Pulling out the stops - GOV.UK - Issue 38 - January... · proofing electronic test equipment so...

COVER STORY

MOT enquiry line: 0845 600 5977 Matters of Testing | 1

JANUARY 2008

ISSUE 38MOTMOTMATTERS OF TESTING

For authorised examiners and testers

Inside this issue...

Spotlight on foreign testing

page 10

Air suspension – it’s a gas!

page 12

Your council needs you!

page 13

Pulling out the stopsWe look at electromechanical parking brakes

2 | Matters of Testing

From the editor

Contents

Happy New Year!

I hope you all enjoyed your Christmas break. I am having a break myself at the moment as I tackle the joys of motherhood, but I am pleased to leave you in the hands of my trusty colleague Sudeshna, who you will meet next time round.

I had some very positive feedback regarding the last issue and hopefully you won’t be disappointed this time either. We have articles on electromechanical parking brakes, appeals and complaints and our usual features.

All this and a sneak preview on testing in Romania – turn to page 10 to see how two of our colleagues got on when they observed how Romanians operate their Periodical Technical Inspections (PTI) (their equivalent of our MOT). We’re just too good to you!

All the best,

Claire Glave

If you have comments on any of the articles in this issue of MOT you can send your letters to:

Sudeshna Sanyal Matters of Testing VOSA, Berkeley House Croydon Street Bristol BS5 0DA

email: [email protected]

Ask Alan…3

4

6

8

10

11

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13

Ask Alan

News

Taking a brake

Bikes, trikes and quads

The Devil’s Advocate

Spotlight on…

Horror story

The knowledge

T-brake

Registration plate regulations and changes in VT forms. Plus the tips

A closer look at electromechanical parking brakes!

An outline of Combined and Dual Combined Braking Systems

Testing on foreign shores – this time it’s Romania.

An ingenious brake-through for disaster!

Your chance to have your say as council representatives!

6

12

Your MOT team Editors Claire Glave Sudeshna Sanyal

Head of private vehicles scheme management Alan Wilson

MOT standards manager John Stephenson

MOT standards engineers John Corcoran Shaun Martin

Editorial officeVOSA, 4th Floor, Berkeley House, Croydon Street, Bristol BS5 0DA

DistributionIf you have any problems with or queries about distribution, please contact Sudeshna Sanyal.

Email: [email protected]

Produced by COI on behalf of VOSA. Ref 284874

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

Our engineers share information on air suspension with you

Bits to unwind you at the end of a hard day!

The VTS Councils

9

9

12

Alan answers your queries on exhaust gas analysers

Mixed perspectives on appeals and complaints.


You ask:When are the exhaust gas analysers going to be connected to the Siemens’ computer?

Alan says:I’m glad you asked because we’ve just finished a piece of work to see what more needs to be done to ensure that all (not just some) exhaust gas analysers (EGAs) communicate as intended.

The 1996 specification EGA was an attempt at future- proofing electronic test equipment so that it could communicate with the computer system we were planning to introduce into MOT garages. Although we didn’t know it at that time, the computer system wouldn’t arrive until 10 years later, and an awful lot happened in the electronics field during those years.

In 2001 we did some work to see if the EGAs would communicate with the smart card readers. We found many issues that would have caused significant problems, so we ensured that all EGAs were conformity checked.

Once roll-out was well under way we conducted one last check. We commissioned an independent study to analyse a sample (18 EGAs in all) that represented almost 10,000 in use in today’s MOT garages.

The study has shown that connecting EGAs is a non-starter. Although they can communicate, they have problems dealing with errors, which causes the EGAs to lock up and require rebooting. We were able to establish this using technology and equipment available now, but not back in 1996.

Of the 18 tested EGAs we identified 14 with problems. Projecting these figures on a pro-rata basis, this represents over 80 per cent of EGAs in garages today.

If we now allowed all EGAs to be connected without any changes, there is every chance that the majority of machines would time-out, need rebooting, send incorrect data to the smart card, and cause data to be re-used rather than over-written by the next test.

And most importantly, any nominated tester (NT) wouldn’t know there was a problem with the data until they got to the MOT computer and would then have to repeat the emissions test, not knowing what the problem was!

The only way forward would be to rewrite the 1996 specification and develop a new approval process, but this is unworkable for many reasons.

