) with damage or dents that obviously significantly reduce the Major
capacity.

c. with a securing strap fractured, cracked, excessively Major

corroded or chafing on the reservoir or other mounting.
d. missing where it is known to be a standard fitting. Major
5 Air actuators, hydraulic master & wheel cylinders, valves

and servos:
a. (i) defective in operation. Major
(ii) defective in operation and brake performance affected. Dangerous
b. (i) insecure but still operational. Major
(ii) insecure and brake performance affected. Dangerous
c. (i) leaking air or fluid, fractured, cracked, excessively damaged Major

or corroded.
(ii) leaking air or fluid, fractured, cracked, excessively damaged Dangerous

or corroded and brake performance is affected.
d. with a locking device missing or insecure. Major
e. (i) with insufficient or excessive travel of operating mechanism Major

indicating a need for adjustment.
(ii) with insufficient or excessive travel of operating mechanism Dangerous

indicating a need for adjustment and brake performance is
affected.
f. with a cap missing from a hydraulic master cylinder and/or Major

fluid obviously contaminated.
g. (i) fluid below minimum level or level warning device Minor

defective/activated.
(ii) fluid significantly below minimum level. Major
(iii) no visible fluid. Dangerous
h. with a valve with excessive discharge of oil. Major
i. a load sensing valve removed or disconnected when it is Dangerous

known to be a standard fitment.

j. (i) a load sensing valve obviously seized or restricted in its free Major
movement, linkage or brackets cracked, defective or out of
adjustment (ABS functioning).
(ii) a load sensing valve obviously seized or restricted in its free Dangerous
movement, linkage or brackets cracked, defective or out of
adjustment. (No ABS function).
k. (i) hydraulic brake actuator dust cover damaged or deteriorated Minor

but not to the extent that it would no longer prevent the
ingress of dirt etc.
(ii) hydraulic brake actuator dust cover missing, insecure, Major

excessively damaged or severely deteriorated to the extent
that it would no longer prevent the ingress of dirt etc.
6 A load sensing data plate is missing or illegible. Minor
7 Air Compressor Drive:
a. a drive belt missing, badly deteriorated and/ or so loose that it Major

is likely to slip.
b. a compressor drive pulley loose, cracked or missing. Major
8 Trailer secondary brake defective in operation. Major
9 (i) inappropriate modification to any part of the braking system. Major
(ii) unsafe modification to any part of the braking system and Dangerous
braking performance is affected.

62 Markers and Reflectors
Application
Rear Markings
This inspection applies to the vehicles and trailers listed below which must be fitted with rear
markers. They are not required with rear conspicuity markings but may be may be incorporated
into the rear conspicuity markings (See page 6). The type of marking which is acceptable is
shown in the table contained in the procedure and standards section, the type numbers refer to
the types (1 to 13) shown in the table. Rear conspicuity marking is an acceptable alternative to
marker boards, if fitted it must comply with the rear conspicuity requirements (see page 6).
Motor vehicles with a design gross vehicle weight exceeding 7500kg (not category T
vehicles, articulated tractors and vehicles constructed or adapted for transporting two or
more boats, vehicles or vehicle bodies).
Acceptable type of markings for

Acceptable markings for vehicle
Overall length vehicle first used before 1 April
first used from 1 April 1996
1996
13m or less 1,2,3,6,7,8 or 9 6,7,8 or 9
more than 13m 4,5,10,11,12 or 13 10,11,12 or 13
Trailers with a design gross vehicle weight exceeding 3500kg (not trailers constructed or
adapted for transporting two or more boats, vehicles or vehicle bodies).
Acceptable type of markings for Acceptable markings for trailers

Overall length of
trailers manufactured before 1 manufactured from 1 October
combination
October 1995 1995
11m or less 1,2,3,6,7,8 or 9 6,7,8 or 9
more than 11m but not
Any type shown in the diagrams 6,7,8,9,10,11,12 or 13
more than 13m
more than 13m 4,5,10,11,12 or 13 10,11,12 or 13
Reflectors
This inspection applies to all motor vehicles and trailers but only obligatory reflectors are to be
checked.
 Every motor vehicle and trailer requires 2 red reflectors facing to the rear.
 Trailers manufactured from 1 October 1990 require two white reflectors facing to the front.

Side reflectors
This inspection applies to:
 motor vehicles first used before 1 April 1986 with an overall length of more than 8m first
used from 1 April 1986 with an overall length of more than 6m.
 trailers with an overall length of more than 5m excluding any drawbar.
Conspicuity Markings
This inspection applies to Goods vehicles with a design gross vehicle weight exceeding 7500kg
first used on or after 10 July 2011 and Trailers with a design gross vehicle weight exceeding
3500kg first used on or after 1 January 2012:
Exemptions:
 Chassis cabs, incomplete vehicles and articulated tractors for semi-trailers
 Vehicles and trailers not exceeding 6 metres overall length (these are exempt the white or
yellow side markings)
 Vehicles and trailers not exceeding 2.1 metres overall width (these are exempt the red or
yellow rear markings)
 category T vehicles

section.

Rear Markings
Rear markings must be fitted with the lower edge between 400mm and 1700mm from the ground.
A rear marker must not be more than 10% obliterated or obstructed.
If the rear marker boards chevrons are fitted the opposite way around than shown below this
is not a deficiency.
When a demountable fork lift is carried on the rear of a vehicle/trailer, the fork lift is not
included into the overall length of the vehicle/trailer to establish what the correct type of marking
fitted is. This would also apply to refuse vehicles with bin lifting equipment fitted to the rear of the
vehicle.
Rear markings on a retractable rear under-run device are not a deficiency if the vehicle is
presented towing a trailer and the vehicle rear markings are not visible.
Acceptable approval marks for rear marker boards are either BSAU152 (diagrams 1 - 5), ‘E’ or
‘e’ (diagrams 6 - 13).
Reflectors
The inspection does not include a check that the reflectors have the appropriate approval mark.
Reflective plates or tape are not acceptable as a substitute for a reflector. The check for position
should be visual and only vehicles with reflectors and markings obviously out of position should
be refused for this reason.
Front Reflectors [trailers only]

The maximum height from the ground is 900mm, if this is impractical it can be 1500mm.
White front reflectors must be fitted to the front of each section of a combination trailer.

