VEHICLE TESTER MANUAL Heavy Commercial Vehicles

Transcription

1 VEHICLE TESTER MANUAL Heavy Commercial Vehicles

2 Road Safety Authority Heavy Commercial Vehicle Testers Manual Applies to vehicle types; M2, M3, N2, N3, O3, O4 and Special Purpose M (Ambulance and Motor Caravan) These guidelines (also referred to as the Manual ) are issued by the Road Safety Authority under section of of the the Road Safety Authority (Commercial Vehicle Roadworthiness) Act 2012 (No of of 2012). The The intention behind this this Manual is is to to set set out requirements and guidance in in relation to to the the carrying out out of of CVR CVR tests tests at CVR at CVR testing testing centres. This This Manual Manual is is to to be be complied with from the effective date advised by by the the RSA. RSA. CVR CVR test test operators operators and and CVR CVR testers testers shall shall ensure ensure that that CVR CVR testing is is carried out in accordance with with this this Manual Manual from from that that date. date. This This Manual Manual sets sets out out the the testing testing methods methods to to be be employed by by those those involved involved in in CVR CVR testing. testing. It also It also provides provides guidance guidance to to CVR CVR test test operators operators and and CVR CVR testers testers in in relation relation to the to reasons the why reasons a why vehicle a may vehicle fail may a fail CVR test a CVR and test the categorisation of defects identified in relation to a CVR vehicle. and the categorisation of defects identified in relation to CVR vehicle. From the effective date, this Manual replaces the previous edition of the Roadworthiness Testers Manual From which, the as effective of that date, date, is this no longer Manual in force. replaces the previous edition of the Roadworthiness Testers Manual which, as of that date, is no longer in force. Owners of CVR vehicles to which this Manual applies may also find find the the Manual useful in in that that it provides it details Owners of details the inspections of of CVR the inspections vehicles to which to to which a which CVR this vehicle a CVR Manual vehicle may applies be may subjected may be subjected also and find the and reasons the the Manual reasons why useful it may why in not it that may be it issued not provides be with a details pass issued of statement with the inspections a pass following statement to a which CVR following test. a CVR a vehicle CVR test. may be subjected and the reasons why it may not be issued with a pass statement following a CVR test.

3 REVISIONS REVISIONS This manual may be revised and updated from time to time. A current version is always available on the Road Safety Authority website, If printing all or part of the manual, the website or CoVIS should always be checked to ensure This manual any printed may copy be revised remains and current. updated from time to time. A current version is always available on the Road Safety Authority website, If printing all or part of the manual, the website or CoVIS should always be checked to ensure any printed copy remains current. Section Number Version Date Section Version Date updated Number updated 1.0 Sept 2013 All 1.0 Sept 2013 All 2.0 Dec 2014 All 2.0 Dec 2014 All Description Description Page(s) Inserted Page(s) by Inserted (responsible by (responsible person); person);

4 REVISIONS REVISIONS This manual may be revised and updated from time to time. A current version is always available on the Road Safety Authority website, If printing all or part of the manual, the website or CoVIS should always be checked to ensure This manual any printed may copy be revised remains and current. updated from time to time. A current version is always available on the Road Safety Authority website, If printing all or part of the manual, the website or CoVIS should always be checked to ensure any printed copy remains current. REVISIONS REVISIONS Section Number Section updated Number updated 1.0 Sept 2013 All 1.0 Sept 2013 All 2.0 Dec Date 2014 All 2.0 Dec 2014 All Page(s) Inserted Page(s) by Inserted (responsible by (responsible person); person); Page(s) Inserted Page(s) by Inserted (responsible by (responsible person); person); This manual may be revised and updated from time to time. A current version is always available on the Road Safety Authority website, If printing all or part of the manual, the website or CoVIS should always be checked to ensure Version This manual any printed may Date copy be revised remains and current. updated from time to time. A current Description version is always available on the Road Safety Authority Version website, Date If printing all or part of the manual, the Description website or CoVIS should always be checked to ensure any printed copy remains current. Version Version Date Section Number Section updated Number updated 1.0 Sept 2013 All 1.0 Sept 2013 All 2.0 Dec 2014 All 2.0 Dec 2014 All Description Description

5 CONTENTS The Testing Sequence Inspection Methodology and defect type by item Section Page Section Page Introduction 1 Test Procedure to be Followed 5 Registration/Trailer Plate and VIN 1 10 Vehicle Weights and Dimensions Plate 2 14 Pollution/Smoke 3 17 Air/Vacuum Warning 4 20 Air/Vacuum Build Up 5 21 Horn 6 22 Windscreen Wipers and Washers 7 23 Mirrors 8 24 Driver s Seat 9 29 Safety Belts Glass Mechanical Brake Hand Lever Service Brake Pedal Service Brake Operation Air/Vacuum Hand Control/Valves N/A Steering Wheel & Steering Play Warning Triangle Doors/Locks/Anti-Theft Devices Electrical System Running Boards and Steps Cab and Bodywork N/A 23 Tyre Condition Tyre Specification Tyre Tread Wheels Reflectors and Rear and Side Markings Malfunction Indicators Brake Fluid Side Guards and Rear Underrun Protection Spare Wheel and Carrier Reservoirs/Valves/Master Cylinders/Connections Fuel System Towing Coupling/Fifth Wheel Steering Alignment Service Brake Performance Service Brake Imbalance Emergency/Secondary Brake Performance Emergency/Secondary Brake Imbalance Parking Brake Performance Parking Brake Imbalance Steering Linkage Wheel Bearings Chassis Underbody Exhaust System/Noise Brake Wheel Units Mechanical Brake Components Brake Lines and Hoses Front Springs Front Suspension Shock Absorber Condition Transmission, Engine & Final Drive Rear Springs Rear Suspension Rear Lamps and Registration Plate Lamps Stop Lamps Indicators Side Lamps/Marker Lamp Headlamp Condition Headlamp Aim Fire Extinguishers (All Buses) Emergency Exits (All Buses) Passenger Seats (All Buses) Internal Lighting (All Buses) First Aid Kit (All Buses) Fuel Cut Off (All Buses) Spray Suppression Tachograph/Speedometer Speed Limiter Modifications Report

6 INTRODUCTION 1. Definitions. CVR means Commercial Vehicle Roadworthiness. CVR Tester means a person authorised by the Road Safety Authority to be a CVR tester in respect of a particular category of vehicles. CVR Test Operator means a person authorised by the Road Safety Authority to conduct CVR tests. CVR Testing Centre means a premises specified in a CVR test operator authorisation and complying with current Premises and Equipment Guidelines at which CVR tests may be carried out. CRW means a Certificate of Roadworthiness. The term CVR Test means; an initial CVR test; a periodic CVR test; a partial CVR test; an initial or periodic re-test; An initial CVR test is the first roadworthiness test of a HCV and this test is due on the first anniversary of its registration. In the case of motor caravans, the initial CVR test is due on the fourth anniversary of its first registration. A periodic CVR test is a subsequent annual roadworthiness test of a HCV following its initial CVR test. An Enforcement Test (legally called a partial CVR test) is conducted when a vehicle is presented to a CVR Testing Centre on foot of a direction given by a RSA Authorised Officer or CVR Inspector. This test may include one or more test items and may include all test items applicable to that vehicle. Details of the test items to be tested will be available on CoVIS or listed on the copy of the Roadside Check Inspection report as supplied to the driver of the vehicle and all items should be tested as per this manual. An Enforcement test may be conducted on any CVR Vehicle including vehicles that are registered outside of the State. A re-test is a test carried out where a vehicle has failed an initial or periodic test, where: (a) (b) the re-test is carried out on a day which is not more than 21 calendar days after the day on which the vehicle has failed its initial or periodic test, and the reading on the vehicle's odometer at presentation for the re-test is no more than 4,000 kilometres greater than the reading at the time the vehicle failed its initial or periodic test. A re-test can only be conducted at the CVR testing centre where the original test was failed. In carrying out a re-test on a vehicle only those items which gave rise to the refusal of the pass statement are to be tested. If during a retest the CVR tester notices any other obvious defects, then the owner shall be notified and these additional items must be tested. Where a reason for failure is issued with respect to these additional test items, then this will be recorded on the test report. Where a vehicle is refused a pass statement in relation to the brake performance/brake imbalance test or where it is failed on any brake components, then it must have a full brake test carried out on retest. A voluntary safety CVR test is a roadworthiness test, other than a CVR test, carried out in respect of one or more test items specified in this manual, which is recorded on CoVIS. As well as CVR vehicles, a voluntary safety CVR test can also be carried out on vehicles owned by the Gardaí or the Defence Forces. The term owner in the context of applying for a CVR test is taken to include the owner s agent. CoVIS is the CVR computerised information system established by the Road Safety Authority. A CVR tester shall use CoVIS in order to process a CVR test on the lane equipment. CoVIS allows the tester to record defects and other standard inspection data such as mileage. The tester will also be able to record differences to Vehicle Details identified as part of the Test to the Vehicle Details on CoVIS that have come from the Driver and Vehicle Licensing Computer Services Division (DVCSD). Method of Testing details the ways in which the test of items on a vehicle are to be carried out and the equipment to be used. When carrying out each test, particular attention should be paid to the information given in the Notes since this gives guidance on the conduct and scope of the test. Reasons for Failure gives direction on the type of defects which will result in the vehicle failing. A vehicle should only be assessed against the items and reasons for failure listed in this manual. An Advisory Notice is used to inform the customer of an item that should be rectified but does not prevent the vehicle from achieving a minimum standard of roadworthiness. This will be included on the Test Report or Pass Statement. "Semi-trailer" means the drawn component of an articulated vehicle, or a vehicle constructed or adapted for use as such drawn component. Design Gross Vehicle Weight (DGVW), also known as the technically permissible maximum laden mass is the gross weight of a vehicle laden with the heaviest load which it can reasonably carry. This must take into consideration; the engine, brakes, tyres and general construction of such vehicle and shall, until the contrary is shown, be taken to be its design gross weight as specified by its manufacturer or an automotive engineer. Gross Combination Weight, (GCW) (also known as the technically permissible maximum mass of the Page 1

7 combination) is the maximum mass allocated to the combination of a motor vehicle and one or more trailers on the basis of its construction features and its design performances or the maximum mass allocated to the combination of a vehicle and trailer. Individual design axle weight means the mass corresponding to the maximum permissible static vertical load transmitted to the ground by the wheels of the axle, on the basis of the construction features of the axle and of the vehicle and their design performances. Manufacturer's plate means a plate or label, affixed by the manufacturer on a vehicle that provide the main technical characteristics which are necessary for the identification of the vehicle and provides the competent authorities with the relevant information concerning the technically permissible maximum laden masses; A living van is a vehicle with living accommodation and which is, or may be, also used for the carriage of goods or burden (including livestock and more than one motor cycle). First registered means the date when the vehicle was first registered with the Revenue Commissioners or the date when first registered in accordance with the laws of another country. First licensed means the date a semi-trailer or trailer is first licensed with the Local Authority in whose functional area it is normally kept, irrespective of the original date of manufacture and irrespective of whether or not the semi-trailer was previously registered/licensed in another country. "Appropriate motor vehicle" means a mechanically propelled vehicle having at least three axles, twin tyres, air suspension or an equivalent suspension on each driving axle and ABS brakes. The vehicle must also be fitted with a plate complying with the requirements of the Regulations of "Appropriate semi-trailer" means a semi-trailer which has an air suspension or an equivalent suspension and ABS brakes. It must also be fitted with a plate complying with the requirements of the Regulations of The appropriate semi-trailer concept came into force on 1 st April 2013 and applies to all semi-trailers (irrespective of when they were first licensed) operating as part of a combination of vehicles with a gross weight in excess of 40 tonnes. Insecure The term insecure is used throughout this Manual to describe a defective condition. The term should be taken by testers to mean the following: (a) that a component on the vehicle has relative movement either at its fixing or in relation to an associated component where there should be none or (b) that a component is not safely or completely attached either at its fixing or to an associated component. Worn A component will be considered worn where the wear is 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. 2. Scope. This Manual applies to the following categories of vehicles; Category M2: Vehicles designed and constructed for the carriage of passengers, comprising more than eight seats in addition to the driver s seat, and having a DGVW not exceeding 5 tonnes. Category M3: Vehicles designed and constructed for the carriage of passengers, comprising more than eight seats in addition to the driver s seat, and having a DGVW exceeding 5 tonnes. Category N2: Vehicles designed and constructed primarily for the carriage of goods and having a DGVW exceeding 3.5 tonnes but not exceeding 12 tonnes. Category N3: Vehicles designed and constructed primarily for the carriage of goods and having a DGVW exceeding 12 tonnes. Category O3: Trailers with a DGVW exceeding 3.5 tonnes but not exceeding 10 tonnes. Category O4: Trailers with a DGVW exceeding 10 tonnes. Ambulances (special purpose vehicles in category M). Motor caravans with a DGVW exceeding 3.5 tonnes (special purpose vehicles in category M). 3. Making a request for a CVR Test Booking. A request for a CVR test booking must be made to a CVR test operator in person, or by using CoVIS. An application for a booking to a CVR test operator may be made at the test centre before the test commences. Full details of how to make a request for a test booking can be found at 4. Presentation of ID. A person who presents a vehicle or a trailer to be tested is required to produce a valid identification e.g. a driving licence or passport. Where a valid identification is not presented at the time of the test, the CVR test may be carried out and a test report issued. However, a pass statement will not be issued until such time as the person who presented the vehicle provides the required identification to the CVR test operator. This should be presented within 21 calendar days from the date of the CVR test. 5. CoVIS, Test Reports and Pass Statements. A person who presents a vehicle or a trailer to be tested is required to produce a valid identification e.g. a driving licence or passport. Where a valid identification is not presented at the time of the test, the CVR test may be carried out and a test report issued. However, a pass Page 2

8 statement will not be issued until such time as the person who presented the vehicle provides the required identification to the CVR test operator. This should be presented within 21 calendar days from the date of the CVR test. Dangerous Defects (DD) Defects that constitute a direct and immediate risk to road safety such that the vehicle should not be used on the road under any circumstances. 6. CoVIS, Test Reports and Pass Statements. The CVR tester must complete a checklist printed from CoVIS for each test conducted confirming that all required test items have been tested and these must be recorded on CoVIS. The completed checklist must be retained by the CVR Operator either by scanning it into CoVIS and attaching it to the test record or by retaining the printed checklist for a period of 3 years. Once a CVR test has been completed, the CVR tester must complete a declaration that he or she has completed the test correctly. A test report is issued by the CVR tester to the owner giving details of the captured equipment results and any failed visual items. Where the CVR tester is satisfied that the vehicle has passed all the required test items specified in this manual, then a pass statement is issued (apart from point 4 above). Where a pass statement is not issued, the reasons for refusal will be provided to the owner in the test report. In the case of a voluntary safety test, a test report will be provided but no pass statement will be issued. If a CVR test is not completed, then the test report issued will contain the words Not complete. For defects which can be classified in more than one category, the tester shall use his experience and technical expertise to categorise the particular defect in the appropriate defect category. On completion of a CVR test, voluntary safety test or a enforcement test, and where a vehicle is failed because of a Dangerous Defect, the CVR tester shall affix a Fail Dangerous notice to the vehicle. For vehicles with a windscreen, a double-sided Fail Dangerous notice shall be affixed on the passenger side of the windscreen so as not to impair the vision of the driver. The template that this double sided notice shall take is set out in Figures 1 and 2 that follow. In the case of trailers, a Fail Dangerous notice as set out in Figure 3 shall be affixed to an area of the vehicle which is clearly visible and readily accessible for inspection. Where the test lane equipment is not automatically linked to CoVIS, the CVR Tester will have to print off the equipment results for the smoke meter, suspension tester, slide slip tester and brake roller tester and manually input the test results on CoVIS. The printouts associated with these tests shall be scanned and uploaded onto the CoVIS system. Any supplementary documentation required as part of the test (such as modification reports, safety belt documentation, tachograph declaration) shall be scanned and uploaded onto the CoVIS system. If either the scanner or CoVIS are not operational, the documents shall be retained by the test operator and scanned. If the CVR Tester needs to stop in the middle of the test they will be able to save results up to that point and resume testing later that day. Only the tester who commenced the test may resume the test. Where a tester has started a test and is not available to complete it for whatever reason, the test must be abandoned and it must be started again on the vehicle by another tester, from the beginning. Figure 1. Fail Dangerous Notice: Windscreen Front Figure 2. Fail Dangerous Notice: Windscreen Back 7. Assessment of Defects. In line with Commission Recommendation 2010/378/EU, this test manual categorises the seriousness of failure for each defect into the following; Minor Defects (MiD) Technical defects that have no significant effect on the safety of the vehicle and other minor non-compliances. Major Defects (MaD) Defects that may prejudice the safety of the vehicle or put other road users at risk and other more significant non- compliances. Figure 3. Fail Dangerous Notice: Trailer Page 3