Many EGAs may not be capable of upgrading (requiring write-off) or would be horribly expensive to modify. Garages, equipment manufacturers, the type approver and VOSA would incur some significant costs from any upgrade or replacement programme.

As you can see, this has been an extremely complex problem with no simple answer. At every stage, using the knowledge and expertise of the time, reasonable decisions were made. With the benefit of hindsight and new knowledge, these decisions may look as if they were wrong – but they weren’t.

Sorry for going on, but I wanted you to have as full an explanation to your question as possible.

Ask Alan…Thanks for all the feedback! Looks like many of

you enjoy having Alan Wilson’s knowledge at your

fingertips. This time around, Alan deals with the

complicated issue of exhaust gas analysers.

Alan Wilson is the man in charge of VOSA’s management of the MOT scheme. He has an in-depth understanding of VOSA and the garage industry. The views Alan expresses here are his own and he will make it clear where they deviate from the ‘official’ line.

OPINION

NEWS

are amended. These amendments are under way but will take time before it is possible to reintroduce a fuller check of registration plates.

We don’t believe that customers will have been disadvantaged. This is because the failed plates weren’t legal and should have been replaced anyway and it is a free re-test item.

Our sincere apologies for the error, and we are working alongside the Department for Transport (DfT) to rectify it. We regret all inconvenience and confusion caused as a result of this.

We’ve slipped up but we’ve seen the error of our ways!

The registration plate hokey cokey

Short offering

After a great deal of consultation, 1 October 2007 saw VOSA change the MOT test to include a more rigorous check of registration plate standards. However, one of our sharp-eyed legal people spotted that the specific registration plate regulations dealing with just some

of the new standards weren’t listed in our testing regulations. As a result, they shouldn’t be included in the MOT test yet.

What has resulted from this is the fact that even though some plates are illegal, we shouldn’t fail them at MOT until the testing regulations

As you will have noticed, a number of changes were made to the printing of the VT forms, namely VT20, VT20W, VT32 and VT32W, in September 2007’s system release. These included a series of ‘X’s printed over the ‘approximate year of first use’ box and ‘fuel type’ box as well as some changes suggested by yourselves that we agreed were worth implementing.

For example, some of you told us it would be a good idea for your phone number to be printed in the ‘inspection authority’ box in

addition to your VTS name and address, and we agree.

A new version of the forms is now being issued. The ‘Approximate year of first use’ and ‘Fuel type’ boxes have been removed, and the box labelled ‘Authentication number’ has been renamed ‘Additional information’. The ‘reminder sticker’ has also had a change and ‘VTS number’ has been changed to ‘Test station’. The ‘X’s which are currently being printed on the forms will be permanently removed in the

next system release. In addition to all this, some new equipment has been added to the equipment list and corrections have been made to units that were incorrectly listed.

If you have VOSA equipment items on your VTS equipment list, please check if the equipment for which they are a substitute has been updated and amend your record accordingly. For example, an EGA listed previously as pre-1996 spec may now be correctly shown as 1996 spec.

We know you receive regular MOT computerisation releases, but this time we’re pleased to give you a sneak preview of a release that is coming soon.



ROUNDUP

Top tips, just for youEver sneaked a look at the household tips that the readers send in at the back of some magazines? They’re intended to make your life that little bit easier, and that’s got to be a good thing, right? Here goes…

Telephone linesA few sites have recently experienced difficulties using MOT Computerisation after changing their telephone line supplier. This has resulted in them having to use the Fallback Service for an extended period of time. If you decide to change your telephone supplier there are some requirements that you have to follow:

The telephone line must be a •dial-up line.

The telephone line must support •the Caller Line Identification function.

The telephone line should not •have Call Waiting or Call Answer 1571 services activated.

If an alarm product such as BT •Redcare is used, then a separate BT type dial-up line will be needed to connect to the VTS device.

You can find further details on this in Section D of your MOT Testing Guide.

Spare smart cardsRemember to make sure your site’s spare smart card has been activated way before you need to use it, in case you discover, too late, a fault with the card. For details on how to activate smart cards follow the instructions in Section K1 of the VTS device User Guide on your VTS device under the heading ‘Activate Smart Card’.