Rear Reflectors
The maximum height from the ground is 900mm. There are some exceptions:
 If 900mm is impractical it can be 1500mm.
 For vehicles used before 1 April 1986 and trailers manufactured before 1 October 1985 the
maximum height is 1525mm.
Trailers must be fitted with triangular (rear) reflectors, these are not acceptable on motor
vehicles, this will be a deficiency under 1d.
Side reflectors
Side reflectors must be positioned as shown in one of the two diagrams below. They must be
amber in colour unless within 1 m of the rear of the vehicle or trailer when they may be red.
Side Reflector Positional Requirements
1500mm max
250mm min
If less than 50% of any reflector is visible, this is deficiency.

Conspicuity Markings
Configurations (see pages 6 & 7)

Markings should be continuous but may be broken, staggered or set back.
Vehicles and trailers may be presented with various markings, the minimum requirement
(for annual test) is a line marking intended to indicate the horizontal dimensions of a vehicle by
a continuous line.
Due to design characteristics it may not be possible for some vehicles to comply with all of the
requirements.
The diagrams on pages 8 and 9 are only possible examples of variations.
Vehicles and trailers which have a chassis designed for demountable bodies should, ideally,
be treated as skeletals. However they may be presented for test with a body fitted which has
conspicuity markings instead of the chassis. Provided the markings comply with the requirements
this is acceptable though the presenter should be advised that the vehicle or trailer would not
meet the requirements if used without an appropriately marked body.

Rear conspicuity markings must:

 not be fitted within 200mm of a mandatory stop lamp.
 be coloured either red or yellow
 and
 be at least 70% of the vehicle width and extend as close as practicable to the edges of the
vehicle or trailer.
 position the lowest edge between 250mm and 1500mm from the ground. If 1500mm is
not practicable this can be increased to 2500mm.
 (See below)
Rear Conspicuity Marking Requirements
Horizontal markings must be at least 70% of the vehicle width and extend as
close as practicable to the edges of the vehicle or trailer
Height between 250mm Where both conspicuity Distance between

& 1500mm (2500mm and rear markers are mandatory stop lamp
permitted in exceptional fitted, see rear markers and marking must be
circumstances) application section ≥200mm

Side Conspicuity markings must:

 extend to within 600mm of each end of the vehicle/trailer (or for articulated vehicles, the
trailer).
 for rigid vehicles be at least 70% of the vehicle length measured from 2.4m from the
extreme front of the vehicle . Where side markings on a rigid vehicle meet the 70%
requirement of the vehicle length on the body alone the cab must still be marked within
600mm of the front of the vehicle with a minimum marking size of 50 mm high by 50mm
wide. Where this requirement is met any gaps between the cab markings and body
markings must be disregarded.
 for semi and drawbar trailers be at least 70% of the trailer length.
 be coloured white or yellow.
 position the lowest edge between 250mm and 1500mm from the ground. If 1500mm is not
practicable this can be increased to 2500mm.
(See below)
Note: As an alternative cab marking from using a 50mm X 50mm conspicuity marking within
600mm of the cab front, the cab may be marked using side reflectors with a minimum
spacing of 600mm to within 600mm from the front of the cab.
Side Conspicuity Marking Requirements
 Total cumulative length ≥

70%of vehicle length
(measured from 2.4m from
the extreme front of the
vehicle)
 For trailers total cumulative
Rigid vehicle length will be the full trailer
cabs must be length
marked 2.4m
within  Height between 250mm &
600mm of 1500mm. (2500mm
the front end. permitted in exceptional
Tractor units circumstances)
for semi  Markings as close as
trailers do practical to the ends of
not need to vehicle and not more than
be marked. 600mm

Car Transporter
Concrete Mixer
Skeletal
Skip Wagon

Refuse Wagon
Where both conspicuity and rear

markers are fitted, see rear
markers application section
Tanker

Category
1 Reflectors, conspicuity markings and/or rear markers:
a. (i) incorrectly positioned. Minor
(ii) missing, incorrectly positioned and red colour is reflected to Major

the front or white to the rear.
b. (i) insecure. Minor
(ii) insecure and likely to become detached. Major
c. not clearly visible. Minor
d. of the incorrect type fitted. Minor
e. (i) dirty or ineffective. Minor
(ii) so dirty or ineffective that its function is obviously impaired. Major
f. (i) broken, damaged or incomplete. Minor
(ii) broken, damaged or incomplete to the extent that the Major

reflecting area is significantly reduced.
g. (i) not of the appropriate colour. Minor
(ii) not of the appropriate colour with red colour reflected to the Major
front or white colour to the rear.

63 Lamps
Application
The inspection of front position lamps, headlamps, rear position lamps and registration plate
lamps only applies to the obligatory lamps fitted.
The inspection of main beam warning lamps applies to all vehicles first used on or after 1 April
1986.
The inspection of daytime running lamps (DRLs) applies to any vehicles fitted with DRLs as
original equipment first registered from 1 March 2018. Two DRLs must be fitted and no more, they
must be white in colour. DRLs may not operate when the engine is not running or when the
parking brake is applied. They can be manually switched off in which case they may not illuminate
until the vehicle speed exceeds 10km/h or the vehicle has travelled 100m.
The inspection of stop lamps applies to any stop lamp fitted to vehicles and trailers.
The inspection of end outline marker lamps applies to the obligatory marker lamps fitted to:
 vehicles first used from 1 April 1991.
 trailers manufactured from 1 October 1990.
and which in both cases are more than 2.1m wide.
The inspection of rear fog lamps applies to any vehicle or trailer fitted with a rear fog lamp.
Rear fog lamps must be fitted to vehicles first used, and trailers manufactured from 1 April 1980.
Obligatory reversing lamps are required for vehicles first registered from 1 September 2009 or any
trailer manufactured from 1 September 2009.
The inspection of front fog lamps only applies to vehicles first registered from 1 March 2018 where
they have them fitted.
The inspection of side marker lamps applies to all obligatory side marker lamps fitted to vehicles
and trailers.
Side marker lamps must be fitted to:
 vehicles with an overall length exceeding 6m first used from 1 April 1991
 trailers with an overall length exceeding 6m manufactured from 1 October 1990
 trailers with an overall length exceeding 9.15m manufactured before 1 October 1990
Vehicles first used before 1 April 1996 are exempt from the need to fit side marker lamps if they
are fitted with all of the lighting and light signalling devices listed in items 1.5.7 to 1.5.20 of Annex
1 of Community Directive 76/756/EEC as amended. Motor vehicles which comply with these
requirements will be fitted with a label showing a dipped headlamp and a percentage dip figure
or/and a manual headlamp height adjuster control, readily accessible from the driver’s seat and
which operates both lamps simultaneously.
The inspection of headlamp cleaning devices applies to vehicles first registered from 1 September
2009 equipped with headlamp washers.

section.