9 8. Restriction on CVR Testers carrying out certain tests. During a CVR test, a CVR tester shall not carry out any repairs on the vehicle other than an adjustment of headlight focus to the required standard. In order to adjust the headlight focus, the replacement of a blown or missing headlight bulb is allowed. Where headlight adjustment is carried out, it must be noted on CoVIS. Where the vehicle fails on other items, the test must be completed and a test report issued. It shall be possible for a vehicle to be tested and retested on the same day. A CVR tester shall not carry out a test on a vehicle which he/she has carried out any repairs or maintenance work on in the 2 days previous. A CVR tester shall not carry out a CVR test on a vehicle where that CVR tester has a legal or beneficial interest in the vehicle, unless details of the proposed test have been given to the Road Safety Authority at least 2 working days in advance. A CVR tester can only carry out tests on the categories of vehicles to which he or she is authorised. 9. Reasons to Refuse to Carry Out a CVR Test. A CVR tester may refuse to carry out a CVR test if (a) in his or her opinion (i) any part of the vehicle or any of its equipment is in such a condition that it would not be safe or practicable to carry out the CVR test or (ii) a load on the vehicle is in such condition or is not adequately secured that it would be safe or practicable to carry out the CVR test. or (b) fee payable in respect of the CVR test has not been paid. The equipment to be used for the purposes of carrying out CVR tests are those specified in The Premises and Equipment Guidelines 2013 issued by the Road Safety Authority. Where specific equipment is designated for a particular test, only this equipment shall be used for the test. Where the brakes cannot be tested on a roller brake tester due to the design of the vehicle, a road test must be carried out using a decelerometer to evaluate the brake performance. The specialised equipment used for the test should only be used by trained and experienced personnel. CVR testers should be thoroughly familiar with the manufacturer s detailed operating instructions and the procedures which must be followed to ensure the safe operation of this specialised equipment. 10. Postponing the issue of a CRW. Where a pass statement is issued by a CVR test operator, the CVR tester shall verify with the presenter that the details of the registered owner on the pass statement are correct. Where the details differ, the presenter may request that the issuing of the CRW be postponed for a period of up to 14 days. The CVR tester shall advise the presenter to contact the DVCSD in order to have the ownership details updated as soon as possible. The presenter/owner should be advised that the CRW will issue after 14 days to the registered owner on the National Vehicle Driver File. 11. Odometer. The CVR tester must record the odometer reading at the time of the test where an odometer is fitted. When the test report or pass statement is being presented to the owner or the presenter of the vehicle, the CVR tester shall point out the odometer reading. The owner or the presenter of the vehicle must verify that the odometer reading is correct, and if not shall immediately advise the CVR Tester. 12. General. The test is essentially a maintenance and condition check. A detailed assessment of a vehicle s design and construction is not part of the test. It should also be noted that the test can only confirm the roadworthiness condition of the vehicle at the time of the test. It is not a prediction of future vehicle roadworthiness because it is not practicable to lay down limits of wear and tolerance for all types of components of different models of vehicle, CVR testers are expected to use their experience and judgment in making an assessment of the condition of components, i.e. is replacement, repair, adjustment or certification necessary? Where the vehicle or trailer manufacturer has provided wear tolerances these should be adhered to. The Methods of Testing detailed in this Manual are designed to comply with normal workshop practice. The Road Safety Authority cannot accept responsibility for any injury to any person or any damage to any property arising from the conduct of any test described in this Manual. Nothing in this Manual may be construed as diminishing in any way the obligations on employers from health and safety regulatory acts in relation to the occupational health and safety at work of their employees. It is the responsibility of the person presenting the vehicle for test to prove exemption from any requirement listed in this manual. The testing sequence. Pages 5, 6, 7 and 8 illustrate in general terms the sequence of tests to be carried out. Page 6 is mainly involved with tests which may be carried out on hard standing and Page 7 is mainly involved with tests carried out from underneath the vehicle. It is essential that headlamp checks be carried out with the vehicle in the certified area only. Class V and Class VI mirrors must be checked in the dedicated area. Checks on such items as steering play, linkage wear, leaks or play in braking systems, suspension wear, smoke emission and brake lights will normally require a two person team working together. The test sequence will of course vary with different vehicle types. Notes: A vehicle which is presented for test that fits the description of a living van should be tested as a goods vehicle and meet with all the associated test requirements Page 4

10 TEST PROCEDURE TO BE FOLLOWED Brake Test and lights may be changed around depending on equipment layout IN CAB AROUND VEHICLE BRAKE TEST UNDERBODY LIGHTS Chassis/No.Plate (1) Weights & Dimensions Plate (2) Dash/Malfunction Indicators/ main beam light (20, 14, 60) Indicator Tell Tales (58) Battery Light (20) Oil Warning Light (3) Smoke test (3) Brake Gauges/Buzzer (4) Air/Vac Build up time (5) Horn (6) Wipers/Washers (7) Mirrors (8) Driver s Seat (9) Seat Belts (10) Glass/Window Winder (11) Brake Controls (12, 13, 14, 15) Tachograph/Speedometer (69) Speedlimiter (70) Steering Play (17) Warning Triangle (18) Door/Locks/Anti Theft Devices (19) Electrical System (20) Transmission (53) Cab Condition (22) Running Board Steps (21) R/H Door (19) Demister [Bus] (22) First Aid Kit [Bus] (66) Fire extinguisher [Bus] (62) Seat Belts (10) R/H Step (22) R/H Front Mudguard (22) R/H Front Tyre (24, 25, 26) R/H Front Wheel (27) Side Marking (28) Front No. Plate (1) Windscreen Markings (11) Wipers (7) Brake Fluid (30) Clutch Fluid (53) Power Steering Fluid (43) Steering Column (17) Bumper Bar (22) L/H Door/Locks (19) L/H Step (21) Cab Mounting (22) L/H Front Mudguard (22) L/H Front Tyre (24, 25, 26) L/H Front Wheel (27) Body Condition (22) Brake Reservoirs (33) Side Marking (28) Side Guards (31) L/H Rear Mudguard (22) L/H Rear Tyre (24, 25, 26) L/H Rear Wheel (27) Electrical System (20) Body Condition (22) Rear Underrun Guard (31) Towing Coupling (35) Electrical System (20) Body Condition (22) Spare Wheel Carrier (32) Rear No. Plate (1) Brake Connections (49) Suzie pressure (49) Rear Markings (28) R/H Rear Tyre (24, 25, 26) R/H Rear Wheel (27) R/H Rear Mudguard (22) Body Condition (22) Side Markings (28) Side Guards (31) Air/Vac Tanks (33) Electrical System (20) Fuel Tank (34) Brake Fluid (30) Brake Reservoirs (33) Tipping Gear (22) Fuel Cut Off [Bus] (67) Emergency Exit [Bus] (63) Steering Alignment (36) Service Brake Performance (37) Service Brake Imbalance (38) Secondary Brake Performance (39) Secondary Brake Imbalance (40) Parking Brake Performance (41) Parking Brake Imbalance (42) Steering Linkage (43) Wheel Bearings (44) Chassis/Cross Members (45) Electrical System (20) Exhaust System (46) Front Axle Brake Wheel Units (47) Front Axle Brake Components (48) Brake Pipes (49) Front Axle Springs (50) Front Axle Shock Absorbers (52) Front Axle Beam (51) Front Axle Suspension (51) Front Axle Tyres (24, 25, 26) Oil Leaks (53) Engine Mountings (53) Gearbox Mountings (53) Drivetrain (53) Tachograph Seals (69) Chassis /Cross members (45) Fuel System (34) Exhaust System (46) Drive Shaft[s] (53) Silencer Box (46) Body Clamps (22) Brake Valves (33) Brake Pipes (49) Electrical Wiring (20) Brake Air/Vac Tanks ( 33) Mechanical Brake Components (48) Chassis/Cross Members (45) Drive Shaft[s] (53) Rear Axle (55) Rear Axle Brake Wheel Units (47) Rear Axle Brake Components (48) Brake Pipes (49) Rear Axle Springs (54) Rear Axle Shock Absorbers (52) Rear Suspension (55) Rear Axle Tyres (24, 25, 26) Electrical Wiring (20) Chassis/Cross members (45, 22) Towing Coupling (35) Headlamp Condition (60) Headlamp Aim (61) Headlamp Main Beam (60) Side Lights (59) Front Indicators/ Repeaters (58) Rear Lights (56) No. Plate Lamp (56) Stop Lamps (57) Indicators Rear (58) Rear Reflectors (28) Side Reflectors (28) Long Vehicle Sign (28) Page 5

11 TEST PROCEDURE TO BE FOLLOWED Page 6

12 PROCEDURE FOR UNDERBODY INSPECTION Electrical Air/Vac Tanks Page 7

13 VEHICLE ON CERTIFIED AREA FOR TESTING HEADLAMP AIM NOTE: Floor Area to be within ± 1mm of a chosen Reference Point for a distance of 10 metres before the beam setter. Rails to be within ± 0.5mm of a chosen Reference Point. Page 8

14 ADDITIONAL ITEMS TO BE CHECKED ON A BUS ADDITIONAL ITEMS TO BE CHECKED ON A SEMI-TRAILER Page 9

15 1 1 REGISTRATION/TRAILER PLATE AND VIN Method of Testing 1. Check the registration number plates or trailer mark plate for security, location, format, legibility and that the numbers are the same as that on CoVIS. No other marks may appear on the plate. Any additional tabs, etc. outside the dimensions shown for the registration plate are not considered part of the plate. 2. Check that the VIN is indelibly marked on the chassis and fully corresponds to the number on CoVIS for this vehicle 3. Check in the case of a trailer that the trailer mark is indelibly marked on the offside chassis rail and are of the correct dimensions. 4. Check that the vehicle meets with the description assigned to it on CoVIS. 5. Check that the vehicle meets with the EU Category assigned to it on CoVIS. NOTES Owners of vehicles registered prior to 31 st December, 1990, have the option of converting their registration plates to the new format (1) Vehicles Registered on or after 1 st January 1991 For vehicles registered on or after 1 st January, 1991, registration plate letters and numbers must be black, set against a white background of reflex reflective material. The flag of the European Union, the Nationality Symbol IRL and the Irish language name of the City/County of registration to be shown. (2) Vehicles Registered on or after 1 st January 1987 For vehicles registered on or after 1 st January, 1987, registration plate letters and numbers must be black, set against a white background of reflex reflective material and minimum dimensions should be as shown in the sketches on page 11. (3) Vehicles registered prior to 1 st January 1987 Reflex Reflecting Registration Plates (a) Reflex Reflecting Front registration plates should have black numbers and letters on a white background. Rear registration plates should have black numbers and letters on a red or white background. (b) Non-Reflex Reflecting Front and rear registration plates should have white, silver or light grey numbers and letters on a black background. (c) Back Lit Registration Numbers and Letters Where registration numbers and letters are back lit they should appear white in front and either white or red to the rear during lighting up hours. At all other times they should appear white on a black background. (4) Dimensions should be as shown in the illustration on page 11. (5) Where the indented space provided for the number plate is not sufficient to accommodate a standard size number plate, the registration plate and registration letters and numbers may be reduced in size relative to the space provided for the number plate. (6) Trailer Registration Number Plate The trailer registration number plate should consist of black numbers and letters 76mm (3 ) high on a white background and should be fitted to the nearside chassis rail. The trailer registration letters and numbers must also be clearly and indelibly marked with characters at least 30mm high on the offside chassis rail. (7) Where a new VIN plate has been fitted, then the original VIN plate shall be retained alongside the new VIN plate. Page 10

16 1 REGISTRATION PLATE AND VIN (CHASSIS NUMBER) Cont.. DIMENSIONS FOR NUMBER PLATES All dimensions in millimetres Page 11

17 1 REGISTRATION/TRAILER PLATE AND VIN ITEM REASONS FOR FAILURE MiD MaD DD 01 Registration Number Plate (see page 11) or trailer registration number plate. (1) One or both plates missing or insecure. (2) Numbers or letters missing or illegible or wrong size (see page 11). (3) Numbers, letters or background of incorrect colour (see notes on page 10). (4) Registration number does not correspond with that stated on CoVIS. (5) In the case of trailers and semi-trailers the trailer registration number plate is not fitted to the near side chassis rail. (6) The trailer registration number is not indelibly marked on the offside chassis rail with characters of minimum 30mm height in an accessible position. (7) Other letters, numbers, or marks are on the registration number plate. 02 VIN (1) VIN not available or does not correspond exactly with the number stated on CoVIS. (2) VIN is missing or not legible on chassis. ADVISORY NOTICE Where the vehicle does not match description on CoVIS. Where the EU category for the vehicle does not correspond with the EU category stated on CoVIS. Page 12

18 2 VEHICLE WEIGHTS AND DIMENSIONS PLATE Method of Testing Authorisation (National Weights and Dimensions) Plate (Does not apply to M2, Ambulances, Motor-caravans or Fire Engines) 1. Check in the case of a vehicle, trailer or semi-trailer with a design G.V.W. exceeding 3,500kg that a plate similar to that shown on pages 14 and 15 is securely fitted to the vehicle. 2. Check in the case of a passenger vehicle with a design G.V.W. exceeding 5,000kg that a metal plate similar to that shown on page 14 is securely fitted to the vehicle. 3. Check that in the case of a plate fitted by an Authorised Plate Fitter that the plate seal is intact. 4. Check that the plate shows all the required details (see plate on pages 14 and 15). 5. A 3-axle tractor unit plated for 44 tonnes GCW is required to have an anti-lock braking system and an air suspension system (or equivalent) as per the definition of appropriate motor vehicle (please see Note 1 of Introduction for definition). 6. A 3-axle tractor unit plated for 46 tonnes GCW first registered prior to 1 st April 2013 (in addition to satisfying the definition of an appropriate motor vehicle as outlined in Note 1 of the Introduction) is required to have an Electronic Braking System (EBS) A 3-axle tractor unit plated for 46 tonnes GCW first registered on or after 1 st April 2013 (in addition to satisfying the definition of an appropriate motor vehicle as outlined in Note 1 of the Introduction) is required to have an Electronic Braking System (EBS) & be fitted with a Vehicle Stability Function (VSF) 2, which is more commonly known as Electronic Stability Control (ESC). Manufacturer s plate Motor-caravans and passenger vehicles with a DGVW up to 5,000kg 8. Examine alterations made to the manufacturers plate. In cases where the details contained on the original manufacturers plate have been altered, then this alteration must be justified, approved and documented by the manufacturer or his authorised distributor. In the absence of a manufacturers report, then a modifications report in the format prescribed in Section 71 of this test manual must be provided. NOTES (1) The only plates acceptable are those fitted by the vehicle/trailer manufacturer or an Authorised Person appointed by NSAI. (2) A single plate affixed by the vehicle manufacturer which contains all of the required information as detailed on pages and 14 and 15 respectively is sufficient. (3) Where a vehicle or trailer has been plated by the manufacturer a combination of two plates is acceptable. (4) Plates fitted by an Authorised Person will bear a number issued to that person by NSAI. Vehicle Identification Number (VIN) is the manufacturer s unique vehicle identification number, also known as the chassis number. 1 electronic braking system means a braking system that employs an electronic control system to control the braking function. 2 vehicle stability function (more commonly known as Electronic Stability Control) means an electronic control function for a vehicle which improves the dynamic stability of the vehicle. A vehicle stability function includes one or both of the following: (a) Directional control & (b) Roll-over control. Page 13