Section K of your User Guide also contains useful instructions on how to use and return the spare smart card.

Getting to grips with MOT ComputerisationThe roles on MOT Computerisation allow users to perform specific functions and receive certain alerts and messages. If, for example, the person who orders test slots in your organisation is going on holiday, it’s a good idea to give someone else the account management role to enable them to do this in their absence.

Remember, if someone leaves your VTS it is your responsibility

to remove them from your list of employees. See Section J1 ‘Update User Roles’ of your VTS device User Guide for instructions on how to do this.

Documentation updateOver the last few months we have been working to reduce the amount of additional documentation (VT20s, VT30s, VT32s and VT40s) that is being unnecessarily ordered. A big thanks to all of you who have reduced the amount you have been ordering. Do bear in mind that every time you order 100 test slots you automatically receive 100 VT20s, 50 VT30s, 150 VT40s and 16 VT32s.

MOT Comp cracks clocking crimeWorking with a local Trading Standards Office in the South East of England we’ve been able to provide evidence from the MOT Computerisation database for an investigation into vehicle-related crime. As a result, Trading Standards secured three convictions for conspiracy to defraud, and each received a prison sentence.

COVER FEATURE

Bentley takes the stageBentley were the first manufacturer to approach us after attending one of our Manufacturer Forums. They had already issued a dealer technical communication about EPBs on the Bentley Continental GT, and we can issue the following advice accordingly:

• The EPBs cannot be tested using a decelerometer but can be tested on a Roller Brake Tester (RBT), with the rollers running singularly or, if using an Automatic Test Lane (ATL), together.

• Make sure the ignition is on, all brakes are off and the engine is

not running, select neutral and start the roller(s). When the yellow ‘P’ illuminates, pull the EPB switch. Full parking brake application should be achieved with at least three operations of the EPB switch. After the test, record the efforts and, with both rollers stopped, drive the vehicle out. The EPBs should release as the driving force is applied.

• The EPBs can also be released by holding the brake pedal down and then operating the EPB switch. In both cases the EPB warning light should subsequently extinguish, confirming that the EPBs have been released.

Electromechanical parking brakes (EPBs) generally haven’t caused too many concerns. Erring on the side of caution, however, VOSA have been working with manufacturers and VTSs to identify any issues with these systems that might cause complications at the time of testing.

Taking a brake


‘Picture courtesy H

unters Land Rovers, B

ristol’

The Bentley EPB switch


COVER FEATURE

• It may be necessary to run the roller(s) for a few seconds before the brake applies, but this method ensures that you are testing the parking brake.

Land Rover comes nextVOSA got in touch with Land Rover about a parking brake query from a VTS. Unlike Bentley, Land Rover and Range Rover have opted for a cable system, rather than motors on the calipers, which operate shoes fitted in the hubs of the rear discs (similar to the park brake shoes on a Sprinter).

EPBs are only fitted on certain models – all of which also have Land Rover’s ‘Active Diff.’ and they do not recommend using an RBT for brake testing.

Because it is usual to ‘bed in’ park brake shoes after they’ve been replaced, Land Rover have devised a program which will allow the park brake to be operated while the vehicle is in motion without the ABS ‘kicking in’. We can use this program so that the EPBs can be safely tested using a decelerometer.

In the fleshIt all sounds a bit complicated (especially over the phone), but things became much clearer when Land Rover brought a vehicle down to Bristol for us to play with. They took us through the procedures which were really quite straightforward. Just to prove it we tried these out on some other Land and Range Rovers at a later date.

So follow these steps and you shouldn’t have any problems.

The ‘bedding mode’ which will allow a standard decelerometer test of the EPB to be carried out must be selected prior to the parking brake test. It is activated as follows:

• Choosing a suitable location, bring the vehicle to a halt using the foot brake.

• Apply the EPB.

• Depress the brake pedal three times and hold down on the third application (this must be completed within 10 seconds).

• While maintaining pressure on the foot brake, pull the EPB switch (located in the centre console) four times, then…

• Press it three times (this must be completed within 20 seconds)

Mode selection will be indicated on the instrument panel by a flashing red light, and you will see a mode selection message, which reads: ‘park brake bedding cycle active’.

