NOV-DEC Magazine via flipbook - Page 10

The AVRO office fields many technical
questions for our members, the
responses have been provided
by DVSA at Swansea and also
highlights that some DVSA testers
understanding of the changes are on
occasions slightly misguided, hence
DVSA Swansea are advising testers
of issues that have arisen so far.
Recent questions regarding Plating
and roadworthiness testing ;
Q). When approaching my local ATF
for a roadworthiness test I have been
told that they will not be carrying out
any roadworthiness tests after MAY
been plated and tested by then so
the facility will be withdrawn for them.
This doesn’t affect the overweight
ones or all the other classes of still
exempt test vehicles which will still
need the roadworthiness examination
alternative to a statutory test. Perhaps
we need to reinforce our instructions
as there seems to be a bit of
Q). Does my Foden GS 6x6 come
under plating regs and is it based on
26 ton.
2. The issue about these ex British
Army recovery vehicles is that they
weigh more in operational condition
1. Answering your first question, what than is legal under the Authorised
we have said about roadworthiness
Weights Regulations for a threetesting and breakdown vehicles is
axle vehicle on single tyres which is
that operators that have these that
a maximum of 25 tonnes. We have
are light enough to be used under
said that these can only be operated
Construction and Use/ Authorised
as a Road Recovery Vehicle under
weights regulations can continue to
Schedule 4 of STGO. We have also
have these provided their tax is not
said that we are not going to plate
due, so they can keep in compliance
and test vehicles that can only be
with the annual requirement from
used under STGO whether they are
police or local authority etc even
recovery vehicles or engineering
though they are not required to have a plant that is too heavy for the normal
statutory test. However from May next legislation.
year they will all have had to have
This does not mean that we are stopping these
vehicles from being used on the road for recovery
purposes but they do have to comply with the
conditions of schedule 4. The only people that
can’t use these vehicles are military vehicle
preservationists not entitled to use Schedule 4 as
they are not using them for recovery purposes.
Q). My current heavy recovery vehicle used
to be plated and tested until forced down the
roadworthiness test route, when it has been
presented, the roller brake test states insufficient
weight on axles 3 and 4.
3. Regarding the insufficient load issue, we don’t
require vehicles to be loaded for test if it is not
practical to do so and I would put a breakdown
vehicle in this category. We would test as presented
and provided the brake effort was over half the
presented weight we would accept it, locks or no
Conspicuity lighting for recovery
Everyone is chanting for the authority
to use different warning lights for their
recovery trucks.
Firstly perhaps we should campaign
for all non-Recovery and STGO trucks
that have been fitted with amber
warning beacons to have a park brake
inter lock fitted that prevents them
from driving with beacons on when
the brake is released because I fail
to see what danger a plumber with
his beacons flashing doing 70mph in
the outside lane is trying to warn us
Under the Road vehicles lighting
regulations it does state that you are
not allowed to use amber warning
beacons over 25 mph except in the
case of Recovery vehicles to make
good progress or an escort vehicle for
over width or length STGO moves.
There are many of these antiquated
regulations within the lighting
regulations but previous transport
ministers allowed amendments like
flashing red lights on bicycles and red
lights for highways England officers,
so there could be hope for us.
Magenta was amongst the slowest
detection times.
Several years ago a survey
was conducted on behalf of the
government by a University on Glare
and detection times for different colour
flashing warning beacons, the results
The survey report by Loughborough
University makes interesting reading,
perhaps we should pursue that
avenue with the Transport Minister.
Amber, had one of the quickest
beacon detection time during the day
but created a glare at night.
Blue, had good beacon detection day
or night.
Green, had poor detection times.
Red, had fair detection times and
minimal glare.
The report did conclude that the use
of an additional flashing colour red
with an amber beacon offered the
best detection times.
If you would like to
advertise with us, or
have any editorial that
you would like to see
in our next issue then
please email or call
Jazzy on jazzy@avrouk.
com or 0178857 2850
It’s all about you!

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