63 Lamps
End outline Marker Lamps
End outline marker lamps are not required on vehicles designed to carry demountable bodies
if the overall width without the body fitted is less than 2.1 m.
The front and the rear end out line markers lamps may be combined as for example on an
articulated tractor.
The rear marker lamps on vehicles such as tippers and tankers and those designed to carry
demountable bodies may be fitted at chassis level.
It is not acceptable for a position light to be used additionally as a marker lamp, a separate
lamp must be fitted.
The end outline marker lamps fitted to the rear of a vehicle can also act as the rear most
side marker lamp provided it is of the correct colour and position. It is not acceptable for a side
marker lamp to operate as an outline marker lamp.
Front marker lamps are not required to be fitted to the front section of the rear half of a
combination trailer.
Rear Fog Lamps

The rear fog lamps are permitted to be reciprocally incorporated with the rear position
lamps providing the positional requirements are met (when the fog lamp is switched on the rear
position lamps intensity increases to become the fog lamp).
Rear Fog lamps do not need to operate on modern trailers when drawn by vehicles first used
before 1 April 1980.
Inspection of non-obligatory rear fog lamps is restricted to a check of colour and whether the
operation of the brakes affects the fog lamp (deficiency 2c).
No more than two rear fog lamps may be fitted.

It is not a defect if the vehicles rear fog lamp does not operate when a trailer is towed. However
the electrical connections to the trailer must be disconnected to confirm that the rear fog lamp/s
operate when the vehicle is not towing a trailer.
One or two obligatory reversing lamps must be fitted. In addition to the obligatory lamps,
vehicles and trailers up to 6m in length may have two optional lamps fitted. Vehicles/trailers over
6m in length may have up to four optional lamps (two of which may be fitted on the side of the
vehicle/trailer), but all must work.
Reversing lamps must operate automatically when reverse gear is selected or be operated by a
switch with a tell-tale warning. On some vehicles, it may be necessary to have the engine running
before reversing lamps will work. Where optional reversing lamps are fitted on the side of
vehicles/trailers the side lamps will need to be selected as well as reverse gear.
The operation of reverse lamps does not apply to modern trailers when drawn by vehicles
manufactured before 1 September 2009.

63 Lamps
Side marker lamps
Two or more marker lamps must be fitted at each side to ensure that the following is complied
with:
Maximum distance of the foremost marker lamp from the front of 4m

the vehicle or trailer, including any drawbar
Maximum distance of the rearmost marker lamp from the rear of 1m

the vehicle or trailer
Maximum distance between the light emitting surfaces of 3m or if this is not

adjacent marker lamps practicable 4m
Rear registration plate lamps

The clear cover for the bulb is not a lens.
The registration plate lamp must be fitted in a position where it can illuminate the registration
plate. A lamp fitted in a position where it cannot do this is not a registration plate lamp and this
should be dealt with under deficiency 1 b.
Where more than one registration plate lamp is fitted, any one inoperative lamp is a deficiency.
Obscuration of lamps, provided at least 50% of a lamp is visible this is not a deficiency.
Matched Pair means that the lamps emit light of the same colour and intensity and that both
lamps are of the same size and are symmetrical to one another.
If more than one bulb or LED is fitted in the lamp at least 50% must work.
If two or more lamps are fitted and the aggregated illuminated area occupies 60% or more of
the area of the smallest rectangle circumscribing the illuminated area this should be treated as
one lamp.
Illuminated area Rectangle

Vehicles with fork lifts fitted to the rear of the vehicle. If the fork lift has lights to replace the
vehicles which may be obscured, the lights on the fork lift must comply with the annual test
standards.
The check for position should be visual and only vehicles with lamps obviously out of position
should be refused for this reason (not applicable to lamps fitted to rear under-run devices that fold
underneath the load deck to accommodate the attachment of a trailer).
Before defecting the operation of a lamp being affected by the operation of another lamp. The
engine should be run to charge the electrical system.
Light that bleeds through from an adjacent lamp is acceptable provided the illuminated light
lens does not change colour.
Gas discharge lamps, blue tint bulbs and lamps with neutral colour lenses are acceptable
providing when lit the light emitted is white or; if it is a direction indicator is amber or in the case of
a stop lamp red.

63 Lamps
Vehicles equipped with dim dip require the front position lamps to be checked for operation
with the ignition switched off.
HID Lamps may be identified by:
 taking a few seconds to reach full intensity
 having a bluish tinge to the light
 having an igniter module/inverter behind the headlamp
 having ‘DCR’ marked on the headlamp lens or body.
HID headlamps use high voltage and extra care should be taken when inspecting these items.
A summary of the main requirements for each type of lamp is shown below.
POSITION
DATE OF FIRST
USE MAX
TYPE MINIMUM COLOUR
(MANUFACTURE DISTANCE MAX HEIGHT
HEIGHT
FOR TRAILERS) FROM SIDE (MM)
(MM)
(MM)
1500 or if White or yellow
From April 1986 400 impracticable - if in a
Motor Vehicles 2100 headlamp
which shows
Front Position Before April 1986 510 2300 - yellow light
Lamps 1500 or if
From October
150 impracticable -
1985
Trailers 2100 White
Before October
510 2300 -
1985
The top of the
lamp shall be
Motor Vehicles From April 1991 400 - no lower than
the top of the
windscreen
Front End As high as
Outline Marker possible with White
Lamp regard to the
From October lateral position,
Trailers 400 -
1990 and the use for
which the
vehicle is
constructed
From 1972 (refer
400
to Lighting
Dipped Beam Headlamp Being a 1200 500 White or Yellow
regulations for
matched pair
earlier vehicles)
Main Beam Headlamp From 1931 - - White or Yellow
Motor Vehicles From April 1986 1500 or if

400 impracticable 350
From October 2100
Rear Position Trailers
1985 Red
Lamps
Motor Vehicles Before April 1986
Before October 800 2100 -
Trailers
1985
Rear End Motor Vehicles From April 1991 As high as

Outline Marker 400 - possible with Red
From October regard to the
Lamps Trailers
1990 lateral position,