Follow these stepsThe parking brake can now be tested using the procedures in Section 3.7B of the Inspection Manual using the following application methods:

• Apply the EPB by pulling the switch upwards.

• Hold the EPB switch until the vehicle reaches a standstill or maximum deceleration is achieved.

• Depress the clutch at a suitable point to avoid stalling the engine.

Once the parking brake efficiency test has been completed, the ‘bedding’ mode can be deactivated either by switching off the ignition or by driving the vehicle at speeds above 50kph.

The Vehicle Specific Information (VSI) has now been updated with how to select ‘bedding mode’.The Land Rover EPB switch

More information in our next issue’s DVD

We give you a quick and dirty guide to the intricacies of Combined Braking and Dual Combined Braking Systems.

It takes two (baby!)

For some years now motorcycle manufacturers such as Moto Guzzi produced bikes with a simple linked braking system.

When the rider operated the front brake, one caliper was activated. However, operating the rear brake created hydraulic pressure, not only at the rear caliper but also at the remaining front unit.

Pretty simple stuff really, once you get the hang of it. But what happens when the same system is designed by Honda?

Honda styleCurrently some 34 per cent of Honda’s 2007 range of motorcycles and scooters are fitted with one of two types of linked braking system designated Combined Braking System and Dual Combined Braking System.

Combined Braking System (CBS)This is where the front brake lever operates the front wheel braking system by applying most of the pistons within multi-piston calipers. However, operation of the foot pedal applies the rear wheel braking (via a proportional valve) and applies the remaining front caliper pistons.

A scooter version of CBSThis is where a cable links from a balance bar within the rear

brake lever pivot to the front brake master cylinder. At the other end of the balance bar is a cable which operates the rear wheel braking.

Dual Combined Braking Systems (DCBS)This is where operation of either the front brake lever or the foot pedal activates the appropriate system which, via a reaction at the front left caliper, activates a secondary system which assists in braking the rear wheel. The amount of assistance is decided by a proportional valve dependent upon the input pressure.

Test proceduresFrom an MOT perspective, this means that the initial front brake effort should be recorded as control 1 and the rear brake, plus the remaining front brake effort, should be recorded as control 2.

The VTS device will calculate control 1 efficiency (front brake lever). Control 2 efficiency is calculated in the same way but by adding together the front and rear brake efforts to give the total retarding force before dividing by the weight of the machine plus rider.

There is no means of independently measuring the effort generated by the secondary system. When using a roller brake tester, the brake effort is measured independently at each wheel. This means the effort generated by the secondary brake system will not be assessed.

The gradient, Salter meter (pull-along tester) and plate brake tester will all activate the secondary system, so increasing the brake effort generated by each control. Hence the reason for the introduction of the decelerometer as a voluntary means of brake testing motorcycles.

BIKES, TRIKES AND QUADS



NoWho in their right mind would appeal or complain about VOSA to VOSA? As garages and testers we just can’t win.

If we win, that means someone at VOSA got something wrong and they won’t be happy about us. We’ll probably end up in the ‘no smoke without fire’ box.

If we lose, then that means we’ll probably end up with a disciplinary and the prospect of being out of work.

If we win, will we be targeted again for enforcement activity? Do we go on a ‘hit list’? When does targeting step over the line into victimisation?

Some VOSA staff have real attitude problems and like to show their authority over us. Garages just can’t win because, one way or another, VOSA will always have the last word.

Getting a formal warning is a bit like getting a fixed penalty for speeding. Even if you don’t think it was fair, it’s less painful to pay the £60 and take the 3 points than appeal it and risk even worse.

YesIt sounds daft, but VOSA does welcome appeals or complaints from MOT garages. It shows us very clearly where our actions are causing grief and, more importantly, it gives us the chance to question ourselves: Were we right? Were we reasonable? Were we clear enough? Did we act legally?

If VOSA has done something wrong (or in some cases, not done something at all) then we’re happy to learn from it, put things right and change our policies. We’re only human, and sometimes we do make mistakes!

Many people in the MOT world think that by appealing or complaining they’ll be put on some sort of ‘hit list’ or be victimised in some way. Nothing is further from the truth.

No such list exists and all our staff are expected to behave professionally, to the standards expected from public servants, and to be fully accountable.