19 2 WEIGHTS AND DIMENSIONS PLATE (MECHANICALLY PROPELLED VEHICLE) (All inscriptions 4mm in height) Name of Manufacturer: Type Approval Number: Vehicle Identification Number: Maximum permitted laden weight Maximum permitted laden weight of combination (if permitted to tow a trailer) Weights Not to be Exceeded in Ireland Maximum Weights Permitted under EU Directives Design Weights (if higher than permitted in Ireland) Axle 1 Axle 2 Axle weights Axle 3 Axle 4 Vehicle Length L = Vehicle Width W = Data relating to Length of Combinations Centre of coupling to front of vehicle (a) amax = amin = Page 14

20 2 WEIGHTS AND DIMENSIONS PLATE (TRAILER AND SEMI -TRAILER) (All inscriptions 4mm in height) Name of Manufacturer: Type Approval Number: Vehicle Identification Number: Maximum permitted laden weight Axle 1 Weights Not to be Exceeded in Ireland Maximum Weights Permitted under EU Directives Design Weights (if higher than permitted in Ireland) Axle weights Axle 2 Axle 3 Axle 4 Maximum kingpin load (semi-trailer) Vehicle Length L = Vehicle Width W = Data relating to Length of Combinations Centre of coupling to rear of trailer (b) bmax = bmin = Page 15

21 2 VEHICLE WEIGHTS AND DIMENSIONS PLATE ITEM REASONS FOR FAILURE MiD MaD DD 01 Authorisation Plate (where required, see method of inspection) (1) Not fitted. (2) Seal missing. This only applies to a plate fitted by an Authorised Person appointed by NSAI. (3) Insufficient information on plate. (4) Missing or incomplete VIN. (5) Information on plate is not compatible with vehicle. (6) Information on plate not clear or easily read. (7) Plate insecure. (8) Plate has not been fitted by either the vehicle/trailer manufacturer or an Authorised Person appointed by NSAI. (9) The weights displayed (axle weights, GVW or GCW) on the NSAI Authorised weights and dimensions plate exceeds those on the manufacturers design weights plate. Note: In relation to tractor units plated for operation at gross combination weights of 44 or 46 tonnes, if qualifying conditions 5, 6 or 7 under method of testing on page 13 of this manual are not met (as required); this would be a reason for failure under reason 5 above entitled Information on plate not compatible with vehicle. 02 Manufacturers plate (Motorcaravans and passenger vehicles with a DGVW up to 5,000kg) (1) The details on the manufacturers plate have been altered and also there is no corresponding documentation from the manufacturer (or his authorised distributor) or a modifications report. NOTES (1) All letters and all numbers should be shown on the Irish Weights and Dimensions plate and where axle 3 and 4 are not fitted the Weights and Dimensions plate should be marked. Page 16

22 POLLUTION/SMOKE (DIESEL) 3 Preliminary Check before carrying Out Diesel Engine Smoke Test Vehicles registered before 1 st January 1980 (Visual check) Vehicles registered on or after 1 st January 1980 (Measured test) Pre-test Checks (Engine Off) Engine Oil Level Ok? Water Coolant Level Ok? YES On all items Purge exhaust system and carry out Smoke Test. Camshaft Belt Ok?* Start Engine and Check Engine Warning/ Emissions Light? NO On any item Decline to do Smoke Test until fault rectified. Engine Oil Pressure /Light Ok? Engine Temperature Ok? Engine Free of Obvious Defects? NOTES Engine Max RPM within 90% of Manufacturer s Spec? (1) * Check with the vehicle owner/presenter that the camshaft belt has been changed at the manufacturer s specified interval. Removing the camshaft belt cover is not part of the roadworthiness test. Page 17

23 3 POLLUTION/SMOKE (DIESEL) Contd NOTES (1) No smoke test should be carried out on a diesel engine without first carrying out a pre-test check, see page 17. (2) It is absolutely essential that an engine is at normal operating temperature before carrying out an emission test. This shall be established by the use of a temperature probe in the dipstick tube or by an infrared temperature monitor. Engines must not be warmed up by leaving the engine at idle or half throttle. They must be warmed up by normal driving. A diesel engine left idling for any length of time will give a high smoke opacity reading. (3) There is no requirement to tilt the cab of a H.C.V. when carrying out this test. (4) There is no requirement to reach maximum engine rpm on a vehicle that will not allow maximum rpm when the vehicle is stationary. (5) For each initial/periodic CVR test carried out, a diesel smoke test is required. Method of Testing Diesel Engine Vehicles 1. This test should not be carried out where: The oil warning light remains on with the engine running (reason for failure 1(1) shall be assigned) The oil level is below the manufacturer s minimum level (reason for failure 1(1) shall be assigned). The oil level is above the manufacturer s maximum level (reason for failure 1(1) shall be assigned). The coolant level is below the manufacturer s minimum level (reason for failure 1(1) shall be assigned). There are obvious engine defects (reason for failure 1(2) shall be assigned) The engine/emissions warning lamp indicates a defect in the system (reason for failure as set out in Section 29 on malfunction Indicators shall be assigned). 2. With the engine at normal operating temperature, raise the engine speed slowly to approximately half the engine governed speed and hold for 20 seconds in order to purge the exhaust system. If the engine emits any unusual noises discontinue the test. Slowly raise the engine speed to its maximum rpm and note if the governor operates within the vehicle manufacturer s recommended governed speed. If not discontinue the test. Do not hold the engine at maximum speed for any length of time. 3. In the case of diesel engine vehicles first registered on or after 1 st January, 1980, connect the diesel smoke meter to the vehicle following the manufacturer s instructions. Where the vehicle engine camshaft is driven by a belt select the Light Commercial Vehicle smoke test programme. In all other cases select the Heavy Commercial Vehicle smoke test programme. Depress the accelerator pedal from the idling position to the maximum fuel delivery position and follow the prompts of the smoke meter. Note the average smoke meter reading recorded. 4. In the case of diesel engine vehicles first registered before 1 st January, 1980, depress the accelerator pedal firmly from the idling position to the maximum fuel delivery position. Immediately maximum engine speed is reached and the governor operates, release the pedal until the engine slows to a steady idling speed. Ignore smoke emission from this first acceleration. Repeat the operation a maximum of four times and note if the emission is coloured black haze or darker for two successive accelerations not including the first. Smoke haze should be assessed against a white background. The above test (4) does not apply to a turbo charged diesel engine. In such cases the vehicle should be driven under load, past the tester so that he/she may make an assessment of the smoke. Page 18

24 3 POLLUTION/SMOKE (DIESEL) Contd Petrol/Gas Engine Vehicles 1. This test should not be carried out where: The oil warning light remains on with the engine running (reason for failure 1(1) shall be assigned) The oil level is below the manufacturer s minimum level (reason for failure 1(1) shall be assigned). The oil level is above the manufacturer s maximum level (reason for failure 1(1) shall be assigned). The coolant level is below the manufacturer s minimum level (reason for failure 1(1) shall be assigned). There are obvious engine defects (reason for failure 1(2) shall be assigned) The engine/emissions warning lamp indicates a defect in the system (reason for failure as set out in Section 29 on malfunction Indicators shall be assigned). 2. In the case of petrol/gas engine vehicles check the carbon monoxide content of the exhaust gases at the manufacturers recommended idling speed in accordance with the instructions supplied by the manufacturer of the carbon monoxide tester. The engine must be at normal operating temperature but must not be left idling for an excessive period of time due to possible damage to the catalytic converter. Electric/Hybrid Electric Vehicles 1. Purely electric vehicles are exempt from emissions testing. 2. Hybrid Electric Vehicles are to have emissions tests carried out as per the type of internal combustion engine fitted unless there is no switch to run the engine when the vehicle is stationary. ITEM REASONS FOR FAILURE MiD MaD DD 01 Preliminary Check (1) Engine oil level too high or too low, coolant level too low or the oil warning light remains on with the engine running. (2) Obvious engine defects. 02 Exhaust Smoke (for diesel engine vehicles first registered from the 1 st January, 1980 up to and including 30 th June 2008). (1) The average smoke meter reading is higher than 2.5m -1 in the case of naturally aspirated diesel engines and 3.0m -1 in the case of turbo charged diesel engines. 03 Exhaust Smoke (for diesel engine first registered after the 1 st- July, 2008) (1) The average smoke reading is higher than 1.5m Exhaust Smoke (for diesel engine vehicles first registered before 1 st January, 1980). 05 Carbon Monoxide (CO) Emission (petrol/gas engine vehicles) (1) The exhaust emission is coloured black haze or darker for two successive accelerations after the first. (1) For vehicles registered before 1 st day of October, 1986, the carbon monoxide content is more than 4.5% at idling speed. (2) For vehicles registered on or after 1 st day of October, 1986, the carbon monoxide content is more than 3.5% at idling speed. 06 On Board Diagnostics (where diagnostic tools have been connected to the vehicle by the tester) (1) OBD readout indicating significant malfunction. Page 19

25 4 AIR/VACUUM WARNING Method of Testing 1 Check that either a gauge or other visual or audible warning system is fitted. (This check is not necessary where effective braking is possible without the use of stored energy such as vacuum servo or compressed air assistance). 2 By repeated application of the foot-brake (service brake) pedal gradually exhaust the braking system of air or vacuum (with engine stopped). 3 If a gauge is fitted, note that the reading on the gauge falls steadily with each application of the brake and that when the gauge needle has reached the warning mark there is still enough vacuum (or air pressure) in the system to allow the brake to be applied at least twice more with vacuum (or air pressure) assistance. 4 If a warning lamp or audible or mechanical warning system is fitted, note that after this has operated there is still enough vacuum (or air pressure) in the system to allow the brake to be applied at least twice more with vacuum (or air pressure) assistance. NOTES (1) If vacuum gauge has no warning mark take the 25 to 30cm (10 to 12 ) mark as the warning mark. If air gauge has no warning mark take the 3.1kg/cm 2 (45 p.s.i.) (3 bar) reading as the warning mark. If no gauges are fitted an audible or visual warning should operate. (2) Where a vehicle is fitted with more than one warning system they must all be working. ITEM REASONS FOR FAILURE MiD MaD DD 01 Air/Vacuum Warning where necessary (1) A warning device not fitted, or defective. (2) Optical warning device not visible to driver, or not illuminated. (3) Insufficient air pressure or vacuum to give assistance to brakes for two or more applications after warning device has operated. (4) Spring brakes activate before warning signal. Page 20

26 5 5 AIR/VACUUM BUILD UP Method of Testing 1. In vehicles where a warning device is required empty the reservoir, start the engine, and run it at just below governed speed. Note the time it takes for the warning device to cease to operate. ITEM REASONS FOR FAILURE MiD MaD DD 01 Build-up of Air/Vacuum (Brake Reservoir) (1) Appreciably longer than maximum time allowed by the Manufacturer (in the absence of information on the above, use 3 minutes for compressed air systems, 1 minute for vacuum systems). Page 21

27 6 HORN Method of Testing 1. Check that the horn control is accessible to the driver when seated. 2. Check the security of the horn and control. 3. Depress the horn control and note that the horn sounds correctly. ITEM REASONS FOR FAILURE MiD MaD DD 01 Horn (1) Not working or not fitted. (2) Not working satisfactorily. (3) Insecurely mounted. (4) Control inconveniently placed. (5) Control insecure. Page 22

28 7 WINDSCREEN WIPERS AND WASHERS Method of Testing 1. Switch on the windscreen wipers and washers (if fitted) and check that the wipers move over an arc of the windscreen glass which is sufficient to give the driver an adequate view. 2. Examine the condition of any visible wires or pipes provided for the operation of the wipers and washers. Check the wiper controls. 3. Examine the condition of the wiper arms and blades. Check that the springs are not weak or broken. 4. Check wiper linkage for wear. 5. Check that the windscreen washer(s) function satisfactorily. NOTES (1) Washers will be considered as being fitted if there is any part of a washer system fitted. (2) This item only applies to front windscreen wipers and washers. ITEM REASONS FOR FAILURE MiD MaD DD 01 Wiper Arms and Blades (1) Missing. (2) Worn out or defective. (3) Wiped area less than sufficient to give the driver an adequate view. (4) Not cleaning windscreen effectively. 02 Speed of Wipers Speed obviously: (1) Too fast. (2) Too slow. 03 Wiper Control (1) Insecurely mounted. (2) Not working, defective or missing. 04 Washers (if fitted) (1) Not working or incorrectly aimed. (2) Leaks. Note: Where no washer is fitted or there is no fluid in the washer reservoir, check the function of the wipers and visually check the wiper blades for defects (fail item 01) 05 Wiper Linkage (1) Broken, worn or insecure. Page 23

29 8 MIRRORS Method of Testing 1. Check the number and position of the mirrors. 2. Check the condition of each mirror to see that the reflecting surface is not deteriorated or broken so as to impair the driver s view. 3. Examine the security and condition of each mirror mounting bracket. A class VI mirror must be fitted to all N2 & N3 vehicles over 7.5 tonnes DGVW, regardless of year of registration: 4. Check that at least 95% of the field of vision in front of the vehicle as shown in Figure 2 on the following page can be seen either by means of a Class VI mirror or mirrors, other means of indirect vision or by a combination of the two. For N2 & N3 category vehicles with a DGVW exceeding 7,500kg and registered after 1 st January 2000 the following additional tests will apply. 5. Check that wide angle (Class IV) and close proximity (Class V) mirrors are fitted to the passenger s side of goods vehicle of categories N2 and N3 per points 7 & 8 below. 6. Vehicles of Class N2 with a DGVW exceeding 3,500kg and not exceeding 7,500kg will not be tested for the presence of either a wide angle (Class IV) or a close proximity (Class V) mirror at this time. 7. For vehicles that must be tested for a close proximity (Class V) mirror, (i.e. N2 vehicles with a DGVW exceeding 7500kg and all N3 category vehicles), check the required field of view of this mirror is as shown in Figure 1 by ensuring that the hatched area is visible from the driver s seat. The line A-B must be in line with the driver s eye-line to ensure a compliant field of view. The field of vision of the close proximity (Class V) mirror must be physically checked using the painted area on the test centre floor and NOT using the RSA approved mirror checking tool. 8. For vehicles that must be tested for a wide angle (Class IV) mirror (i.e. N2 vehicles exceeding 7,500kg DGVW and all N3 category vehicles), check that the radius of curvature of the wide angle (Class IV) mirror is not less than 300mm but is less than 400mm using the RSA approved mirror checking tool. NOTES (1) Class VI mirrors are not required where the vehicle owner can provide evidence that a supplementary device has been fitted which meets with the indirect vision requirements of Directive 2003/97/EC (2) If no Close Proximity mirror is fitted but the hatched area in Figure 1 can be seen through a combination of Mirrors and/or other devices for indirect vision, a Class V mirror is not required. (3) For vehicles first registered since 1 st January 2000 if there is no close proximity (Class V) mirror fitted but the hatched area in Figure 1 can be seen through a combination of the Front and Wide Angle mirrors or other supplementary devices for indirect vision then there is no need for a close proximity (Class V) mirror to be fitted. (4) Class IV and V mirrors are not required where the vehicle owner can provide evidence that a supplementary device has been fitted which meets with the indirect vision requirements of Directive 2007/38/EC. Page 24

30 8 MIRRORS Contd Figure 1: Field of vision of Class V close-proximity mirror. (All dimensions in millimetres). Figure 2: Field of vision of Class VI front mirror (All dimensions in millimetres) Page 25

31 8 MIRRORS Contd Tool for checking radius of curvature of the wide angle (Class IV) mirror for vehicles registered after 1 st January 2000 To ensure compliance for vehicles registered after 1 st January 2000, these vehicles are required to be equipped with a wide angle mirror glass having a radius of curvature of approximately 300mm. Mirror glasses of 400mm and above will not be able to generate the required field of vision necessary to comply with the new requirements. The RSA approved mirror checking tool is shown in Figure 2 below and must be used to perform the check and ensure compliance with the regulations. Figure 2: Tool for checking the radius of curvature of the wide angle (Class IV) mirror. (Dimensions shown are in millimetres) Examples of Wide Angle (Class IV) Mirrors that are Outside Spec Figure 3 below shows an example of where the wide angle mirror FAILS to meet the specification as the radius of curvature is less than 300mm. For example, a mirror with a radius of curvature of 250mm would NOT meet the new requirements as indicated by the presence of gaps either side of the measuring tool. Figure 3: Image showing an incorrect radius of curvature i.e. less than 300mm. Page 26