63 Lamps
and the use for
which the
vehicle is
constructed
One on each
From 1971 (refer side with a
1500 or if
to Lighting minimum
Stop Lamps impracticable 350 Red
regulations for separation
2100
earlier vehicles) distance of
400mm
All vehicles and
Rear Registration Plate Lamp - - - White
trailers
Where one
lamp is fitted:
Motor vehicles
Rear Fog Lamp From April 1980 On centre 1200 250 Red
and trailers
line or offside
of vehicle.
800
From March 01 No higher than
Front Fog Lamp 400 250 White or Yellow
2018 the dipped
beam lamps
Amber or red if
within 1m of the
Motor vehicles 1 April 1991 - 2300 -
rear of the
vehicle.
Amber or red if
within 1m of the
rear of the
trailer or if fitted
to a trailer built
before October
1990
exceeding
9.15m in length
one side
marker lamp on
each side,
positioned
longitudinally
Side Marker
such that no
Lamps
part of the light
Trailers 1 October 1990 - 2300 - emitting
surface is
forward of, or
more than
1530mm to the
rear of, the
centre point of
the overall
length of the
trailer. The
lamp may show
a white light to
the front and a
red light to the
rear, or
alternatively
amber.
Reversing Motor vehicles From September
- 1200 250 White
Lamps and trailers 01 2009
Optional Day
From March 01
Time Running Motor vehicles 400 1500 250 White
2018
lamps

63 Lamps
Category
1 For all lamps:
a. (i) any lamp insecure but unlikely to become detached. Minor
(ii) any lamp insecure and likely to become detached. Major
b. an obligatory lamp missing or inoperative. Major
c. (i) an obligatory lamp dim due to dirt or internal deterioration or Minor

with a partially reduced light output.
(ii) an obligatory lamp dim due to dirt or internal deterioration or Major

with an obvious major reduction in light output.
d. (i) an obligatory lamp lens obscured partially, insecure, or Minor

damaged but not likely to fall apart.
(ii) an obligatory lamp lens missing, obscured, insecure and or Major

damaged so it is likely to fall apart.
e. (i) an obligatory lamp not showing a light of the right colour. Minor
(ii) an obligatory lamp not showing a light of the right colour with Major
red light shown to the front or white light shown to the rear.
f. an obligatory lamp incorrectly positioned. Major
g. an obligatory lamp is affected by the operation of any other Major

lamp.
2 Rear Fog lamp: (in addition to 1 above)
a. tell-tale light not fitted, not working or cannot be seen by the Major
driver.
b. more than two rear fog lamps are fitted. Major
c. non obligatory rear fog lamp(s) affected by the operation of Major

the foot brake and or shows the incorrect colour.
3 No stop lamps (in addition to 1 above) show a steady red light Dangerous
when the brakes are applied, or all lamps do not go out when
the brakes are released.

63 Lamps
4 Headlamp: (in addition to 1 above)
a. not forming part of a matched pair. Major
b. not positioned symmetrically in relation to the other lamp. Major
c. one of a matched pair does not show a light of the same Major
intensity and colour as the other.
d. a main beam headlamp cannot be switched off by operating Major

one switch which at the same time leaves a pair of dipped
beams.
e. main beam warning lamp does not illuminate when main Major
beam is selected and extinguish when dipped beam is
selected.
f. (i) cleaning device inoperative. Minor
(ii) cleaning device inoperative for LED or gas discharge (HID) Major
systems.
5 A rear registration plate lamp (in addition to 1 above) throws Major

direct light to the rear.
6 Front fog lamp (in addition to 1 above) inoperative. Major
7 Reversing lamp (in addition to 1 above):
a. does not operate automatically when reverse gear is selected. Major
b. more than two (vehicles/trailers up to 6m in length) or four Major

(vehicles/trailers over 6m in length) optional reversing lamps
fitted.
8 Day Time Running Lamp (in addition to 1 above):
a. not showing a light of the right colour. Minor
b. not showing a light of the right colour with red light shown to Major
the front or white light shown to the rear.
c. incorrectly positioned. Major

66 Direction Indicators and Hazard Warning Lamps
Application
The inspection of indicators applies to all vehicles first used after 1 January 1936 and trailers
manufactured from1 September 1965.
Side repeaters are required on motor vehicles first used from 1 April 1986.
This inspection applies to all vehicles fitted with hazard warning lamps.
Hazard warning lamps are required on motor vehicles first used from 1 April 1986.

Direction indicators
All indicators fitted must work. These must show amber light unless fitted to a vehicle first
used before 1 September 1965 when both indicators may show white to the front or red to the
rear.
The tell-tale on direction indicators may be audible rather than visual but for hazard warning
lamps it must be a flashing light. A tell-tale is not required if the operation of one or more
indicators on each side can be seen from the driver’s seat.
If the flash rate is below 60 times per minute, recheck with the engine running.
A semaphore indicator is acceptable. It must illuminate when in operation, and is not required
to flash.
Hazard warning lamps

The tell-tale must be a flashing light and operate with the ignition on and off. Alternatively direction
indicator tell-tales that otherwise operate independently can be accepted as the hazard warning
lamp tell-tale.
Where red-neutral direction indicator lenses with an amber bulb are fitted, the assessment
made must be against the colour of the light emitted not the colour of the lens.
Some vehicles are fitted with obligatory side marker lamps/indicator side repeater lamps,
these remain illuminated when the side lights are switched on. This is not a deficiency provided
the lamp flashes when required. Some vehicles and trailers are fitted with side marker lamps
which flash on the side the direction indicators are operated on, the indicators are not to be
classed as interfering with the operation of the marker lamps, this is not an deficiency.
If two or more lamps are fitted and the aggregated illuminated area occupies 60% or more of
the area of the smallest rectangle circumscribing the illuminated area this should be treated as
one lamp.
Illuminated area Rectangle
If more than one bulb or LED is fitted in the lamp at least 50% must work.