And don’t forget, with the new VOSA targeting system there is more protection for garages than ever before. There’s more training for staff and greater consistency. No-one should be fearful of complaining to VOSA.

OPINION

‘Appealing and complaining – is it really worth it?’, might be the question you are asking yourselves. It’s what happens when something goes wrong, something doesn’t work, you’re in trouble or you don’t like the way you’ve been treated. Do you appeal or complain to VOSA? Well, yes and no. We take a look…


In any of your dealings with VOSA, you should not feel that you will be treated unfairly if you appeal or complain about us. VOSA is no different to any other public sector body and we have to act fairly, consistently and to the highest possible public standards of service. We may not always want to send each other birthday cards, but we will always have a professional relationship! We have a central complaints department in Bristol: 0117 954 3406 will get you there.

The Devil’s Advocate

Spotlight on foreign testing

As part of an EU-funded twinning project, VOSA’s Ian Bartlett, MOT Compliance Manager, and John Stephenson, MOT Standards Manager, recently visited Romania. The pair were hoping to help their foreign colleagues by assessing their quality systems and helping them develop their technical rules and standards for Periodical Technical Inspections (PTI), which is the Romanian equivalent of our MOT.

So how does their current set-up compare with ours?

Foreign waysTesting in Romania is undertaken and overseen by the Registrul Auto Roman (RAR) which is effectively the equivalent of both VOSA and DVLA. RAR took responsibility for the scheme in 1998. It is reported that testing actually started in 1972 but there is no evidence that it was actually done.

There are approximately 1,000 VTS in the country. Almost 97 per cent of these are private garages. The VTS employ about 3,000 testers who get a visit from their RAR

vehicle examiner (of which there are 130) every week! Compared to our scheme where we test 23 million vehicles a year, the RAR only carries out a tenth of that, 2.3 million MOT tests, of which only 1.2 million are carried out at private garages. The test frequency for cars and light goods vehicles is 2-2-2.

Testing issuesTo be employed as a tester with the RAR, you must be at least 21 years old and qualified as a licensed engineer, auto mechanic technician or foreman. You should also have a minimum of three years’ experience or have done a supplementary training course prior to the initial NT training course.

You then undergo four days of training, which includes a multiple choice theory exam, a practical examination and essential computer skills. Once you have met these requirements you are licensed to test for two years, and are only re-licensed following a two-day refresher course.

Enforcing the lawAt the time of our initial visit, RAR used similar enforcement activities to VOSA, like mystery shoppers, re-inspections, observed tests and inspections of premises. They even have a disciplinary points system, though this works slightly differently from ours.

According to their system, the VTS starts with 5.1 points, with disciplinary action kicking in at 15.

For the VTS, a VE re-inspection when the result is correct will get you 0.5 points deducted. If a major defect is found then 0.5 points is added; 0.25 points is added if it’s a minor defect. However, the way the defect points are added is per system not per item. So if you miss two defective tyres, that only counts as one defect.

The number of re-inspections also depends on the number of points the VTS has. This is how it works:

• 1–5 points = 1 per cent of your tests re-inspected, that includes retests too

• 5–9 points = 3 per cent



Once the VTS reaches 15 points it’s suspended for 30 days, and when it resumes work the VTS restarts on 7.5 points and 5 per cent re-inspections.

A life sentenceThink about the poor tester, if the result of a re-inspection is wrong, i.e. passed where it should have failed, and there are two or more faults, he then gets an endorsement on his tester’s licence and must undergo re-training. Two endorsements in one year and you’re flying by the seat of your pants; three and you are out for life!

That’s the finer details covered. To find out what happened when we did some random site checks, see the next issue!

SPOTLIGHT


VOSA experts visit Romania to assess how the country’s testers measure up.


Horror Story

Well, we asked for a bike disaster and Colin Fitch of Predator Motor Sports has found us a good ’un.

To quote Colin: “Dad rings up to book his son’s bike in for an MOT. Lad turns up and presents his Suzuki GS125 for MOT.”

Well, what can you say? Not a lot really, Colin.

Not only has the lad rerouted the throttle cable inner around the frame and connected it to the brake pedal, he’s also wound off the brake so as to get some throttle action.