32 8 MIRRORS Cont Figure 4 below shows another example of where the wide angle mirror FAILS to meet the specification as the radius of curvature is greater than 400mm. For example, a mirror with a radius of curvature of 450mm would NOT meet the new requirements as indicated by the presence a gap in the middle of the measuring tool. Figure 4: Image showing an incorrect radius of curvature i.e. greater than 400mm. Example of Acceptable Wide Angle (Class IV) Mirror Figure 5: Image showing in the correct range of curvature i.e. more than 300mm and less than 400mm Mirrors should be tested using both curves on the measuring tool to ensure that they fall within the limits of between 300mm and 400mm, i.e. the radius of curvature can be greater than 300mm BUT it must be less than 400mm. Page 27

33 8 MIRRORS Cont ITEM REASONS FOR FAILURE MiD MaD DD 01 Mirrors, internal and external (1) Missing. (2) Reflecting surface deteriorated or broken so as to impair the driver s view. (3) Unsuitably placed or not designed to give an adequate view to the rear. (4) So designed that it may cause undue injury in accidents. (5) Head or mounting loose. (6) Mirror not adjustable. (7) Ambulance, goods vehicle, passenger vehicle for more than 8 passengers (excluding the driver s seat) not equipped with two rear view mirrors. (8) For goods vehicles, and passenger vehicles for more than 8 passengers one of the required rear view mirrors is not fitted externally on the right hand side. All N2 and N3 vehicles with a DGVW exceeding 7,500kg: (9) Class VI mirror not fitted. (10) At least 95% of the field of vision in front of the vehicle as shown in Figure 2 cannot be seen by means of a Class VI mirror (or mirrors). N2 and N3 vehicles with a DGVW exceeding 7,500kg registered after 1 st Jan 2000: (11) Class IV (wide angle) mirror not fitted. (12) An incorrect radius of curvature of the wide angle (Class IV) mirror, i.e. the radius must be greater than or equal to 300mm and must be less than 400mm. The RSA Mirror Checking Tool must be used to perform the check. (13) Class V (close proximity) mirror not fitted. (14) At least 85% of the Class V mirror diagram (Figure 1) cannot be seen when seated in normal driving position. Page 28

34 9 DRIVER S SEAT Method of Testing 1. Examine the driver s seat and its mountings. 2. Note any movement of the seat relative to the vehicle body and the condition of the seat back and seat cushion. ITEM REASONS FOR FAILURE MiD MaD DD 01 Driver Seat (1) Loose on runners or insecurely mounted. (2) Collapsed or framework damaged. (3) Adjustment mechanism not working correctly. (4) Seat upholstery so torn or otherwise damaged that driver s comfort is affected or interior foam is protruding beyond the seat trim. Page 29

35 10 SAFETY BELTS NOTES (1) Methods 1 and 2 apply only to passenger vehicles with more than eight passenger seats and a DGVW of 3,500kg or less first registered before 20 th October 2007 (2) If safety belts are fitted to any seat of any vehicle, they must be tested per Methods of Testing 3-8. (3) From first registration date 20 th October 2007 the seats of all vehicles must be fitted with safety belts with the exception of buses designed for standee passengers. Standee passenger buses will have letters or pictograms in the vicinity of the front door giving details of the maximum number of standing and seating places the vehicle is designed to carry. (4) In the case of motor caravans, seatbelts are only required in the front seats. Where seatbelts are fitted in the rear of a motor caravan, they should be tested as normal. (5) Restraint systems for all vehicles registered after 20 th October 2007 must be type approved to Directive 76/115/EEC (as amended) and be e /E marked. (6) Where a lap belt (only) is fitted to a forward facing front seat or exposed forward facing seat other than the driver s seat, padding to a depth of at least 50mm must be provided on any bar or the top edge of any screen or partition likely to be struck by the head of a passenger wearing a lap belt in the event of a sudden deceleration. Such padding must meet the requirements of UNECE Regulation 21, Annex 4. Method of Testing 1. For vehicles registered on or after the 1 st day of June, 1971, check that a lap and diagonal type safety belt is provided for the driver and front outer passenger seat. 2. For vehicles registered on or after the 1 st day of January, 1992, check that all outer forward facing front seats are provided with a lap and diagonal type safety belt and all other forward facing front seats are provided with a lap and diagonal or lap type safety belt. 3. Pull each safety belt webbing against its anchorage and see that it is properly secured to the vehicle structure. 4. Examine the condition of all safety belt webbing for cuts or obvious signs of deterioration. In the case of the retractable type safety belt ensure that the belt is fully extended during this examination. 5. With the seat unoccupied fasten the safety belt buckle and check that the adjustment mechanism functions properly. In the case of retractable belts ensure that all the slack is removed and by pulling the belt quickly check that the locking mechanism operates. Attempt to separate the fastened belt at the buckle and check that the belt can be released when required. 6. Examine the condition of the attachment and adjustment fittings on each belt for distortion or fracture. 7. As far as is practicable without dismantling, check the condition of the vehicle structure in the vicinity of the safety belt anchorage points. The condition of floor mounted anchorage points may best be inspected from underneath the vehicle. 8. If fitted, check that the safety belt warning system is working correctly. The first level warning shall be tested according to the following conditions: (a) (b) (c) (d) Safety-belt is not fastened; Engine is stopped or idling and the vehicle is not in forward or reverse motion; Transmission is in neutral position; Ignition switch is engaged. Page 30

36 10 SAFETY BELTS Cont 9. Check safety belt installation documentation. (a) (b) (c) (d) (e) (f) (g) Check if bus is fitted with safety belts if not continue roadworthiness test as usual. If this is the first time a safety belt installation documentation check is being carried out on the vehicle and the bus is fitted with safety belts check that there is a completed owner declaration form and supporting safety belt certification for that vehicle. Check seat belt certification is for that bus and is valid (i.e. number of seats/safety belts, and vehicle s VIN/Registration number correspond). If not the bus will fail its test. If certification is acceptable, complete & stamp owner declaration form and copy completed declaration form and seat belt certification. Return original documentation to owner and retain the documentation copies on file with bus test results. Advise owner to retain and bring stamped declaration form to any future roadworthiness test. If safety belt installation documentation check has been previously carried out on the vehicle the vehicle owner only needs to present stamped owner declaration form ITEM REASONS FOR FAILURE MiD MaD DD 01 Safety Belts (1) For vehicles registered on or after the 1 st day of June, 1971, a lap and diagonal type safety belt is not provided for the driver and outer front seat. (2) For vehicles registered on or after the 1 st day of January, 1992 a lap and diagonal type belt is not provided for all outer forward facing front seats. (3) For vehicles registered on or after the 1 st day of January, 1992 a lap and diagonal or lap type safety belt is not provided for all other forward facing front seats. (4) Belt badly frayed or cut. (5) Belts not operating properly (e.g. damaged buckles, loose or detached fixing bolts, retracting or locking mechanism not functioning properly as designed and manufactured). (6) Any vehicle first registered on or after 20 th October 2007 not fitted with safety belts. Note: Safety belts which only operate when the vehicle is in motion should be checked when driving to or from the test lane. (7) Any vehicle first registered on or after 20 th October 2007 not fitted with type approved restraints (e-marked). (8) Padding missing or damaged on any hard structure in front of two-point safety belt (lap belt). 02 Safety Belt Anchorage System (1) Any load bearing member of the vehicle structure or panelling within 30cm of an anchorage point cracked, corroded or in an otherwise weakened condition. This applies to the seat mounting if the belt is anchored to the seat. (2) A belt mounting unsatisfactory (e.g. incorrect bolts fitted or no owner declaration form presented). 03 Warning System (1) The safety belt warning system, where fitted, is not operating correctly. Page 31

37 11 GLASS Method of Testing 1. Check the condition and security of the windscreen and all side and rear windows. 2. Check that where the windscreen is made of glass it is marked as automotive safety glass, e/e-marked or to an automotive standard per Table 1 below. 3. Check that there is an adequate view from the driving seat and that it is not interfered with by objects or stickers. 4. Check that in the case of vehicles first registered on or after 1 st January, 1986 the windscreen is made of laminated safety glass and marked as shown on page If the glazing presented is not marked or is marked to a standard not listed below, it is the responsibility of the owner/presenter to provide documentary evidence that the glazing material is not likely, if fractured, to produce fragments capable of causing severe cuts. 6. Check that the driver s and front passenger s window operating mechanisms are functioning properly. 7. Check the opacity of the glazing in the windscreen and front side windows. If it appears to be excessively tinted it should be tested using a light meter capable of measuring the amount of light transmitted through the glazing to an accuracy of ± 3% and suitable for reliable use in an inspection centre environment. Australia: Canada: India: Japan: COUNTRY SAFETY GLASS STANDARD AS/NZS 2080 AS/NZS 2080T CMVSS 205 (C2) IS2553 (Part 2) (window glass) JISR 3211 South Africa: UK: USA: SABS 1191 / SABS 1193 BS AU I78 / BS / BS 5282 FMVSS 205 (U) ANSI/SAE Z (Section 7) Germany: A three-period sine wave followed by the letter D. This is an older German type approval for automotive glazing. (See image below). Glazing marked Birkholz, Seitz, Roxite, Para Press or Bonoplex. Glazing marked PMMA (polymethylmethylacrylate) or PC (polycarbonate). Table 1: Acceptable safety glass standards. Page 32

38 11 GLASS Cont ITEM REASONS FOR FAILURE MiD MaD DD 01 Glass Windscreen (1) Windscreen not marked as automotive safety glass. (2) In vehicle registered on or after 1/1/86 windscreen is not marked as shown on page 34 or marked to an equivalent certified standard (see Note 3 below). (3) Objects or stickers in driver s direct line of vision. (4) Damaged beyond acceptable limits. See pages 35 and 36. (5) Glass has a visible light transmissibility level of less than 65%. 02 Glass Side and Rear Windows/ Partitions (1) Not marked as automotive safety glass (if first registered after 1 st July 1964). (2) In vehicle registered on or after 1/1/86 glass side and rear/ partition is not marked as shown on page 34 or marked to an equivalent certified standard (see Note 3 below). (3) Broken or missing. (4) Glazing in front side windows has a visible light transmissibility level of less than 65%. 03 Windscreens, Windows (1) Missing or insecure. (2) Opening mechanism of driver s window not operating. (3) Opening mechanism of front passenger s window not operating 04 Non Glass Windscreens and Side or Rear Windows (1) Made of material not certified that it is likely, if fractured, to produce fragments capable of causing severe lacerations. (2) Side or rear windows damaged such that drivers view is restricted. (3) Broken or missing. NOTES (1) Windscreen repairs are acceptable provided they meet BS Codes of Practice BS AU242 and BS AU25 (2) Side and rear windows must be BS marked to PSV standard. (3) It is the responsibility of the owner/presenter to provide proof of standards equivalency if a vehicle is presented with glass marked to another standard other than one shown in Table 1 on the previous page above. (4) Where the vehicle has been fitted with double glazed windows, both inner and outer panels must be intact. Page 33

39 11 GLASS Cont COUNTRY IN WHICH MARK ISSUES Any country which has subscribed to the Agreement of the United Nations Economic Commission for Europe concerning the adopting of uniform conditions of approval and reciprocal recognition of approval for motor vehicle equipment and parts. Done at Geneva on 20 th March, United Kingdom APPROVED STANDARD MARKS II E4* 43R ** * This number varies and relates to the country which issued the approval. ** In association with the standard mark a serial number assigned by the issuing country is shown in this position. NOTE The absence of II or III above or beside the approved standard mark indicates that the glass is not laminated. B.S or B.S or B.S.AU 178 See also note below NOTE The B.S. must be accompanied by the word laminated or the letter L.WL or WLT. The absence of these will indicate that the glass is not laminated. Page 34

40 11 GLASS Cont (Vehicles up to 7,500kg D.G.V.W.) (a) TWIN WIPER (b) SINGLE WIPER ACCEPTABLE LIMITS ZONE A Damage that can be contained within a 10mm diameter circle (maximum of two defects provided they are more than 100mm apart). ZONE B Damage that can be contained within a 20mm diameter circle or hairline cracks up to 30mm long (maximum of two defects provided they are more than 100mm apart). ZONE C Damage that can be contained within a 40mm diameter circle (maximum of three defects provided they are more than 100mm apart). NOTE (1) The vehicle should be failed where damage is beyond the above limits. (2) Damaged windscreens may be repaired provided the repairs meet the requirements of Codes of Practice BS AU242 and BS AU 251. (3) Light scratching which does not obscure the driver s view should be ignored. Page 35

41 11 11 GLASS Cont ( Vehicles exceeding 7,500kg D.G.V.W.) ACCEPTABLE LIMITS ZONE A Damage that can be contained within a 10mm diameter circle (maximum of two defects provided they are more than 100mm apart). ZONE B Damage that can be contained within a 20mm diameter circle or hairline cracks up to 30mm long (maximum of two defects provided they are more than 100mm apart). ZONE C Damage that can be contained within a 40mm diameter circle (maximum of three defects provided they are more than 100mm apart). NOTE (1) The vehicle should be failed where damage is beyond the above limits. (2) Damaged windscreens may be repaired provided the repairs meet the requirements of Codes of Practice BS AU242 and BS AU 251. (3) Light scratching which does not obscure the driver s view should be ignored. Page 36

42 MECHANICAL BRAKE HAND LEVER Method of Testing For Hand Brake Levers: 1. Examine the condition of the brake lever and its position. 2. With the brake lever in the off position. a. note the amount of side play in the lever pivot by moving the lever from side to side. b. check the condition of the pawl mechanism pivots. c. check safety guard. 3. Without operating the pawl mechanism, apply the brake slowly and check the effective operation of the pawl mechanism by listening for definite and regular clicks as the pawl moves over the ratchet teeth. 4. When the brake is fully applied: a. knock the top and each side of the lever and check that the lever is held in the on position. b. check that the lever is not at the end of its permitted travel and that there is no fouling of adjacent parts. NOTES (1) Before carrying out this inspection chock the road wheels. (2) This inspection applies to all vehicles and trailers fitted with hand levers controlling mechanical braking systems. ITEM REASONS FOR FAILURE MiD MaD DD 01 Lever/Lever -Mounting (1) Missing, fractured, badly corroded, insecure or mounting unsatisfactory or movement is obstructed. (2) Travel is excessive or movement is obstructed. (3) Seized or inoperative. (4) Parking brake ratchet not holding correctly. Excessive wear at lever pivot or ratchet mechanism. (5) Excessive movement of lever indicating incorrect adjustment. 02 Pawl Mechanism/ safety guard (1) Missing, worn, insecure, damaged or sticking. (2) Missing, fractured, badly corroded, insecure or mounting unsatisfactory. ( 3 ) When the brake is applied, knocking the top or sides of the lever releases the brake. Page 37

43 13 13 SERVICE BRAKE PEDAL Method of Testing 1. Check the anti-slip provisions on the pedal pad. 2. Move the pedal from side to side and examine the condition of the pedal pivot bearing/bush. 3. Depress the pedal to check for fouling on parts of the vehicle. 4. Release the handbrake, depress the pedal fully and check the position of the back of the pedal relative to the floor (hydraulic systems only). 5. Check the fixing of the pedal pad to the pedal and the fixing of the pedal to the operating lever. 6. Examine the condition of the pedal. NOTES (1) Before carrying out this inspection chock the road wheels. (2) Brake pedals should not be rejected for not having a pedal rubber if they were never designed to have one. ITEM REASONS FOR FAILURE MiD MaD DD 01 Service Brake Pedal Anti-slip provision (1) Anti-slip provision on brake pedal missing, loose or worn smooth 02 Service Brake Pedal Mounting 03 Service Brake Pedal Travel (1) Worn, insecure or badly corroded. (2) Excessive wear in brake pedal mounting bush. (1) Insufficient clearance between the back of the pedal and the floor of the cab (Hydraulic Systems only). (2) Pedal travel is obstructed, excessive or insufficient reserve travel. Page 38