66 Direction Indicators and Hazard Warning Lamps
Category
1 Direction indicator:
a. missing, inoperative, operating on the wrong side of a Major

vehicle/trailer, not visible either to the front, side, or to the rear.
b. (i) a lamp dim due to dirt or internal deterioration or with partially Minor
reduced light output.
(ii) a lamp dim due to dirt or internal deterioration or with an Major

obvious major reduction in light output.
c. (i) lens insecure or damaged with no effect on light output. Minor
(ii) lens missing, insecure or damaged so that it is likely to fall Major

apart to such an extent that light output is obviously affected.
d. does not flash at between 60 to 120 times a minute. Major
e. does not show a light of the right colour. Major
f. tell-tale not fitted, is inoperative or cannot be seen/heard by Major

the driver.
2 Hazard warning lamp:
a. does not operate with the engine stopped and the ignition Major
switched off and on.
b. all the direction indicator lamps do not operate simultaneously Major

when switched on by one switch.
c. tell-tale not fitted, is inoperative or cannot be seen by the Major

driver.

67 Aim of Headlamps
Application
The headlamp aim criterion is applicable to all dipped beam headlamps.
Headlamp beam converters fitted to right hand dipping headlamps which effectively
mask/deflect the beam are acceptable provided that the pass criterion is met.
Some vehicles may be fitted with an "in-cab" headlamp adjustment device. If the vehicle is
presented for test unladen, the in cab headlamp adjustment device must be set relative to this
condition. In all other cases this may be adjusted to enable both headlamps to meet the criteria,
however both headlamps must comply with the requirements with the device set in one position.
The headlamp control in the cab is allowed to be used to align the headlamps without
categorising this as a defect.
Most modern vehicles are fitted with European headlamps. Dipped beam headlamps can be
identified from the marking on the lamps. There will be a "C" shown above an "E" or "e" mark.
Repairs must not be carried out during a test however; minor adjustments to the headlamp aim
are acceptable.
If the beam pattern is blurred due to condensation and does not show a distinctive cut-off point
for the examiner to determine whether the alignment is correct this will be considered a deficiency.
Some vehicles with complex headlamp systems (with the dipped beam and main beam having
separate pockets) may be encountered. It is essential that the headlamp aim test equipment is
aligned exactly on the centre of the dipped beam pocket. At this point it may not be possible to
see a clearly defined headlamp pattern, in order to see the full beam pattern, it may be necessary
to move the vehicle closer to the test equipment. Once this has been done, the beam pattern
should be clearly visible on the aiming screen. When a full pattern can be seen, the normal
assessment of headlamp aim should be followed.
The standards to be applied are listed in the deficiency column and the beam patterns likely to be
encountered are shown on the following pages.

67 Aim of Headlamps
European checked on Dipped Beam

Align the headlamp aim testing equipment to the vehicle in accordance with the
manufacturer’s instructions.
British American Checked on Dipped Beam
Align the headlamp aim testing equipment to the vehicle in accordance with the manufacturer’s
instructions.

67 Aim of Headlamps
British American Checked on Main Beam
Align the headlamp aim testing equipment to the vehicle in accordance with the manufacturer’s
instructions.

67 Aim of Headlamps
Category
European checked on Dipped Beam:
1 In relation to the 0% Horizontal line, the beam horizontal cut-off Major
line is not between the limits listed below.
a. Headlamp centres up to and including 850mm high

Upper limit: All vehicles. 0.5% Lower limit: All vehicles 4.0%
b. Headlamp centres over 850mm high

Upper limit: All vehicles. 1.25% Lower limit: All vehicles 4.0%
2 The beam image contains a “Kick up” that is not visible on the Major
screen.
3 White light shows in the zone formed by the 0% vertical and Major
0.5% horizontal lines.
British American Checked on Dipped Beam:

4 In relation to the 0% Horizontal line, the upper edge of the “Hot Major
Spot” is not between the limits listed below.
All headlamp heights

Upper limit: All vehicles. 0%
Lower limit: All vehicles 4.0%
5 The right hand edge of the “Hot Spot” is to the right of the Major
vertical 0% line, or more than 2% to the left of it.
6 A headlamp dips to the right (See note in Applications). Major
British American Checked on Main Beam:
7 In relation to the 0% Horizontal line, the Centre of the “Hot Major

Spot” is not between the limits listed below.
Headlamp centres up to and including 850mm high

a.
Lower limit: All vehicles. 2.0%
b. Headlamp centres over 850mm high

Lower limit: All vehicles. 2.75%
8 In any case the centre of the “Hot Spot” is to the right of the Major
vertical 0% line or more than 2% to the left of it.
9 A Headlamp dips to the right (see note in Application). Major

71 Service Brake Performance
Application

To avoid damage to the vehicle or the equipment, no tyre must be obviously underinflated.
In the case of vehicle and trailer combinations, each unit of the combination is considered
separately.
In this section of the manual, the term "drum" includes "discs".
Attention must be paid to Hybrid Electric Vehicles (HEVs) and Electric Vehicles (EVs). Due
to the nature of the control systems some vehicles cannot be tested on the Roller Brake Tester
and must receive a decelerometer brake test.
Some vehicles have a regenerative braking system connected to the service brake system. If the
regenerative system cannot be disconnected from the service brake, a decelerometer brake test
is required. If the regenerative system can be disconnected and the vehicle control system allows
a roller brake test this must be carried out.
If you are in any doubt whether a vehicle can be roller brake tested and if the presenter does not
know, contact T.S.S. Swansea.
Brake testing HEVs and EVs with a regenerative brake system must be appropriately charged
(appropriately in this context, means the warning light is not illuminated).
Vehicles that require decelerometer testing are:

Any vehicle where regenerative braking cannot be disconnected.
Mercedes Axor Bluetec Hybrid.
Vehicles that can be tested on the brake rollers are:

Mitsubishi Canter – Transmission must be in neutral.
Smiths Electical – Light vehicles ignition needs to be turned on and neutral selected.
Heavy vehicles, High voltage system needs to be on and neutral selected.
When assessing a vehicle for binding, examiners should be aware that drag at a wheel may be
recorded which is not necessarily due to brakes, but may be due to transmission drag, or by the
deformation of the tyres on the rollers, which on a fully laden 10,000 kg axle could be as much as
250kg. A recorded bind in excess of 4% of the measured axle weight should be considered a
deficiency.
Brake effort fluctuation of more than 70% of the higher brake effort recorded at a steady pedal
pressure is a deficiency. For ease of calculation if the higher brake effort divided by the lower
brake effort is greater than 3.3 this is a deficiency.