To go, press foot brake. To stop press foot brake further down and engine revs its head off (literally). A recipe for disaster or what? And, it happened on the way to the VTS. Honest, guv! Judging by the way the cable has cut into the frame, the lad had come a long way.

That’s not all. Dad wasn’t too pleased about the bike failing even though it also failed because the front brake didn’t work. (Well, it might have, if someone hadn’t taken out the brake pads.) Some people can do no wrong!

Colin reckons this is probably the worst he has seen in 30 years but we’ve ceased to be amazed by the total indifference towards maintenance and road safety shown by some vehicle owners and presenters.

We are sure you will come across more, so keep the camera handy and send them in for everybody to see.

Send your horror story pixs to the editor at the address in the front of the magazine.

Souped-up bikes and disappearing brake pads… What else can we expect in our tale of trouble in this issue?

HORROR STORY

HOT TIP

The knowledge

Up in the airOnce, air suspension was the preserve of HGVs and PSVs but now more and more cars and light commercials have it fitted. Sometimes it’s an optional extra, but it is increasingly becoming the standard fitment.

While air suspension improves the ride, it doesn’t help us when we have to jack the vehicle for test. Up goes the chassis, down comes the suspension – but when the chassis is let down the suspension may not relocate. So, what do you do? Well you could look in the vehicle handbook (if it’s got one) or you could look at the VSI.

We’ve had several queries about new Land Rover and Range Rover air suspension which

was ‘frozen’ when jacked. We have nothing in the VSI at the moment but we will rectify this at the earliest opportunity.

In the meantime, we’ve contacted Land Rover who told us not to panic. They sent us some information relevant to Land Rover Discovery 3, Range Rover Sport and Range Rover (2006 on) as follows:

When the air suspension system on these vehicles is active and the vehicle is jacked, “Extended Mode” is set. Whilst in Extended Mode, the air suspension system freezes all levelling activity because the vehicle’s situation may prevent normal levelling control. This is NOT a fault condition.

Fine, but how do we reset it? Quite simple. Use one of two methods:

either use the driver’s ride height selection switch to select the required ride height or drive the vehicle continuously above 5 kph for 45 seconds.

On most of these models the levelling switch is located by the gear lever but on some Range Rovers the switch is on the fascia.

Though VSI is updated at regular intervals, there will be times in between when you might need information. Our Enquiry Line has access to our database which may have further information, so don’t hesitate to get in touch with us on 0870 6060 440.

Dear Matters of Testing,As editor of MOT Testing Magazine I have had telephone calls from subscribers upset about ‘risk assessment’ visits connected with VOSA’s ‘traffic light’ enforcement scheme. Although I have covered this subject in my magazine, perhaps of even greater concern is the reluctance of callers to formally express their views in our Letters page and to share their experience. They say they are fearful of upsetting VOSA and getting an unwelcome disciplinary visit.

Although I tell them that in my own experience as a testing station owner this does not happen – and I am one of VOSA’s fiercest critics,

this does not seem to provide the necessary reassurance. I wonder therefore if you would publish this and confirm that such criticism does not elicit a negative response from VOSA, and that, on the contrary, you welcome feedback on any subject concerning the MOT – both from AEs and NTs.

Jim Punter, Editor MOT Testing Magazine

In reponse to Mr Punter’s letter we would like to say the following to all AEs and NTs:

Complaining to VOSA shouldn’t frighten anyone. Mr Punter has been one of our fiercest critics, yet still runs his MOT garage fairly

peacefully. The truth is that, as unpleasant as criticism can be, we do learn from it and improve ourselves, rather than start a witch-hunt against a complainant. At the end of the day we are public servants and have to abide by a code of behaviour in our dealings with garages, treating them professionally and fairly.

So if you’ve got a beef or a grouse (or, if vegetarian, a turnip), don’t be shy or fearful about complaining. But give us enough information to do something about it! Editor, MOT

Letters page



VTS council meetings are a great platform for debate and discussion. Created to encourage a two-way discussion of the MOT scheme, it is a way of exchanging views and updating customers on future changes being considered.

The meetings also enable council members to view things from VOSA’s perspective. Members contribute to consultation issues that arise from time to time, allowing VOSA to get the grassroots views of the people who do the job.

Great impactSome of the contributions that have resulted from council meetings have had a great impact on the scheme of things, such as the changes to the re-test procedure and the class 5 lightweight.