44 14 SERVICE BRAKE OPERATION Method of Testing 1. For brake systems using air or vacuum, note the reading on the gauge and then fully depress the brake pedal and keep it depressed. Note the gauge reading whilst this is being done with the engine stopped. See Note For hydraulic systems, fully depress the pedal and keep it depressed under a steady pressure. Note whether the pedal tends to creep down. 3. For hydraulic systems, depress the pedal and note whether there is sponginess. 4. On some vehicles the action of the brakes is assisted by vacuum from the engine. Note whether this is operating satisfactorily by partially depressing the pedal, starting the engine and noting whether the pedal can be felt to dip. 5. In the case of a trailer fitted with ABS/EBS, attach the ISO 7638 connector and ensure that the light follows the correct sequence for the trailer concerned. Where the ABS/ EBS Malfunction indicator is not working, does not follow the correct sequence or indicates a defect in the system then a reason for failure as set out in Section 29 on malfunction Indicators shall be assigned. NOTES (1) If the vehicle is fitted with vacuum or air brakes and does not have a gauge this inspection cannot be carried out. In such cases the system is to be examined for leaks during the under-vehicle examination. (2) Vehicles and trailers on which ABS/EBS are mandatory: TYPE OF VEHICLE APPLICABLE DATES An appropriate motor vehicle All ABS/EBS TYPE OF BRAKING SYSTEM A vehicle plated for 44 tonne GCW All ABS/EBS A tractor unit plated for 46 tonne GCW All motor vehicles with a DGVW greater than 3.5 tonnes All First registered on or after 1 st June EBS ABS/EBS All trailers with a DGVW greater than 3.5 tonnes First licensed in the State on or after 1 st June ABS/EBS Page 39

45 14 14 SERVICE BRAKE OPERATION Cont ITEM REASONS FOR FAILURE MiD MaD DD 01 Service brake operation (1) When pedal is held depressed, air or vacuum gauge reading decreases. (2) If in hydraulic systems, pedal tends to creep down, or is felt to be spongy when held depressed. (3) If, in systems assisted by vacuum from engine, with the pedal depressed and the engine started, no dip is felt in brake pedal. (4) On two or three axle mechanically propelled vehicles, brakes are not acting on all wheels. (5) On four or more axle mechanically propelled vehicles, brakes are not acting on at least three quarters of axles. (6) Servo unit is defective or ineffective. (7) Master cylinder insecure, defective or leaking. (8) ABS/EBS not fitted where mandatory. Note: ABS/EBS is mandatory on an appropriate motor vehicle or an appropriate semi trailer as defined in Note 1 of the Introduction of this manual. Tractor Units If the Weights and Dimensions plate of a Three Axle Tractor Unit shows a Maximum Permitted Laden Weight of Combination of 44 or 46 tonnes, qualifying conditions 5, 6 or 7 under method of testing on page 13 of this manual must be met (as required). Page 40

46 15 AIR/VACUUM HAND CONTROL/VALVES Method of Testing 1. Examine the control for: (a) fractures, damage or excessive corrosion. (b) security to operating valve spindle. (c) amount of travel. (d) loose connections or leaks. (e) correct fitment. 2. Check each valve unit for security of its mounting and its connections. For electronic parking brake: 3. Visually inspect the electronic parking brake controls while the braking system is operated. NOTES (1) This inspection applies to all valves fitted in the cab to control emergency/secondary brakes, parking brakes, spring brakes or lock actuators. (2) On trailers, this inspection applies to the trailer parking brake valve. (3) In some cases it is not possible to check these items completely from the cab position, but only to obtain an indication of their condition. If a defect is suspected which cannot be verified from the cab position, the inspection must be continued from a position underneath the vehicle. ITEM REASONS FOR FAILURE MiD MaD DD 01 Air/Vacuum Hand Control (1) Missing, worn, insecure, damaged, sticking, defective or leaking. (2) Cannot be moved over its full travel. 02 Hand-operated brake control valve (1) Connections loose or leak in system. (2) Control insecure on valve spindle or valve unit insecure. (3) Unsatisfactory operation. (4) Malfunction of control valve. 03 Electronic Park Brake (where fitted) (1) Activator missing, damaged or inoperative Page 41

47 16 Section 16 Not Applicable Page 42

48 17 STEERING WHEEL & STEERING PLAY Method of Testing 1. With the road wheels in the straight-ahead position, turn steering wheel until motion can be detected at the front road wheels. Align a reference mark on steering wheel with a mark on a ruler and slowly turn steering wheel in the opposite direction until motion can be detected at the front road wheel. Measure play at steering wheel. (Special playchecking instruments are also available, measuring free play in mm or degrees. Such instruments should always be mounted and used according to the manufacturer's instructions). 2. Attempt to lift the steering wheel in line with the steering column and note any movement at the centre of the steering wheel or of the steering column. 3. Push steering wheel away and pull it towards the body and note the movement of the steering column radially and its security of mounting. 4. Examine the universal joints/flexible couplings for wear, security or deterioration. 5. Examine steering lock where fitted. 6. Examine if there has been an unsafe repair or modification carried out to the steering wheel/column/shaft or to the universal joint/clamp. NOTES (1) Where a steering mechanism is fitted with flexible couplings care must be taken to distinguish between play due to wear and apparent play due to the construction of the mechanism. (2) Some vehicles have flexible top bearings for the steering column in which case more than average movement is permissible. (3) An unsafe repair or modification carried out to the steering wheel/column/shaft or to the universal joint/clamp may require a modifications report to be presented as per Section 71 of this manual. ITEM REASONS FOR FAILURE MiD MaD DD 01 Steering Box Worm & (1) Excessive rotational play (c. 20 ). Roller or Recirculating Ball 02 Rack and Pinion (1) Excessive rotational play (c. 5 ). 03 Steering Wheel/ Column/Shaft (1) Excessive end float. (2) Bushes/Bearings/Mounting brackets missing, worn, damaged or insecure. (3) Loose or badly mounted. (4) Cracked or bent. Broken, missing or loose steering wheel, spokes, hub, rim or retaining device. Shear pin in telescopic column broken. (5) Unsafe Repair or Modification 04 Universal Joint/Clamp (1) Damaged, worn, insecure or badly deteriorated. (2) Unsafe Repair or Modification Page 43

49 17 STEERING WHEEL & STEERING PLAY Cont Notes: Excessive rotational play (measured at the outer rim of the steering wheel) Steering Box 20 on 15 (381mm) Diameter steering wheel = 67mm on rim 20 on 18 (457mm) Diameter steering wheel = 80mm on rim 20 on 21 (533mm) Diameter steering wheel = 93mm on rim 20 on 24 (610mm) Diameter steering wheel = 107mm on rim Rack and Pinion 5 on 15 (381mm) Diameter steering wheel = 17mm on rim 5 on 18 (457mm) Diameter steering wheel = 20mm on rim 5 on 21 (533mm) Diameter steering wheel = 23mm on rim 5 on 24 (610mm) Diameter steering wheel = 27mm on rim Page 44

50 18 WARNING TRIANGLE (Mechanically Propelled Vehicles) Method of Testing Check that a warning triangle as shown in either of the diagrams that follow is being carried in the case of; 1. All N2, N3 category vehicles. 2. Category M3 vehicles first registered on or after 1 st January NOTES (1) These requirements do not apply to motor caravans. ITEM REASONS FOR FAILURE MiD MaD DD 01 Warning Triangle (1) Not carried. (2) Not in good condition UNECE Regulation 27 Page 45

51 18 WARNING TRIANGLE (MECHANICALLY PROPELLED VEHICLES) Cont.. Page 46

52 19 DOORS/ LOCKS/ ANTI-THEFT DEVICES Method of Testing Examine the general condition of the driver and passenger doors. 1. Open each door and by lifting the bottom of the door check the play in the door hinges. Check the security of door locks and receivers. 2. Close the door and, without operating the door release mechanism, note whether the door primary and secondary catches hold the door closed. 3. By opening and closing each door note whether the door pillars are sound. 4. If the vehicle is fitted with sliding doors and/or power operated doors examine the condition of the runners and tracks and actuating mechanism. 5. Check anti-theft devices (except in the case of diesel powered large public service vehicles fitted with power doors). 6. Operate any power door or doors and check that the safety devices are working. ITEM REASONS FOR FAILURE MiD MaD DD 01 Doors (1) Door missing. (2) Faulty hinges or check straps. (3) Worn locks. (4) Unsafe, not working, door cannot be shut or opened properly or is liable to open on its own. (5) Catches missing, loose or not working. (6) Insecure receivers or locks. 02 Sliding Doors or power doors (1) Runners, tracks, or actuating mechanism so badly worn or defective that the door does not open or close properly. (2) Door missing. (3) Safety devices not working or defective. 03 Anti-Theft Device (1) Doors not capable of being locked by a key or other means operated by a key or combination lock to prevent vehicle movement are not provided (e.g. ignition key). Electronic locks are acceptable. 04 Steering Lock (where originally fitted) (1) Excessive wear or jamming of lock/barrel/key mechanism of a steering lock. (2) Steering lock not working. (3) Steering lock missing. Page 47

53 20 ELECTRICAL SYSTEM Method of Testing Electrical System 1. If accessible, examine the battery for security and leaks. 2. Examine all visible electrical wiring connections and components for condition, security and position. 3. Examine fan belt/alternator/dynamo drive. 4. With engine running, check instrument panel for any red warning lights illuminated. ITEM REASONS FOR FAILURE MiD MaD DD 01 Battery (1) Mounting unsatisfactory. (2) Risk of short-circuiting. (3) Leakages. 02 Radio Suppression (1) High tension leads are not suppressed. 03 Wiring, cables and connections (1) Mounting unsatisfactory. (2) Insecure or insulation damaged. 04 Generator or alternator (1) Loose or mounting unsatisfactory. (2) Not charging. (3) Drive belt loose, badly worn (liable to fail). 05 Warning light and/or Ammeter or Voltmeter (1) Not working. 06 Fuse/s (1) Substituted by anything other than the specified rated fuse. 07 Ignition Switch (1) Faulty. 08 Fan Belt (1) Loose, badly worn, or liable to failure. 09 General (1) Any red warning light on instrument panel. Page 48

54 21 RUNNING BOARDS AND STEPS Method of Testing 1. Examine the condition and security of the running boards (where fitted). 2. Examine the condition and security of the steps (or step rings) to the cab. ITEM REASONS FOR FAILURE MiD MaD DD 01 Running Boards, Arches, or Steps (1) Missing/unsafe or liable to cause injury to users. Page 49

55 22 22 CAB AND BODYWORK Method of Testing 1. Examine the body structure for rust or damage or any inessential projections which might cause injury. Examine the cab for rust or damage and check the cab mountings by rocking and pushing the cab where necessary. On tilt cabs check the retention and/ or locking devices for security. 2. Check that fumes are unlikely to enter the cab e.g. gear lever rubber boot should not be torn. 3. Check from both sides of the vehicle that the body is sitting squarely on the chassis. 4. Examine the following items for security, freedom from fracture or distortion, serious structural corrosion, excessive wear or damage and check that none is missing: (a) fixings (e.g. brackets) securing the body to the cross members or chassis; (b) fixings (e.g. brackets) securing cross or longitudinal members to the chassis; (c) securing bolts or rivets for the above fixings; (d) twist locks and swap body retaining devices; (e) parts of the body designed to carry or contain the load including the floor and main support pillars; (f) cross and longitudinal members; (g) hinges, locking and retaining devices of drop sides, tail boards and loading doors; (h) body hinges. 5. Examine all wings and other similar devices to see that they are in position and that they are: (a) (b) (c) (d) (e) securely fixed; not badly affected by corrosion; free from tears and jagged edges; not rubbing on a tyre, (except special spray suppression devices e.g. cats whiskers.) spray suppression equipment is European type approval marked. 6. Examine tipping/lifting gear for security, serious leaks or obvious defects in valves. Examine bonnet lock and safety catch. 7. Examine bumper bars for security, jagged edges or damage that could cause injury. Examine condition of any internal wheel arches. 8. Examine if there has been an unsafe repair or modification carried out to the cab or body structure. 9. Where fitted, examine that ventilation system is fully operational and that where a heating system is fitted that this heating system is such that it can blow warm air into the vehicle and demist the windscreen. 10. In the case of passenger vehicles check: (a) (b) (c) (d) (e) (f) (g) (h) (i) (j) All body panels including engine and luggage compartment covers/doors, access flaps, for presence, rust, security, jagged edges or inessential projections. The body structure for rust, cracks, damage or insecurity. Entrance/exit steps, staircases, gangways and anti-slip provisions for deterioration and security. That gangways are free from protrusions or obstructions that are likely to cause injury. That handrails, handholds, luggage racks are secure and free of jagged edges. That (other than on an open deck passenger vehicle) water or fumes are unlikely to enter the vehicle. That in the case of an articulated bus, the body bellows is not torn, deteriorated or damaged. That engine sound proofing material is secure and free from contamination by oil (risk of fire). If fitted, ensure that the heating and ventilation system is fully operational, such that it can blow warm air into the passenger area of the vehicle. That spray suppression equipment is European type approval marked. Page 50

56 22 CAB AND BODYWORK Cont NOTES 1. Corrosion The effect of corrosion on the safety of the vehicle depends on its extent and the location where 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. 2. Detecting Rust in Vehicles Since advanced rust is almost always associated with an eruption of oxidised metal and pitting or bubbling of paint, a visual inspection is usually adequate to determine its presence. However, this method may not be adequate in all cases. In underbody areas prone to rust, such as steering and suspension mounting points and major structural components which include chassis, floor, structural sills and sub frames, the presence of rust should be checked using thumb pressure or by tapping with a hammer or other appropriate tools. Corrosion affected heavy gauge metal may be tapped harder than light gauge, but unwarranted force and damage must be avoided. In using this technique, care should be taken to avoid damage to panels or paint work not rust affected in any way. When checking for advanced rust, particular attention should be paid to seam welds and spot welds. These frequently corrode through from the interior and can result in the eventual detachment of panels. Any panel which is made insecure by such corrosion must be repaired even if it is an area of the component where rust holes are not an immediate danger. 3. Classification of Rust The extent of corrosion can range from light surface rust to the total breakdown of parent metal. In general, the formation of rust and resultant loss of metal occurs in areas which retain moisture, because of a build-up of road dirt and mud etc. The extent of corrosion is classified in three stages. Stage 1 Surface Rust Light, powdery corrosion on the surface of a section of metal is termed surface rust. Surface rust can occur on or behind any body panel, particularly if the protective coating is scratched or damaged. Stage 2 Advanced Rust Surface rust, if left unattended, will develop into an advanced form of corrosion which can usually be seen as an eruption of oxidised metal, either on bare metal or under paint. This eruption occurs because the rust reaction involves an increase in volume which causes pitting or bubbling of paint. An example of a section affected by advanced rust is illustrated on the page that follows. Page 51

57 22 CAB AND BODYWORK Cont Stage 3 Extensive Rust The final stage of the corrosion process is the formation of a heavy encrustation of oxidised metal which completely replaces the parent metal. This results in a hole or series of holes in the body panel or structural member of the vehicle when the rust is removed. This category of rust can usually only be rectified by replacement of the affected body panels and parts. The illustration below shows a section affected by extensive rust. 4. Vehicle Structures Vehicle structural components can be categorised according to their importance to safety. Primary Structure The primary structure includes any structure or component which, if it collapsed, would render the vehicle uncontrollable or would considerably reduce occupant safety in a crash/collision situation. Only surface rust is acceptable in primary structure components. Any part of a load bearing member or load bearing panelling should be considered a reason for failure 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. Page 52

58 22 CAB AND BODYWORK Cont Examples of components in this category are illustrated below. Typical Primary Structure Components The weakening of any of these components can lead either to a crash or make the outcome of a crash very much worse. (1) Main Structural Members such as sub frames and chassis rails. (2) Suspension mounting areas. (3) Steering box mounting point. (4) Door sills and pillars. (5) Door hinge mounting areas. (6) Seat and seat belt anchorage points. (7) All floor panels. (8) Bulk head. (9) Body Structural Members. Secondary Structure The second category includes any structure or component which, if it collapsed, would not immediately affect a vehicle s controllability. Normally, surface rust or advanced rust in these structures or components would not make the vehicle unsafe. Extensive rust in these components is usually either hazardous to people in or near the vehicle because of its sharp edges or because exhaust fumes may escape into the vehicle. In such cases, this type of rust would make the vehicle unsafe. Typical Secondary Components Extensive rust in these components can be hazardous to vehicle occupants and other road users. 1 Mudguards or bumpers. 2 Roof. 3 Boot lid, bonnet and doors (areas within 100 mm of mounting and locking points are primary structures and must be free of advanced or extensive rust). 4 Exhaust system (vehicle may fail to meet noise emission standards if exhaust system is deteriorated due to rust). Page 53