The highest reading obtained should be recorded when the brake force from any one wheel is
fluctuating in a regular manner between two readings, (e.g.1850kg should be recorded where the
needle reading was fluctuating between 1750kg and 1850kg).
Using the maximum recorded forces for each wheel on an axle, check that the braking effort
from any wheel is 70% or more of the effort of the other wheel on the same axle. When wheels
lock, this deficiency will not apply if both the wheels lock, or if one wheel locks and the braking
effort of the locked wheel is less than that of the other.
No braking effort recorded at any wheel is a dangerous deficiency. Little brake effort
recorded at any road wheel should be considered a deficiency if less than 5% of the measured
axle weight is not attained.
Locked Wheels
If more than half the number of wheels lock, the specified brake effort can be considered to be
met. On a motor vehicle where not more than half the wheels lock, where applicable the front
wheel allowances must be taken into account. Wheels on the verge of locking are not acceptable,
they must fully lock.
Load Simulation
To obtain a higher reading for brake effort than is possible with the vehicle as presented, use a
load simulator to apply a load whenever practicable, or have the vehicle loaded. Certain three
axle tractor units can only be satisfactorily brake tested when presented coupled to a laden semi-
trailer. Where this is the case test sites must insist that the combination is suitably loaded so that
axle weights are higher than 65% of the design axle weight.
Vehicles fitted with Load Sensing valves

Where possible the load simulator should be used to apply a load, so that the valve operates.
Where it is not possible to apply a load, the driver may be allowed to temporarily disconnect the
valve linkage, or otherwise by-pass the valve, immediately before the brake test, to allow the
required braking force to be achieved. The driver must ensure that the valve has been restored to
its proper working condition before the vehicle leaves the Testing facility. Failure to do so may
break the law.
Deceleration Test
If the vehicle cannot be roller brake tested, or for any other reason a decelerometer test is
required, proceed as per the instruction at the end of this section.

Double Drive Rear Axle - Interposing Differential

Before carrying out a brake test on a vehicle fitted with a double drive rear axle it will be
necessary to establish whether an interposing differential is fitted or not. A check can be carried
out by using the R.B.T. in the following manner:
 Instruct the driver to release all brakes and ensure the gear lever is in the neutral
position.
 Start the nearside roller in the forward direction and observe the offside wheel, if this
turns in the reverse direction no interposing differential is fitted and the brake test will
need to be carried out as explained in paragraphs # # below.
 If the running of one wheel has no effect on the other on the same axle, then the test
can be conducted as for a single drive axle.
## If no interposing differential is fitted carry out the test as follows :
 Place chocks at front and rear of the wheels of the front axle.
 Press and hold on N/S forward and O/S reverse button simultaneously, the wheel
under test must turn forward and the opposite wheel on the same axle must turn in the
reverse direction.
 Carry out the brake test as described above.
Do not run the rollers any longer than necessary to obtain an accurate reading.
Release both buttons together:
 Change direction of rollers and carry out test on the O/S wheel brake.
 Repeat the above procedure for all brake systems at this axle.
 Move the vehicle forward and carry out the same procedure for the second driving axle.
A transmission brake fitted to a vehicle of this type cannot be tested on a roller brake tester.
Drop off of brake effort
If drop off of brake effort is noted during the roller brake test, first confirm that it is drop off and not
simply due to the driver releasing the brake pedal or brake effort fluctuation. If drop off is
confirmed it will be appropriate to consider a deficiency under Inspection Manual item 59.
Vehicles with full power hydraulic braking systems
If necessary to confirm compliance with Test Item 34 for vehicles with full powered hydraulic
braking systems the following additional tests should be made:
 Position the vehicle so that each axle in turn is located on the roller brake tester.
 With the engine stopped, deplete the brake pressure by repeated application of the service
brake pedal until commencement of operation of the low pressure warning device.
 With the roller brake test machine driving the wheels of each axle in turn;
a. apply the service brake slowly and check for first indications of braking effort. Release
brake immediately. Repeat for three further occasions.
b. repeat test sequence for each axle in turn.
Skeletal vehicles with an empty body fitted should be treated as unladen.

For vehicles with Hydrostatic drives if the brake performance is not met on the brake rollers,
perform a decelerometer test before making a decision on the test performance requirements.
Prior to roller brake testing any vehicle with hydrostatic drive and a transmission parking brake it
may be necessary when the wheels are in the roller set to select the vehicles mode which
disengages/bypasses the hydrostatic drive. Engaging this mode will prevent any hydrostatic
retardation showing as excessive levels of bind.
With some DTP numbers the roller brake tester may request you check for brake effort drop
off, you need to establish whether the vehicle has air over hydraulic brakes, if it has do the drop
off test, if the system is full air ignore the request for the drop off test.
Ensure that the air suspension on tag/pusher axles that may have been jacked up are inflated
should there be a problem achieving the brake efficiency for these axles (the inflation should only
be done under supervision of testing staff).
Switching the ignition off on vehicles equipped with EBS is to be taken as the same as
vehicles having their LSV disconnected. Tri axle trailers equipped with Knorr Bremse
EBS/ABS should be driven to the RBT and not allowed to switch the ignition off while stationary
on the brake rollers, if this circumstance occurs the following procedure must be followed:
A. Make sure the ignition is switched off, B. apply the parking brake, C. apply the footbrake, D.
switch the ignition on, E. start the engine, F. release the foot brake and parking brake and carry
out a full brake test on all axles using the appropriate unladen or laden tri axle trailer criteria.
Vehicles and Trailers with Electronic Braking System (EBS)
1. Testing Vehicles with EBS Braking Systems
Vehicles with EBS that have load sensing on the front axle. If the minimum front axle brake
figure is not achieved because the load sensing valve is regulated by the load imposed on the
rear axle/s, re-test the front axle brakes in the following manner.
a) Build up the air reservoirs and stop the engine.
b) Switch the engine off to deactivate the load-sensing valve.
c) Carry out the brake performance test.
Switching the ignition off on a vehicle with EBS has the effect of by passing the load-sensing
valve.
2. Testing Trailers With WABCO Trailer EBS (Electronic Braking System)
How to recognise EBS.
 No ABS warning lamp on the headboard.
 With the ignition on, definitive solenoid clicks from the trailer on each application of the
footbrake should be heard.
 Plate with the heading "WABCO Trailer EBS" on the front of the trailer and a pictogram
showing an X through LSV and ABS.
 ISO 7638 electrical connector fitted in addition to the electrical connector for the lights.
 Last digit of the DTp Reference number is an ‘8’. The brake computer has not been
programmed to accept an 8 so this must be replaced with 7 as the last digit.
lamp to indicate that trailer ABS is working (this may be a combined ABS/EBS warning light).
If presented with a compatible EBS tractor unit, if the red line is dropped, the brakes may
not come on. To apply the brakes disconnect the ISO 7638 electrical connection. Ensure that
the handbrake is applied on the tractor unit before disconnecting the red line and that safe
working practices are followed.