A council meeting evening consists of a buffet followed by a small presentation and then a question- and-answer session. Anything that cannot be addressed on the night is taken away and answers are provided at a later date.

Last year we reduced the number of times the council was conducted from three times a year to two, but we countered that by increasing the geographical areas covered from four to six. This was a successful move and there are now more representatives in

more areas than ever before – ensuring that we will continue to use this formula.

Get in touchIf you have any issues to raise in a future council meeting or would like details of locations of meetings and the specific contact data of your area representative, please consult the VTS council map accompanying this magazine.

VOSA’s Vehicle Testing Station councils have now been running for a good few years with a great deal of success. We thought this was a good time to remind you of what they are all about and how you can help.

If you’re interested in becoming a VTS council representative, we are still looking for support in Luton, Exeter, Birmingham, Leeds and Edinburgh. Get in touch with us by calling 01454 453332 or email us at [email protected]

See Devil’s Advocate for more


FEATURE STORY


VTS council meetings are a great platform for debate and discussion. Created to encourage a two-way discussion of the MOT scheme, it is a way of exchanging views and updating customers on future changes being considered.

The meetings also enable council members to view things from VOSA’s perspective. Members contribute to consultation issues that arise from time to time, allowing VOSA to get the grassroots views of the people who do the job.

Great impactSome of the contributions that have resulted from council meetings have had a great impact on the scheme of things, such as the changes to the re-test procedure and the class 5 lightweight.

A council meeting evening consists of a buffet followed by a small presentation and then a question- and-answer session. Anything that cannot be addressed on the night is taken away and answers are provided at a later date.

Last year we reduced the number of times the council was conducted from three times a year to two, but we countered that by increasing the geographical areas covered from four to six. This was a successful move and there are now more representatives in

more areas than ever before – ensuring that we will continue to use this formula.

Get in touchIf you have any issues to raise in a future council meeting or would like details of locations of meetings and the specific contact data of your area representative, please consult the VTS council map accompanying this magazine.

VOSA’s Vehicle Testing Station councils have now been running for a good few years with a great deal of success. We thought this was a good time to remind you of what they are all about and how you can help.

If you’re interested in becoming a VTS council representative, we are still looking for support in Luton, Exeter, Birmingham, Leeds and Edinburgh. Get in touch with us by calling 01454 453332 or email us at [email protected]

A VTS council meeting in progress at Gatwick

T-brake

Our latest DVDThe vast majority of AEs and NTs never come in contact with VOSA’s MOT disciplinary system, but occasionally things do go wrong. When shortcomings are found, the system is designed to address the issues, whilst ensuring consistency and fairness, regardless of the seriousness of the case.

Fair’s Fair, this issue’s DVD, explains the kind of shortcomings that can lead to disciplinary action and the processes that follow, including: advisory warning letters, formal warnings and what events can lead to cessation from testing if things go seriously wrong.

Also covered is the MOT disciplinary points system, statutory appeals procedure and formal warning reviews.

Christmas is over now and many of us will be glad not to be changing tree light bulbs, once we’ve found out which one is tripping the rest up!

Well, spare a thought for the poor chap who took his Citroën into Maiden Newton Services, near Dorchester. It failed on ABS lamp function and when the lads investigated they

found a terminal broken off the ABS module.

A new module, costing £1,375, cured it, but how did the terminal break off? The usual cause is corrosion but in this instance Mike Andrews tells us that the presenter gave the game away when he said, “It’s been like that ever since I changed the headlight bulb.”

He took the plug off the ABS to make it easier to fit the bulb and obviously didn’t fit it back on properly. One very expensive bulb! Sometimes it pays to leave it to the experts.

John Corcoran

On the job

Hello, we hear you’re VOSA’s new MOT Matters presenter. How did that come about?

My manager said there was an opportunity to audition for the job of presenter for the MOT Matters DVD and asked if I would be interested. It sounded like a bit of fun and a chance to see how the films were made so I went for it!

Have you done this sort of thing before?

A little. I did a couple of outside broadcasts for the AA when I worked for them and I have been involved in presentations for road safety awareness schemes aimed at school leavers.

What’s your day job, then?