59 22 CAB AND BODYWORK Cont 5. How to determine if a vehicle is safe TYPE OF CORROSION CATEGORY OF STRUCTURE Primary Secondary Surface Rust Acceptable Acceptable Advanced Rust Not Acceptable Acceptable* Extensive Rust Not Acceptable Not Acceptable** * Areas within 100 mm of hinges and locks (e.g. boot lid, bonnet and doors), are considered primary structures and must be free of advanced and extensive rust. ** Extensive rust is not acceptable in secondary components, if it renders the component hazardous to persons in or near the vehicle eg. sharp edges, loose panels, or in the case of exhaust fumes, leakage of exhaust gases into the passenger compartment. 6. Repairs Repairs made to primary structure components solely by using body filling compounds are not acceptable. Repairs should be made by completely welding in new metal of the same gauge as that of the manufactured component. However, plastic filler or fibreglass can be used to cosmetically smooth a non-structural component. Extensive rust in structural members can only be repaired by replacing the affected member or by completely removing all rusted material and reinforcing it so that the original strength of the affected structural member is re-established. 7. An unsafe repair or modification An unsafe repair or modification carried out to the cab or body structure may require a modifications report to be presented as per Section 71 of this manual. Page 54

60 22 CAB AND BODYWORK Cont ITEM REASONS FOR FAILURE MiD MaD DD 01 Body Structure (1) Advanced rust, cracked, damage or insecure. (2) Advanced rust or damage in bracing and support spars. (3) Advanced rust or damage in the body panels or floor. (4) Unsafe repair or modification. 02 Cab (1) Advanced rust or damage in door(s), pillars, floor or mounting area. (2) Cab mountings, worn, insecure or interfering with control functions. (3) A retention and/or locking device on a tilt cab defective or missing. (4) Fumes entering cab. (5) Unsafe repair or modification. 03 Body Security (1) Body not located squarely on the chassis. (2) Body fixings (e.g. brackets) missing, or loose, worn or damaged as to be likely to cause danger. (3) Cross or longitudinal members so deteriorated or damaged to such an extent that it would be dangerous to carry a load. 04 Body Condition (1) Body panels, pillars or floor deteriorated or damaged to such an extent that it would be dangerous to carry a load. (2) Cross or longitudinal members in such condition that the integrity of the body is seriously affected. (3) Defective hinges, twist locks, doors or retaining devices. 05 Wings/Mud flaps or other Items (1) Insecurely mounted. (2) Liable to foul other vehicle components or endanger road users. (3) Wings fitted in two halves on rear of tractor units not fitted with covering for use when the trailer is disconnected. (4) Split, missing, torn or damaged. (5) Rusted through. 06 Tipping or Lifting Gear (1) Tipping gear on/off valve defective. (2) Tipping gear insecurely mounted. (3) Serious leak. (4) Tipping gear pivots excessively worn. 07 Bumper Bar (1) Bumper bar missing, insecure, has jagged edges or damaged in a manner likely to cause injury. 08 Bonnet locking mechanism (front opening) (1) Main lock not working. (2) Safety catch not working. Page 55

61 22 2 CAB AND BODYWORK Cont ITEM REASONS FOR FAILURE MiD MaD DD 09 Boot (1) Cannot be shut or opened. 10 Inessential projections (1) Any projecting item liable to injure a pedestrian or other road user. 11 Tanker body (1) Leaking or evidence of leakage.* 12 Heating System/ Ventilation System (where fitted) including for the passenger area of the vehicle (1) Defective operation. (2) Heater Fan inoperative (not heating/working). Passenger vehicles (additional to above) 13 Body Condition (1) Body panels, luggage compartment doors, flaps, covers, missing, insecure, badly deteriorated or with jagged edges or inessential projections. (2) Defective hinges or devices for retaining any of the above devices in the closed position. (3) Defective hinges or devices for retaining the luggage compartment in the open position. 14 Body Integrity (1) Leaks permitting the entry of water or fumes into the driver or passenger compartment (other than open deck vehicles). (2) Bellows on articulated bus torn, deteriorated or damaged. 15 Handrails and Handholds (1) Unsafe or obviously missing. 16 Luggage Racks (1) Insecure. 17 Gangways (1) Floor deteriorated or floor covering loose or so worn or damaged as to be dangerous. Beading loose or trap doors insecure or so fitted as to be likely to cause injury or an accident. 18 Entrance/Exit/Steps Staircase (1) Missing, insecure, deteriorated or step linkage inoperative. 19 Anti-Slip Provisions (1) Unsafe Liable to cause injury to users. 20 Engine Sound Proof Material (1) Contaminated with oil (e.g. dripping on to ground). Page 56

62 24 TYRE CONDITION Method of Testing 1. Check whether the tyre appears to have been recut. 2. Check visually that the tyre is not seriously under-inflated. This is a major factor in load capability. If checked visually, this check is done with the axle loaded to its Gross Design Weight. 3. Check tyres on twin wheels for wall contact [see note (2)]. 4. Examine the tyre for: (a) any cut or break in the fabric, (b) any lump or bulge, (c) any exposure of the ply or cord structure. 5. Examine the valve stem for distortion or chafing. NOTES (1) It will not always be possible to see the complete tyre on a vehicle from ground level, especially on twin wheels and on some vehicles where the body shrouds part of the tyres. In such cases the vehicle should be moved to expose the hidden parts of tyres, or the examination should be completed from a position under the vehicle. (2) Side wall contact on twin wheels is unacceptable if caused by: (i) under-inflation; (ii) incorrect wheel or tyre fitment. (3) Examination of tyres will be confined to those fitted to the road wheels. Spare wheel tyres will not be examined. If, however, any defect on a tyre carried on a spare wheel of the vehicle is seen, the driver should be advised. ITEM REASONS FOR FAILURE MiD MaD DD 01 Tyre Structure (1) Evidence of any recutting of tread pattern where tyre design does not permit this. (2) Obviously under-inflated or cannot be inflated. (3) Evidence of wall contact on twin wheel fitment (see note (2) above). (4) Rupture in or exposure of ply or cord structure, tread lifting, lump or bulge, caused by separation of rubber from cords or weakness in cord structure, or tread or sidewall distorted or damaged.. (5) Any tyre having a flat spot where the tread is worn through to the fabric. (6) Incorrectly seated on wheel rim. (7) Rubber badly cracked or perished. (8) Evidence of tyre rubbing against other components. 02 Valve (1) Obvious damage or distortion of the valve stem. (2) Valve stem chafing against valve hole. (3) Air pressure monitoring system (where fitted) malfunctioning or obviously inoperative. 03 Repairs (1) Repair plug fitted in the side wall. Page 57

63 25 25 TYRE SPECIFICATION Method of Testing 1. Check each tyre to ensure that its speed rating is appropriate for the maximum legal speed permitted for the vehicle. 2. Check each tyre to ensure that the tyre load index rating for a single fitment tyre is not less than 50% (or for a twin fitment tyre is not less than 25%) of the; plated axle weight (for vehicles fitted with an authorisation plate) or design axle weight (for vehicles not fitted with an authorisation plate). The maximum permissible axle Load for normal use can be found in the tyre load data tables made available by the RSA. 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 10900kg in twin formation. The additional load-speed index may also be used when making this determination. (Refer to tyre load data tables made available by the RSA). In the case of category N2 & N3 vehicles only, where it is apparent that a vehicle has its speed restricted, either by design (as certified by the manufacturer or his authorised Irish Distributor), or via the speed limiter setting, such that it is incapable of exceeding the 90km/h national speed limit in force for these vehicle categories; tyre bonus loads may apply. Note that bonus loads only apply on the basis of the nominal load-speed index stamped on the tyre sidewall. (Refer to tyre bonus load data tables made available by the RSA). 3. Examine all the tyres fitted and note the type of structure (radial or cross-ply) and the nominal size of tyres. 4. All tyres on the same axle must be of the same structure and nominal size. 5. 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. On a two axle motor vehicle where each axle is fitted with single wheels, then all the tyres must be of the same structure, otherwise then the only tyre combination that is allowed is cross-ply in the front and radial at the rear. This does not apply to an axle on which wide single tyres with a road contact width of more than 300mm are fitted. 6. Check the tyre speed rating (table on the page that follows). 7. Check that each tyre is E- or e-marked similar to the examples on page Check each tyre to ensure that the tyre use marking is appropriate for the type of axle or vehicle to which it is fitted. For example tyres marked "TRAILER USE ONLY" or NOT FOR HIGHWAY USE should not be fitted. 9. In the case of a tyre which has been retreaded, ensure that it bears the marking Retread on its sidewall and is additionally marked with "108R" or "109R" in the vicinity of the E-mark Page 58

64 TYRE SPECIFICATION Cont 25 ITEM REASONS FOR FAILURE MiD MaD DD 01 Tyre Fitment (1) Tyres fitted to individual axles including twin wheels are not of the same type (i.e. cross ply or radial ply) or size. (2) A tyre on a steerable axle which is not of the same structure as any other tyre on any steerable axle. (3) Tyres are incorrectly matched with the wheels. (4) On a two axle motor vehicle fitted with single tyres on both axles where radial ply tyres are fitted to the front wheels but not to the rear wheels. [This is, however, permissible in the case of vehicles with rear twin wheels or with wide tyres with a contact area exceeding 300mm (12 in width)]. (5a) Tyre load index rating for a single tyre is less than 50% of the; plated axle weight (for vehicles fitted with an authorisation plate) or design axle weight (for vehicles not fitted with an authorisation plate). (5b) Tyre load index rating for a twin fitment tyre is less than 25% of the; plated axle weight (for vehicles fitted with an authorisation plate) or design axle weight (for vehicles not fitted with an authorisation plate). (6) A tyre is not E- or e-marked. (7) Tyre use marking is not appropriate for the type of axle or vehicle to which it is fitted. (8) Any tyre fitted in the incorrect direction (directional tyres) or wrong side out (asymmetrical tyres). (9) A tyre which has been retreaded but which does not bear the word Retread on its sidewall. (10) A tyre which has been retreaded but which is not marked "108R" or "109R" (This marking will be located in close to the location of the E-mark) (11) Speed rating less than maximum legal speed permitted for the vehicle NOTES (1) It will not always be possible to see the complete tyre on a vehicle from ground level, especially on twin wheels and some vehicles where the body shrouds part of the tyres. In such cases the vehicle should be moved to expose the hidden parts of tyres, or the examination should be completed from a position under the vehicle. Tyre-Sidewall Markings showing additional load-speed index Page 59

65 25 TYRE SPECIFICATION Cont Tyre Speed rating table Code km/h Code km/h A1 5 L 120 A2 10 M 130 A3 15 N 140 A4 20 P 150 A5 25 Q 160 A6 30 R 170 A7 35 S 180 A8 40 T 190 B 50 U 200 C 60 H 210 D 65 V 240 E 70 Z over 240 F 80 W 270 G 90 (W) over 270 J 100 Y 300 K 110 (Y) over 300 The speed rating of a tyre indicated by speed symbol which is made up of a single letter or an A with one number. It indicates the maximum speed at which the tyre can carry a load corresponding to its Load Index. E-mark All tyres sold for road use in the EU after July 1997 must carry an e/e-mark. The mark itself is either an upper case E or lower case e - followed by a number in a circle or rectangle, followed by a further number. An (upper case) E indicates that the tyre is certified to comply with the dimensional, performance and marking requirements of ECE Regulation 30 (primarily M1, O1, O2), Regulation 54 (primarily M2, M3, N, O3, O4) or Regulation 109 (retreaded tyres for commercial vehicles and their trailers). A (lower case) e indicates that the tyre is certified to comply with the dimensional, performance and marking requirements of Directive 92/23/EEC. The number in the circle or rectangle denotes the country code of the government that granted the type approval. The last number outside the circle or rectangle is the number of the type approval certificate issued for that particular tyre size and type ARRANGEMENT OF APPROVAL MARK OR UNECE 30 APPROVAL MARK Page 60

66 26 26 TYRE TREAD Method of Testing 1. Check with a tyre tread depth gauge, that the central three-quarters of the tread pattern has a depth of at least the minimum legal requirement (currently 1.6 millimetres) around the full circumference of the tyre. It will be necessary to move the vehicle to ensure the full circumference of each tyre is checked. NOTES (1) Where the pattern is interrupted by tread wear indicators but has at least 1.6mm overall tread depth the tyre concerned should not be failed for inadequate tread-depth. (2) Driver to be advised if tyre tread is less than 3mm deep. Although legal to a tread depth of 1.6mm, anything less than 3mm presents a risk of greatly reduced wet traction. ITEM REASONS FOR FAILURE MiD MaD DD 01 Depth of tread (1) Depth of less than the minimum legal requirement (currently 1.6mm) in the central three-quarters of the tread pattern. ADVISORY NOTICE ADVISORY NOTICE Advisory Notice Advisory for tread Notice depth for less tread than depth 3mm less (but than more 3mm than (but 1.6mm). more than 1.6mm). Page 61

67 27 27 WHEELS Method of Testing 1. Make an inspection of each part of the road wheel, paying particular attention to whether there is: (a) any fracture of flanges, (b) any fracture on tyre retaining rings, (c) any welding breaking away, (d) any stud hole badly worn, (e) any wheel stud missing, (f) any wheel nut missing, (g) any wheel nut loose, (h) any tyre retaining ring, the ends of which are butting, (i) any wheel badly distorted. 2. Check that the correct type of wheel and wheel nut is fitted. NOTES (1) It is not always possible to see the complete road wheel on a vehicle from ground level, especially on twin wheels and on some vehicles where the body shrouds part of the wheels. In such cases the vehicle should be moved to expose the hidden parts of wheels or the examination should be completed from a position under the vehicle. (2) Where wheel embellishers or hub caps are fitted they should be removed by the vehicle operator prior to the test. Where an owner has not removed or refuses to allow the wheel embellishers or hub caps of the vehicle to be removed, then a CVR test may be carried out but a pass statement will not be issued. ITEM REASONS FOR FAILURE MiD MaD DD 01 Wheel or wheel with split rim (1) Any crack or defective weld. (2) More than 13mm (½ ) askew or buckled. (3) Turned the wrong way or incorrectly fitted. (4) Out of balance. (5) Damaged. (6) Incorrect size or incorrect wheel type fitted. (7) Any spoke or wheel component in such a condition that there is a danger of failure. (8) Any tyre retaining ring damaged or fitted in a manner likely to cause danger. 02 Wheel embellishers or hub caps (1) Not removed (See Note 2 above) 03 Studs/nuts and stud holes (1) Worn, elongated, damaged or threads stripped or crossed. (2) Any stud or nut missing or loose. (3) Any stud hole, stud, or nut in such a condition that there is a danger the wheel will come loose. (4) Wheel nut incorrectly fitted. (5) Incorrect wheel nut fitted. Page 62

68 28 28 REFLECTORS AND REAR AND SIDE MARKINGS Method of Testing: Rear Reflectors (required on all vehicles) 1. Check that two red reflectors are fitted to the rear of the vehicle with one on each side of the centre line of the vehicle and that on combinations over 12.19m (40 ) they are triangular in shape. 2. Check that each reflector is so positioned that: (a) It is vertical and facing squarely to the rear; (b) No part of the vehicle extends laterally more than 16 beyond reflector; (c) No part of the reflecting area of one reflector is less than 533mm (21 ) from any part of the reflecting area of the other reflector; (d) It is not more than 762mm (2 6 ) from the extreme rear of the vehicle; (e) It has no part of the reflecting area higher than that allowed, for the vehicle being tested (see page 65); (f) It has no part of the reflecting area lower than that allowed, for the vehicle being tested (see page 65); (g) It is at the same height as the red reflector on the other side of the vehicle. Side Reflectors (if fitted) 3. Side reflectors if fitted must be amber in colour. Rear and Side Markings 4. Required on goods vehicles and trailers having a design gross vehicle weight exceeding 3,500kg. Required on any trailer in combination of vehicles where such combination or such combination and its load exceeds 11 metres in overall length. Not required on motor caravans, fire engines, ambulances or buses. Notes: Either Irish markings UN ECE Regulation 104 markings are acceptable. Tape used for retro-reflective marking to UN ECE 104 must be type approved and carry E markings at least every 50cm. 5. Check that sufficient prescribed rear and side markings are securely attached to the vehicle (see diagram) and: (a) Are fitted so that every part is clearly visible when viewed from the rear or side respectively; (b) Every part is facing substantially square to the rear or side as the case may be and forms a V at the centre (unless fitted in two halves) see leaflet RT- 16. (c) No part of a rear marking extends beyond the outermost part of the vehicle on either side and the marking is symmetrical about the longitudinal axis of the vehicle. (d) The spacing, area and positioning of the markings are correct. Long Vehicle Signs 6. Check that a Long Vehicle sign of the type shown in diagram 1 or alternatively two signs of the type shown in diagram 2 are fitted to the rear of combinations over 13 metres in length and are clearly visible. Rear trailer or semitrailer markings to UNECE 70 with the words LONG VEHICLE are also acceptable. Page 63