lamp to indicate that trailer ABS is working (this may be a combined ABS/EBS warning light).
If presented with a compatible EBS tractor unit, if the red line is dropped, the brakes may
not come on. To apply the brakes disconnect the ISO 7638 electrical connection. Ensure that
the handbrake is applied on the tractor unit before disconnecting the red line and that safe
working practices are followed.
Brake Testing
Irrespective of whether the trailer is laden or unladen, before commencing the brake test, the
EBS Processor must be conditioned (not to be used for Knorr Bremse ABS/EBS equipped
trailers see note on previous page) this is done by:
a) Putting the first axle of the trailer in the RBT.
b) Switch off the engine/ignition and ensure no brake is applied.
c) Restart engine.
d) Continue the brake test as normal. This procedure only needs to be carried out once. The
system will reset when the trailer is driven at a speed greater than 7 KMH.
Failure to do this will stop the Load Sensing Valve working, i.e. a full pressure brake reading
on every application.
SERVICE BRAKE EFFICIENCY REQUIREMENTS

Rigid vehicle with more
2 Axle Rigid vehicle
than 2 axles or any
first used before 1
articulated tractor first Any other
Motor Vehicles January 1968 and
used before 1 January vehicle
with no
1968 and with no
manufacturer’s plate
Specified Efficiency 45% DGVW 40% DGVW 50% DGVW

Manufactured
Manufactured from 1
Manufactured before 1 Manufactured
before 1 January January 1968
Semitrailers 1968 with GVW
January 1968 with GVW
to 30
from 1
less than 6100 kg October 1982
6100 kg or more September
1982
Specified Efficiency 35% DTAW 32% DTAW 40% DTAW 45% DTAW
Manufactured Manufactured from 1 Manufactured Manufactured

Drawbar trailers before 1 January January 1968 to 30 from 1 from 1
1968 September 1982 October 1982 January 2012
Specified Efficiency
Centre Axle 35% DTAW 40% DTAW 45% DTAW 50% DTAW
Drawbars
Specified Efficiency
40% DGVW 50% DGVW 45% DGVW 50% DGVW
Other Drawbars
DGVW = Design Gross Vehicle Weight. DTAW = Design Total Axle Weight.

Roller Brake Test Machines Operating With a Computer Controlled Brake Test
Follow the sequence of instructions as displayed and prompted on screen. On completion of the test a
result sheet is printed indicating the test result.
Roller Brake Test Machines Not Operating With a Computer Controlled Brake Test
a. check no brake on any wheel is binding.
b. apply brake slowly and check for abnormal time lag in operation of the brake on any wheel.
c. on a (vehicle) steered axle with the service brake applied at a steady pedal pressure, check there is
no indication of brake effort fluctuations regularly with each revolution of the road wheel.
The ovality/fluctuation check does not apply to trailers.
d. continue to apply the brake until the road wheel is just at the point of slip relative to the rollers, or
until the service brake is fully applied, whichever occurs first. Note the maximum recorded brake effort.
Decelerometer test.
Set the decelerometer on the vehicle in accordance with the instrument manufacturer’s instructions.
At a speed of approximately 20mph, have the service brake applied, note the reading on the
decelerometer and whether the vehicle deviates from a straight line.

Category
1 All Roller Brake Test Machines:
a. A brake on any wheel binding. Major
b. Brake mechanism on any wheel sticking, indicated by Major

an abnormal time lag before an increased reading is
obtained.
c. With service brake applied at a steady pedal pressure, Major

the indication of brake effort fluctuates regularly with
each brake revolution of the road wheel, on a steered
axle, so much that the ovality of any brake drum is
obvious. A fluctuation of recording reading in excess of
70%, between highest and lowest indicated readings is
to be considered a deficiency.
d. With the service brake fully applied:
(i) there is very little brake effort at any wheel. Major
(ii) there is no brake effort at any wheel. Dangerous
(iii) braking effort from any wheel on an axle is less than Major
70% of the brake effort from another wheel on the
same axle.
(iv) braking effort from any wheel on an axle is less than Dangerous*
50% of the brake effort from another wheel on the
same axle in the case of steered axles.
(v) the specified brake effort is not met. Dangerous *
2 Decelerometer test:
a. the braking efficiency recorded by decelerometer is Major
below the specified efficiency.
b. the vehicle deviates appreciably from a straight line. Major

72 Secondary Brake Performance
Application
This inspection applies to all motor vehicles where the designated secondary brake operates
independently of the service brake.
On vehicles where the service brake split system is designated as the secondary option the
performance of this brake is not required to be assessed. Any brake test printout indicating failure
to meet the secondary requirements must be overruled along with any prompts for an alternative
option.
For vehicles where the brake code is unknown or incorrect the park brake system must be
selected as the secondary option and the secondary brake efficiency tested accordingly.
The notes relating to Electrical and Hybrid Electrical Vehicles and Electric Vehicles (EVs) under
Inspection 71 also apply to this inspection particularly where the designated secondary brake is
the parking brake, refer to these notes before deciding what type of brake test should be
performed.
To avoid damage to the vehicle or the equipment, no tyre must be obviously under inflated.
Where the designated secondary (using the park brake system) fails to meet the requirements an
alternative secondary must be considered as and where it applies. Both halves of the split system
must meet the secondary efficiency requirement independently.
The notes relating to Locked Wheels, little/no braking effort, balance and Load Simulation
under Inspection 71 also apply to this inspection.
SECONDARY BRAKE EFFICIENCY REQUIREMENTS
Motor Vehicles 2 Axle Rigid vehicle first Rigid vehicle with more Any other vehicle
used before 1 January than 2 axles or any
1968 and with no articulated tractor first
manufacturer’s plate used before 1 January
1968 and with no
Specified 20% DGVW 15% DGVW 25% DGVW
Efficiency
DGVW = Design Gross Vehicle Weight.