I’m a Vehicle Examiner in Liverpool – one of a team of people who are a great source of support and inspiration. Perhaps one day I will write a book about them!

If you didn’t do this job, what would you be doing?

I love driving and all things mechanical, and I really enjoy helping people. I think I would like to instruct at an off-road school or work in improving road safety awareness.

Do you have any funny stories you’d like to share about things that have happened at work?

I attended a wheel loss incident and the driver was very upset that the wheel had come off, especially as his boss had told him to make sure the newly fitted wheel nut indicators were all aligned before driving off. The driver told me that they were OK when he started out and when he made his first delivery they had moved, so he took them off and realigned them. This happened at the next two stops and the next thing he knew was that the wheel had come off. “I just did what the boss told me,” he said. Ho Hum!


60-second INTERVIEWName: Jake Fawcett Workplace: VOSA, Liverpool

Brainteasers

T-brake


We had loads of entries to November’s caption competition, but the winner was Mike Byatt from MOTO studio Ltd with this effort:

“I knew we shouldn’t have let him bring Ocicat Mog in to film this DVD!”

This issue’s competition requires a bit of an eagle-eye. Can you spot which articles from this issue these three pictures come from?

The first correct entry drawn will win a £20 Argos voucher. Send your entries to: Matters of Testing, VOSA, Berkeley House, Croydon Street, Bristol, BS5 0DA or you can email: [email protected]

Can you spot us?

1. Rearrange the following letters to make two

different 9-letter words:

A C C E H I M N S

2. Rearrange the following letters to give the title

of a popular song:

ECHO IN MUDDY LANE

3. Rearrange the letters of the following phrase

to give the name of a US state:

VIEWING A STIR

4. Rearrange the following letters to give the name

of a famous singer

WESTERN VIDEO

5. What do the following words have in common?

FAST THROUGH DOWN AWAY WATER NECK

6. Take the letters ERGRO. Put three letters in

front of it, and the same three letters at the

end to form a common English word.

7. Which three letters can be placed in front of

each of these words to form a new word?

SPORT SWORD SAGE SABLE TIME

8. There was an old woman who lived in a shoe,

and the only food she had for her ten children

was six potatoes. How did she make sure that

each child had an equal share?

9. Rearrange the following letters to give the name

of a popular movie:

IF TUNES DO SO MUCH

10. Complete these words by inserting the same

three letters in each one:

ANA___Y CO___NE PRO___UE S__AN

1: MECHANICS, MISCHANCE, 2: UNCHAINED MELODY, 3: WEST VIRGINIA, 4: STEVIE WONDER, 5: They all take ‘BREAK’ as a prefix to make a new word, 6: UNDERGROUND, 7: PAS, 8: Mashed the potatoes and used a spoon, 9: THE SOUND OF MUSIC, 10: LOG

Answers

When you have completed this form, please detach the page and pop it in an envelope and send it to Matters of Testing, VOSA, Berkeley House, Croydon Street, Bristol, BS5 0DA

Rate your Matters of Testing!!!We at Matters of Testing are trying hard to earn your loyalty as readers. Here is a little survey to assess your interest in it. All completed entries with names and addresses will be placed in a draw and you could win a £20 Argos voucher.

So what are you waiting for? Grab your pens and get going. All the best!!

1. How would you describe Matters of Testing?

Useful: o Yes o No; Informative: o Yes o No; Interesting: o Yes o No

2. What interests you the most?

Ask Alan: o Yes o No; Horror Story: o Yes o No; Features: o Yes o No

Testing Tips: o Yes o No

3. Do you read Matters of Testing on a regular basis?

Regularly: o Yes o No; Occasionally: o Yes o No; Rarely: o Yes o No

4. Who in your organisation reads the magazine?

Everyone: o Yes o No; Just Testers: o Yes o No; Customers: o Yes o No

5. Tell us in a few words what you want to read about and how can we improve the magazine.

Your name:

Your address:

The 10th anniversary series of our MOT Seminars has already started but there are still plenty of dates available for you to play an active role in them. The seminars tell you about what we’ve all achieved and give you an insight into the future for MOT testing as well as the opportunity to talk freely to VOSA staff and other colleagues in the MOT trade. So if you want to come along, visit www.transportoffice.gov.uk/motseminars2008 for more details. See you there!

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