69 28 REFLECTORS AND REAR AND SIDE MARKINGS Cont Size, colour and wording of rear marking signs Rear Marking Plates for Trailers & Semi-trailers To UNECE Regulation 70 Page 64

70 28 28 REFLECTORS AND REAR AND SIDE MARKINGS Cont Extent of Display of Side Markings (Irish) See diagrams below The side marking must be displayed over not less than 75% of the length of a vehicle exclusive of: (i) (ii) the sum of the diameters of wheels on the same side and, in the case of a trailer, the sum of the diameter of wheels on the same side and the length of the draw bar. The side marking must also be displayed over not less than 75% of any distances between wheels on the same side of a vehicle the centres of which are 2.2 metres or more apart. Position of rear lamps on HCV s, trailers, semi-trailers, and buses Page 65

71 28 REFLECTORS AND REAR AND SIDE MARKINGS Examples of UN ECE 104 Markings: 1. Side marking with strips 1.1. Retro-reflective marking materials installed on vehicles may be made up of an element or several elements preferably continuously, parallel or as close as possible parallel to the ground. The same rule applies for tractor units, semi-trailers and other vehicle combinations. A combination of vehicles and trailers marked and unmarked in the sense of this Regulation is discouraged The mounting of the markings should identify as close as possible the entire length and width of the vehicle. Entire means at least 80 per cent of the length and/or width In case of non-continuous strips the distance between single elements should be as small as possible and should not exceed 50 per cent of the shortest element length Retro-reflective marking materials shall have a minimum height above the ground of at least 250mm and a maximum height of 1,500mm. However, 2,100mm may be accepted in cases where technical conditions forbid the compliance with the maximum value of 1,500mm. 2. Contour marking for the sides and rear (full contour marking mandatory on the rear of vehicles over 2.1 Metres wide) 2.1. The mounting of the contour markings should identify as close as possible the overall shape of the vehicle to the side and rear In case of non-continuous strips, the distance between single elements should be as small as possible and should not exceed 50 per cent of the shortest element length The lower part of the retro-reflective marking materials should have a minimum height above the ground of at least 250mm and a maximum height of 1,500mm. Specification of marking dimensions 1. Side and rear marking with strips 1.1. General. The markings shall be made of strips of retro-reflective material Dimensions The width of a side and/or rear marking material shall be 50mm +10/-0mm (i.e mm) The minimum length of an element of a retro-reflective marking material shall be such that at least one approval mark is visible. NOTES (1) Tape used for retro-reflective marking to UNECE 104 must be type approved and carry E markings at least every 50cm. Page 66

72 2 28 REFLECTORS AND REAR AND SIDE MARKINGS Cont Reflectors and rear and side markings UNECE markings max 150cm 2 min. 25cm *special cases 210 Page 67

73 28 REFLECTORS AND REAR AND SIDE MARKINGS Cont ITEM REASONS FOR FAILURE MiD MaD DD 01 Rear Reflectors (1) One or both missing or ineffective, or dirty. (2) Not red in colour. (3) Seriously cracked or damaged. (4) Incorrectly mounted (see diagram). (5) Not matching in size and appearance. (6) Insecurely mounted. (7) More than 762mm (2 6 ) from the extreme rear of vehicle. (8) Not triangular on a trailer or semi-trailer where the combination is over m (40 long). (9) Triangular reflectors fitted other than to a trailer. Note (One piece retro-reflective type triangular reflectors are acceptable.) 02 Side reflectors (if fitted) (1) Not amber in colour. 03 Rear and side markings Irish (1) Not fitted. (2) Incorrect colour or design. (3) Lower edge of marking is less than 600mm (24 approx.) above the ground. (4) Lower edge of marking is more than 2m (78 approx.) above the ground. (5) Marking is less than 150mm (6 approx.) in height. (6) Retro-reflective or fluorescent material obviously not used. (7) Damaged or in such condition that effectiveness is seriously reduced. (8) Insecurely fitted. (9) UNECE side and Irish rear markings fitted. 04 Rear Marking Irish (1) Is fitted more than 600mm (24 approx.) from the extreme rear of the vehicle (except in the case of the drawing component of an articulated vehicle). (2) Does not lie mainly in a horizontal plane. (3) Fitted more than 300mm (12 approx.) in from the outer edge of the vehicle. (4) If fitted in two parts the two parts are not at the same height or the space between them is more than 650mm (26 approx.) (5) Area less than 3000 cm 2 (465 in 2. Approx.) Page 68

74 28 REFLECTORS AND REAR AND SIDE MARKINGS Cont ITEM REASONS FOR FAILURE MiD MaD DD 05 Side Marking Irish (1) Marking is fitted more than 450mm (18 approx.) from the front or rear of the vehicle (except in the case of the rear of the drawing component of an articulated vehicle). (2) If fitted in sections any section is less than 450mm (18 approx.) in length. (3) Displayed over less than three quarters of the overall length of the vehicle less the sum of the diameters the wheels (disregarding also the length of the drawbar in the case of a trailer). (4) Displayed over less than three quarters of distance between two adjacent wheels (unless wheels are less than 2.2m (approx. 87 apart). (5) Located more than 450mm (18 approx.) in from the side of the vehicle. (6) Does not lie in a mainly horizontal plane. 06 Vehicle Combination over 13 metres long 07 Rear and side markings UNECE 08 Rear Marking UNECE 09 Side Marking UNECE (1) For Irish spec signs, the Long Vehicle sign or signs of one of the types shown in the diagram are not fitted. (2) The Long Vehicle sign is not fitted horizontally and/ or between 350mm and 2 metres above the ground. (3) In a case where there are two Long Vehicle signs they are not at the same height and as near as practicable to the outermost edges of the vehicle. (4) A Long Vehicle sign is damaged or in such condition that its effectiveness is seriously reduced. (5) Retro-reflective or fluorescent material is obviously not used. Note: For UNECE markings, either yellow or white is acceptable for side markings. Rear markings must be red. (1) Not fitted. (2) Incorrect colour or design. (3) Damaged or in such condition that effectiveness is seriously reduced. (4) For UNECE markings, material is not type approved to Regulation 104 (not E-marked). (5) For UNECE markings, marking material is less than 50mm or more than 60mm wide. (1) For UNECE 104 markings, the cumulative length is less than 80% of the vehicle width and as close to the edges of the vehicle as is practical. (2) UNECE rear markings not full contour marking for vehicle more than 2.1 metres wide. (3) For UNECE markings, lower element is less than 250mm or greater than 1500mm above the ground. (4) For UNECE markings, the upper element is more than 400mm lower than the top of the vehicle. (1) For UNECE side markings, is not contour marked (partial or full) on vehicles over 6m in total length. Trailer length includes drawbar. (2) For UNECE markings, lower element is less than 250mm or greater than 1500mm above the ground. (3) For UNECE Contour markings upper element is more than 400mm lower than the top of the vehicle. (4) For UNECE 104 markings, the cumulative length is less than 80% of the vehicle overall length. (5) For UNECE markings is not within 600mm of each end of the vehicle. Page 69

75 29 MALFUNCTION INDICATORS Method of Testing 1. Where fitted, check the malfunction indicators for the Supplemental Restraint System (SRS) Airbags, Electronic Stability Control (ESC), Electronic Braking System (EBS) / Anti-Lock Braking System (ABS), Electronic Power Steering (EPS), Parking Brake, brake fluid warning lamp and engine warning/ emissions lamp. Manufacturer s check sequence must be verified. ITEM REASONS FOR FAILURE MiD MaD DD 01 Supplemental Restraint System (SRS) Airbags 02 Electronic Stability Control (ESC) also known as Vehicle Stability Function (VSF) ( 1 ) Malfunction indicator not working or indicates a defect in the system. (1) Malfunction indicator indicates a defect in the system. 03 Anti Lock Brake System (ABS/EBS) ( 1 ) Malfunction indicator not working or indicates a defect in the system. 04 Electronic Power Steering (EPS) ( 1 ) Malfunction indicator indicates a defect in the system. 05 Electronic Parking Brake (1) Malfunction indicator not working or indicates a defect in the system. 06 Brake Fluid Warning Lamp (1) Malfunction indicator indicates a defect in the system. 07 Engine Warning/ Emissions Lamp (1) Malfunction indicator indicates a defect in the system. ADVISORY NOTICE Other warning light(s) illuminated. NOTES (1) Further detail on the procedures to be followed with regard to checking the malfunction indicators may be specified in the methods of testing for other test items in this manual Page 70

76 30 BRAKE FLUID Method of Testing 1. Examine brake fluid reservoir for fluid level, leaks and condition of fluid. ITEM REASONS FOR FAILURE MiD MaD DD 01 Reservoir (1) Lower than 1/2 full or below manufacturers minimum level. (2) Leaking or cap missing. (3) Fluid obviously dirty or contaminated. (4) Mounting unsatisfactory. Page 71

77 31 SIDE GUARDS AND REAR UNDERRUN PROTECTION Method of Inspection Side Guards 1. For the purpose of the vehicle roadworthiness testing scheme side guards are required on goods vehicles, trailers or semi-trailers exceeding a D.G.V.W. of 3,500kg first licensed in the Republic of Ireland on or after the 1 st day of January, They are required to give protection on any side of the vehicle where the distance between any two adjacent axles exceeds 3 metres. 2. The following vehicles and trailers do not require side guards: (a) a vehicle which by its construction is incapable of exceeding 25kph (15 (b) (c) (d) (e) (f) (g) mph), a side or rear tipper; a vehicle, trailer or semi-trailer designed for refuse collection, street cleaning or for the collection or disposal of the contents of gullies or cesspools; the tractor unit of an articulated vehicle; a vehicle or trailer designed to carry other vehicles loaded on it from the front or rear; a vehicle with a load platform the upper surface of which is not more than 750mm from the ground along the length for which protection is required; a vehicle, trailer or semi-trailer specially designed and constructed to carry exceptionally long timber poles, tree trunks, beams or girders. For vehicles, trailers and semi-trailers that are required to have side guards check that the side guards are securely fitted, free from cracks, corrosion, jagged edges or damage that would render the side guard ineffective or would endanger other road users. 3. Check visually that the dimensions are correct see pages 73 and Check that the side guards are fitted not more than 30mm inboard of the outermost tyre of the widest rear axle (except near the foremost edge of the side guard) and do not increase the overall width of the vehicle. NOTES (1) The provision of 3 metres is from centre to centre of axles. (2) In the case of a vehicle, trailer or semi-trailer, designed solely for the carriage of a fluid substance in a closed tank, which is permanently fitted to the vehicle or trailer and provided with valves and hose or pipe connections for loading or unloading, the dimensions in the attached sketch shall only apply in as far as is practicable. (3) In the case of a vehicle, trailer or semi-trailer, which is fitted on one or both sides with an extendable device to provide stability in operation, the dimensions in the attached sketch shall only apply in so far as is practicable. (4) In the case of a trailer with an extendable chassis the area to be protected by side guards shall be determined when the chassis is at its minimum length. Page 72

78 31 SIDE GUARDS AND REAR UNDERRUN PROTECTION Page 73

79 31 SIDE GUARDS AND REAR UNDERRUN PROTECTION Cont Examples of Maximum and Minimum Dimensions for Side guards for Vehicles with Superstructure Wider than Tyres Page 74

80 31 SIDE GUARDS AND REAR UNDERRUN PROTECTION Cont Examples of Maximum and Minimum Dimensions for Side guards for Vehicles with Superstructure Wider than Tyres Dimensions in Millimetres Single rail guards are required to be fitted with the same size front upright as shown for the twin rail guards on page 78. A single rail guard open ended at the front is not acceptable under any circumstances. However, single rail guards could be accepted where the front upright is substituted by a fixed item which would afford the same protection as a front upright. Page 75

81 31 SIDE GUARDS AND REAR UNDERRUN PROTECTION Cont Method of Inspection Rear Underrun Protection 1. For the purpose of the vehicle roadworthiness testing scheme a rear underrun protective device is required on goods vehicles, trailers and semi-trailers exceeding a D.G.V.W. of 3,500kg and first licensed in the Republic of Ireland on or after the 1 st day of January, The following vehicles do not require rear underrun protection devices: (a) (b) (c) (d) (e) (f) (g) (h) A mechanically propelled vehicle which by its construction is incapable of exceeding 25kph (15 mph). The tractor unit of an articulated vehicle; A vehicle or trailer fitted with apparatus specially designed for spreading material on road; A vehicle or trailer which tips to the rear; A vehicle or trailer specially designed and constructed to carry other vehicles loaded on it from the rear (e.g. car transporter); A concrete mixer; Vehicle, trailer or semi-trailer specially designed and constructed to carry exceptionally long timber poles, tree trunks, beams or girders; Vehicle fitted with a tail lift which forms at least 1 metre of the floor at the rear. 2. For vehicles, trailers and semi-trailers that are required to be equipped with a rear underrun protective device check that the device is securely fitted, free from cracks, corrosion, jagged or sharp edges or damage that would render the rear guard ineffective or endanger other road users and that it has a ground clearance of not more than 550mm. Check that the underrun device extends to within 100mm of the outer edge of the outermost tyres but not beyond this edge. The outer edges of the device must be radiused to a curvature of 2.5mm or more and must not be bent to the rear. The depth of the underrun device should be not less than 100mm (see page 78). 3. Where a vehicle required to be fitted with a rear underrun device cannot be practically fitted with a one piece device it shall be fitted with two or more devices which comply with the clearance requirements in the diagram. Check that the space between one device and the device adjacent to it in such a case is not more than 500mm. Page 76

82 31 31 SIDE GUARDS AND REAR UNDERRUN PROTECTION Cont ITEM REASONS FOR FAILURE MiD MaD DD 01 Side Guards (Where required see method of inspection) (1) Not fitted to vehicle, trailer or semi-trailer where required by law. (2) Dimensions incorrect (see pages 73-75). (3) Insecure, cracked, corroded or has sharp or jagged edges. (4) Damaged in such a manner that would endanger other road users or render it ineffective. (5) Outer surface not flat or corrugated horizontally. (6) Fitted more than 30mm inboard of the outer edge of the outermost tyre of the widest rear axle. (7) Increases overall width of the vehicle. 02 Rear Underrun Protection (Where required see method of inspection) (1) Not fitted to vehicle, trailer or semi-trailer where required by law. (2) Dimensions incorrect (see page 78). (3) Insecure, cracked, corroded or has sharp or jagged edges. (4) Damaged in such a manner that would render it ineffective or endanger other road users. (5) Increases overall width of vehicle. Page 77

83 31 SIDE GUARDS AND REAR UNDERRUN PROTECTION Cont 2 Page 78

84 32 SPARE WHEEL AND CARRIER Method of Inspection 1. Examine the spare wheel carrier, if fitted, for security and attachment to vehicle. 2. Examine the mounting points and the structure of the carrier to see that they are free from fractures. 3. If there is a spare wheel in the carrier, check that this is securely held. ITEM REASONS FOR FAILURE MiD MaD DD 01 Spare wheel carrier (if fitted) (1) Cracked or insecurely mounted. 02 Spare Wheel (1) Insecurely mounted. Page 79