72 Secondary Brake Performance
Category
1 All Roller Brake Test Machines
With the secondary brake fully applied:
a. (i) there is very little braking effort at any wheel equipped with a Major
brake operated by the secondary brake system.
(ii) there is no braking effort at all on any wheel equipped with a Dangerous
brake operated by the secondary brake system.
b. (i) braking effort from any wheel on an axle is less than 70% of Major
the brake effort from another wheel on the same axle.
(ii) braking effort from any wheel on an axle is less than 50% of Dangerous*
the brake effort from another wheel on the same axle in the
case of steered axles.
c. the specified brake effort is not met. Dangerous*
2 Decelerometer test:
a. the braking efficiency recorded by decelerometer is below the Major

specified efficiency.

73 Parking Brake Performance
Application
The notes relating to Electrical and Hybrid Electrical Vehicles under Inspection 71 also apply to
this inspection particularly where the designated secondary brake is the parking brake, refer to
these notes before deciding what type of brake test should be performed.
To avoid damage to the vehicle or the equipment, no tyre must be obviously under-inflated,
and the brake rollers should not be continuously applied.
The parking brake is tested against an applied brake, except for vehicles with transmission
parking brakes, or if the R.B.T. is not capable of carrying out an applied test. In these cases it is
necessary to progressively apply the park brake against each wheel in turn except with a
transmission brake where it will be applied progressively with both wheels turning, releasing the
brakes where there any signs of severe judder or snatch.
There may be occasions where the specified brake effort is met but, if the brake effort from
any wheel on an axle is one third or less than the brake effort from another wheel on the same
axle, it may be necessary to consider deficiency 1b or 5a of section 59 depending on the
operating system (e.g. cable, rods, air or hydraulic).
The notes relating to Locked Wheels, little/no braking effort and Load Simulation under
Inspection 71 also apply to this inspection.
If a vehicle has had its DGTW reduced, the DTp number may not reflect this new weight. It
may be necessary to calculate the park brake performance for the new DGTW at 12% or the
DGVW at 16% whichever is the greater.
If a trailer has more than one parking brake fitted, each park brake must meet the minimum
standard of efficiency.
Where a trailer has been permanently attached to a towing vehicle, it is still mandatory to
have a park brake on the trailer.

73 Parking Brake Performance
PARKING BRAKE EFFICIENCY REQUIREMENTS

Motor Vehicles Any vehicle first Any vehicle first A Type Approved* articulated
used before 1 used from 1 tractor or drawing vehicle
January 1968 January 1968 apart
from a Type
Approved
articulated tractor or
drawing vehicle
Specified Efficiency – 16% DGVW 16% DGVW 12% DGTW
Semi-trailers Manufactured Any other trailer

and Draw-bar before 1 January
1968
trailers
Specified Efficiency – 16% DGVW
DGVW = Design Gross Vehicle Weight. DGTW = Design Gross Train Weight.
*Type Approved - Manufactured from 1 October 1982 and first used from 1 April 1983 and has been issued
with a Type Approval Certificate of Conformity, a Ministers Approval Certificate or a Type Approval
Certificate issued by an EU member state.
Category
1 Roller Brake Test:
With the parking brake fully applied:
a. (i) there is very little braking effort at any wheel equipped with a Major
brake operated by the parking brake system.
(ii) there is no braking effort at all on any wheel equipped with a Dangerous
brake operated by the parking brake system.
b. the specified brake effort is not met. Dangerous*
2 Decelerometer Test:
a. the braking efficiency recorded by decelerometer is below the Major

specified efficiency.

74 Other Dangerous Defects
Application
This applies to all vehicles and trailers.
Whilst this manual attempts to be comprehensive and cover all deficiencies which could be
dangerous it is inevitable that due to changes in design, or other reasons, from time to time
dangerous defects may be found which are not described in any of the deficiencies in the other
items in this manual. If a defect of this type is found, which is such that the use of the vehicle on
the road would involve an immediate danger of injury to any person, this would justify a defect
under this item. In addition it would be appropriate to issue an Immediate Prohibition for a
deficiency of this nature.
It is not intended that this item should be used as a matter of routine but only for exceptional
cases. If a deficiency is recorded under this item full details must be shown on the test refusal
and a copy should be sent to Testing and Support Services so that any trends can be noted and
amendments made to the manual if necessary.
Category
1 A defect not described elsewhere in the manual such that the Dangerous
use of the vehicle or trailer on the road would involve an
immediate danger of injury to any person.

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Heavy goods

Helping you stay safe

Service brake Page 2, 2 references to data cards removed. 01/02/2019 17.

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About this Manual

• The application of specific relevant requirements.

• The procedures and standards to be used.

• The deficiency categorisation.

Layout of Inspection Manual

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About this Manual

 Minor – deficiencies having no significant effect on the safety of the

 Dangerous – deficiencies constituting a direct and immediate risk to road

Acceptance For Test

Other conditions for accepting vehicles for test include:

 A trailer must be accompanied by a suitable drawing vehicle.

 The vehicle chassis number or DVSA issued trailer identification mark

 The vehicle/trailer must be clean enough to allow the component parts to

 The vehicle/trailer must be appropriately loaded.

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About this Manual

Not all inspection numbers have been allocated.

The requirements of each inspection will be found in Schedule 3 of the Goods

After The Test

Assessment of Component condition

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About this Manual

Health and Safety

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Interpretation of Terms used in the Manual

 The function of the section on which it has occurred.

A small amount of corrosion on an important part of the vehicle structure can

On the other hand, heavy corrosion of unimportant sections may have no

If necessary careful scraping or light tapping of the area is permitted.

Corrosion Failure Criteria

 By finger and thumb pressure it does not feel rigid, or

 It crumbles to leave a hole, or

 When tapped there is penetration, or it causes the metal to crumble or

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Interpretation of Terms used in the Manual

Damage fulfilling either of these criteria is not acceptable and will be a

a. operate effectively as designed, or

b. prevent it from reaching the end of its permitted travel, or

c. prevent it from exceeding manufacturer’s known maximum permitted

b. clearly not functioning effectively as designed, or

c. visibly worn beyond manufacturers’ known permitted limits, or

d. likely to affect the operation or condition of another safety related

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Interpretation of Terms used in the Manual

Forward Control Vehicle

HEV (Hybrid Electric Vehicle)

Certain components, such as wheel studs/nuts, body mountings etc. have

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Interpretation of Terms used in the Manual

Type Approved Vehicle

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Interpretation of Terms used in the Manual

O4: Trailers with a maximum mass exceeding 10,000kg.