85 33 RESERVOIRS/VALVES/MASTER CYLINDERS/CONNECTIONS Method of Testing Reservoirs (Air or Vacuum) 1. Examine reservoirs for security of mounting. 2. Check that the securing straps are free from cracks, fractures and excessive corrosion, and do not chafe reservoirs or other fittings. 3. Check that reservoir capacity is not unduly reduced by dents. 4. With air pressure or vacuum built-up, check for leaks in the system. 5. Check reservoirs for oil or water contamination. 6. Where automatic drain valves are fitted check that they are working. Servos (Air or Vacuum) 1. Examine servos for security of mounting. 2. Where an adjustment indicating rod is provided check that this indicates proper adjustment. Valves (Air or Vacuum) 1. Examine all valves for security of mounting. 2. With brakes off and applied, check for leaks. 3. Check whether excessive discharges of oil are evident or occur from pedal exhaust valve, unloader valve and/or governor valve. 4. Check that load sensing/brake proportioning valves are not damaged or inoperative. Check that the operating arm is free to move and appears to be operating normally. Master Cylinders and Reservoirs (Hydraulic) 1. Examine for security. 2. Check for leaks. ABS/EBS 1. Check any sensors, valves or wiring for insecurity or damage. In the case of vehicles showing a Maximum Permitted Laden Weight of Combination of 44 or 46 tonnes; these vehicles are also required to satisfy qualifying conditions 5, 6 or 7 (as required) under method of testing on page 13 of this manual respectively. 2. In the case of mechanically propelled vehicles registered on or after 1 st June 2011 and trailers first licensed in Ireland on or after 1 st June 2011, check that an anti-lock braking system (ABS or EBS) is fitted. Note: The new braking requirements introduced since 1 st June 2011 do not apply to trailers designed and constructed specifically to be towed by land tractors. These are known as Category R Trailers. If, however, anti-lock brakes have been fitted to a trailer that is presented for a test, it is a legal requirement under existing Road Traffic legislation that they be maintained in good and efficient working order and shall be properly adjusted. NOTES (1) It is not acceptable to remove an ABS/EBS system fitted to a vehicle or trailer/semitrailer. Page 80

86 33 RESERVOIRS/VALVES/MASTER CYLINDERS/CONNECTIONS Cont ITEM REASONS FOR FAILURE MiD MaD DD 01 Master cylinder/ servo (1) Insecurely mounted/mounting panel cracked. (2) Leaking or defective. 02 Valves (1) Insecurely mounted, leaking or defective. (2) Excessive discharge of oil. (3) Valve seized or inoperative. 03 Servos (1) Adjusting rod indicates adjustment is required. (2) Not working, insecure or defective. (3) Damaged, badly corroded or leaking. 04 Air/Vacuum Reservoirs (1) Obvious evidence of excessive oil or water in air brake system. (2) Insecurely mounted, damaged or leaking. (3) Securing straps damaged or corroded. (4) Securing straps chafing reservoir or other fittings. 05 Load sensing and brake proportioning valves/brackets (1) Damaged, inoperative, missing, or not functioning correctly. Defective linkage, incorrect adjustment, seized, not working. (2) Data plate missing (where originally fitted) or data illegible or not in accordance with requirements. 06 ABS/EBS Components or Wiring (1) Any component or wiring missing, insecure, damaged or not operating. (2) ABS/EBS removed or disabled. (2) Wheel speed sensors missing or damaged. 07 Vehicle classed as an appropriate motor vehicle or an appropriate semitrailer (1) No ABS/EBS fitted. (2) No EBS fitted to tractor unit plated for 46 tonne operation. 08 Vehicles registered on or after 1 st June 2011 and trailers first licensed on or after 1 st June 2011 (1) No anti-lock brake system fitted (ABS/EBS). Page 81

87 34 FUEL SYSTEM Method of Testing 1. Examine the fuel tanks to see that they are firmly held and secure on their mountings and in the case of Liquid Petroleum Gas/Compressed Natural Gas that the fuel tank is not damaged. 2. Examine fuel tank straps or supports and mounting brackets to see that they are secure and free from fracture and that none is missing. 3. Examine the mounting bracket bolts to chassis to see that they are secure. 4. On vehicles fitted with LPG or CNG, ensure that the retest date of the fuel tank (if present) has not passed. 5. Where the LPG/CNG fuel tank is fitted inside the vehicle check that the tank valves are either piped separately to the outside of the vehicle or contained in a gas tight sub-compartment which is vented to the outside of the vehicle. 6. Check that any ducting used for venting sub-compartments or tank valves is not damaged or blocked. 7. Check that no fuel tank is fitted to the roof of the vehicle or, in the case of LPG/CNG tanks, the vehicle has type approval to UNECE 110. If type approval is not listed on manufacturer s plate, documentation will be required if an exemption from this requirement is claimed. 8. Where LPG/CNG is fitted check that the manual hand valve on the tank can be closed off or where a solenoid is fitted in place of or as an extra protection for the manual valve that it can be heard to open and close when the ignition key is switched on and off with the LPG/CNG switch on the dash in the on position. 9. In CNG systems a second manual valve will normally be found near the filler valve which is usually in the engine compartment, this should also be checked. 10. Check that a fuel tank cap is present and of the correct type. 11. Check that there are no leaks from the system in the case of petrol or in the case of diesel there are no leaks such that fuel is dripping or in the case of LPG/CNG if a hissing noise (pressure leak) can be heard. 12. Examine fuel pipes to see they are securely clipped to prevent damage by vibration, chafing or cracking. 13. Check that pipelines/hoses are not damaged or deteriorated (e.g. kinked or flattened) and are not in a position to be fouled by moving parts or the road. 14. Check that all components of the fuel system are securely mounted. 15. While seated in the driving position, check that the throttle control is: (a) (b) (c) functionally complete; not cracked, fractured or excessively worn or corroded; not obstructed or impeded in its travel. 16. Check that the excess fuel device on diesel engine vehicles cannot be readily operated from within the cab if it is of a type which, with the engine running, will cause an increase in smoke. 17. Check that engine stop control is working satisfactorily on diesel engine vehicles. Where LPG/CNG is fitted, check that the engine fuel supply solenoids (usually in engine compartment for each fuel used) can be heard to open and close when each fuel system is selected on the dash LPG/CNG switch. 18. Check that the air filter is present and secure. NOTES (1) The extent of this inspection is limited to those parts which can readily be seen and which are readily accessible without dismantling. (2) All fuel tanks on the vehicle trailer or semi-trailer are included in the inspection. Page 82

88 34 FUEL SYSTEM Cont ITEM REASONS FOR FAILURE MiD MaD DD 01 Fuel system including fuel tank, fuel pump, fuel filters and fuel lines. (1) Incorrectly or loosely mounted. (2) Very rusty. (3) Leaks. (4) No fuel cap. (5) Unsuitable fuel tank or in the case of LPG/CNG test date has expired. (6) LPG/CNG tank fitted inside vehicle without being sub-compartmented or having valves piped to the outside. (7) Fuel tank fitted to roof unless type-approved to UNECE Regulation 110. (8) Manual or solenoid valves not operating. (9) LPG/CNG venting or ducting pipes damaged or blocked or subcompartment obviously not gas tight. (10) Possibility of fuel lines being crushed, chafed, ruptured or subject to excessive vibration. 02 Air Filter Assembly (1) Air filter insecure or missing. 03 Throttle Control (1) Sticking or binding, excessively worn or loose. (2) Link pins, retaining devices or safety devices missing. (3) Cracked or fractured mounting bracket or panel. 04 Excess Fuel Device (1) Gives off excessive smoke if operated from within the cab after the engine has been started. 05 Engine stop control (1) Not working or missing. Page 83

89 35 35 TOWING/COUPLING/FIFTH WHEEL Method of Testing All Vehicles 1. Examine if there has been an unsafe repair or modification carried out to the coupling device. DRAWING VEHICLE Drawing Coupling 2. Examine the drawing vehicle coupling/bar/jaw/pin/eye/ball/hook. Note the condition of these components and ensure that they are free from distortion and/or fracture. (1) Check the hook/ball or pin/bushes for wear using a gauge where appropriate. (2) Check the body of the coupling for wear, distortion or cracks. (3) Examine the cross member to which the coupling is mounted paying particular attention to the inner face of the cross member for security and cracks. (4) Note that the coupling assembly is securely attached to the vehicle. (5) Check that locking and safety devices are in position and working correctly. (6) Check any rubber components for deterioration (e.g. wear/cracks or swelling). (7) Correctly positioned. Fifth Wheel Coupling 1. Examine the security of the fifth wheel assembly to the chassis. 2. Examine the jaw of the fifth wheel coupling for wear. 3. Examine the fifth wheel coupling plate for cracks or wear. 4. Examine the safety locking device of the fifth wheel coupling. 5. Examine the articulating brackets of the fifth wheel assembly for cracks or damage. 6. Unlock jaw by pulling release handle to fully out position. Using an unworn dummy kingpin check that the coupling mechanism operates satisfactorily. With the dummy kingpin locked in position measure the amount of wear in the mechanism by moving the kingpin backwards and forwards. 7. Check any adjustable mechanism (e.g. sliding mechanism) for wear and security. 8. Correctly positioned. Automatic Coupling 1. Examine the coupling hooks and operating members for wear and security. Articulated Bus 1. Open both inspection covers (in the floor). 2. Check the coupling framework for cracks or damage. 3. Inspect the coupling framework bushes/pins for deterioration, wear and security. 4. Check ram pins for wear and security. 5. Check hydraulic rams and pipes for leaks and deterioration. 6. Have a colleague drive the vehicle backward and forward and note any movement in the coupling. 7. Check air pipes for leaks, deterioration and/or security. 8. Check sensors or sensor brackets for security. Page 84

90 35 TOWING BRACKET/COUPLING/FIFTH WHEEL Cont NOTES (1) If a trailer or semi-trailer is coupled to the drawing vehicle at the time of the inspection disconnect the red suzie (i.e. the breakaway protection line) and request the driver to move the drawing vehicle backwards and forwards. Check for excessive movement between drawing vehicle and trailer or semi-trailer. Have the driver uncouple the trailer or semi-trailer in order that the towing mechanism on the drawing vehicle and trailer or semi-trailer may be examined more effectively. Having carried out the required examination request the driver to reconnect the trailer and drawing vehicle. (2) Where a trailer or semi-trailer is presented for test in combination, a defect in the drawing vehicle will not be a reason for failing the trailer. However, the owner of the vehicle should be made aware of any such defect. (3) This inspection applies only where a vehicle is fitted with equipment for towing trailers or semitrailers. (4) Care should be taken to ensure that an automatic tow hitch on a drawing vehicle is suitably matched to the towing eye on the accompanying trailer (where a combination of vehicles is presented) and that adequate provision is made for oscillation of the hitch/eye assembly. TRAILER OR SEMI-TRAILER Drawbar Trailer 1. Examine the drawbar and note its condition and that it is free from distortion and/or fracture. 2. Examine the drawbar assembly for wear and security. 3. Examine the drawbar eye and bushes for wear and provision for vertical articulation. 4. Note that safety devices are in position and working correctly. Fifth Wheel Coupling 1. Clean off the rubbing plate area around the kingpin for a distance of 400mm (c. 16 ) from the centre of the kingpin. Examine the rubbing plate for cracks. Examine the kingpin for security, damage, cracks or excessive wear using a kingpin gauge. 2. Place a straight edge (e.g. spirit level) across the rubbing plate and check for wear/distortion. 3. Examine the rubbing plate attachment to the semi-trailer. 4. If it is possible to examine the attachment of the kingpin to the chassis/rubbing plate (e.g. via a hatch in the floor) check that the kingpin mushroom is securely attached to the trailer framework/rubbing plate. Automatic Coupling 1. Check the condition of operating members for wear and security. 2. Note that safety devices are in the correct position. NOTES (1) Normal safety precautions should be taken when examining semi-trailer kingpins e.g. the use of supports to supplement the landing legs before commencing inspection. Page 85

91 35 3 TOWING BRACKET/COUPLING/FIFTH WHEEL Cont ITEM REASONS FOR FAILURE MiD MaD DD 01 Tractor or drawing vehicle (Drawing bar, jaw, eye, hook, pin, ball, fifth wheel coupling, automatic coupling) (1) Loose or missing fastening bolts or securing devices. (2) Excessive wear. (3) Unsafe lock and blocking devices. (4) Cracks in the main parts of the coupling or bar. (5) A deformed or damaged eye, hook, jaw, pin or ball. (6) More than 3mm of wear in eye, hook, or ball (see note 2). (7) A safety device (e.g. warning light) not operating. (8) Fifth wheel assembly insecurely mounted, bolts loose. ( 9 ) Cracks or severe gouging on the coupler plate. (10) Excessively worn jaw in fifth wheel coupling. (11) Any defective welding associated with coupling. (12) An insecure or excessively worn articulating bracket/bush on a fifth wheel coupling. (13) More than 3mm of play with dummy kingpin in locked position. (14) Weak or broken springs in coupling. (15) Rubber blocks badly deteriorated. (16) Fifth wheel assembly mounting position obviously outside vehicle manufacturer s parameters (e.g. behind the rear axle centreline). (17) Unsafe repair or modification. 02 Trailer/semi-trailers (Drawbar, kingpin, coupling assembly, rubbing plate) (1) Seriously deformed, fractured or insecure drawbar. (2) Loose fastening bolts or securing devices. (3) Worn drawbar bushes. (4) Missing or inadequate safety or locking devices. (5) More than 3mm wear in drawbar eye (see note 2). (6) More than 3mm wear in kingpin (see note 2). (7) Bent, cracked or damaged kingpin. (8) Any defective welding associated with kingpin or rubbing plate. (9) Excessively worn/distorted rubbing plate. (10) Cracks in rubbing plate. (11) Welding of fatigue cracks on rubbing plate surface. Page 86

92 35 TOWING BRACKET/COUPLING/FIFTH WHEEL Cont ITEM REASONS FOR FAILURE MiD MaD DD 03 Trailer/semi-trailers (Drawbar, kingpin, coupling assembly, rubbing plate) cont. (1) Insecure rubbing plate or kingpin. (2) Rubbing plate in such a condition that the kingpin/rubbing plate assembly is unduly distorting or flexing under load. (3) Inadequate provision for vertical articulation. (4) Worn or defective automatic coupling components. (5) A safety device (e.g. warning device) not operating. (6) Unsafe repair or modification. 04 Vehicle Combination/ Articulated Bus Coupling (1) More than 6mm total free play movement in coupling between the vehicle and trailer. (2) Cracks or damage in coupling framework. (3) Framework bushes/pins, insecure, deteriorated and worn (see note 2). (4) Ram pins insecure/worn (see note 2). (5) Hydraulic rams leaking. (6) Hydraulic pipe leaking or deteriorated (e.g. cracks in flexible hydraulic pipes). (7) Wear in coupling beyond manufacturer s tolerance. (8) Air pipe leaking or insecure. (9) Sensor or sensor bracket insecure. (10) Unsafe repair or modification. NOTES (1) Normal safety precautions should be taken when examining semi-trailer kingpins e.g. the use of supports to supplement the landing legs before inspection of trailer kingpin and rubbing plate. (2) The 3mm wear limit applies to a typical 50mm eye, hook, ball or pin. For other dimensions of eye, hook, ball or pin, wear beyond 1/20 of the original thickness of the metal would be a reason for failure. (3) An unsafe repair or modification carried out to the coupling may require a modifications report to be presented as per Section 71 of this manual. Page 87

93 36 STEERING ALIGNMENT Method of Testing 1. Examine steered wheels for any evidence of misalignment e.g. tyre feathering or uneven wear. 2. Check steering alignment, if misalignment is suspected. With steered wheels straight ahead, steering wheel should be centred rotationally within 90º. 3. Check steered wheel side slip.by driving the R/H steered wheel slowly and straight over the side slip plate without moving the steering wheel or applying the brakes and note the reading. This check is for steered axles only. ITEM REASONS FOR FAILURE MiD MaD DD 01 Side slip (1) More than ±14m/km. NOTES (1) Steering alignment to be checked on re-test if steering or suspension joints fail. Page 88

94 SERVICE BRAKE PERFORMANCE Method of Testing Roller Brake Test 1. If the vehicle is of a type which can be tested on the roller brake test machine proceed as follows: (a) Position the vehicle so that the wheels of each axle can in turn be properly placed on the brake test machine rollers. (b) (c) With the roller brake test machine driving each roadwheel in turn, apply the service brake slowly until the roadwheel is just at the point of slip relative to the rollers, or until the service brake is fully applied or until sufficient braking effort is obtained whichever occurs first. Note the braking effort indicated from the brake on each roadwheel and calculate the total braking force available. Calculate the braking efficiency as a percentage of the manufacturers design gross vehicle weight. In the case of semi-trailers with up to 3 axles, calculate the braking efficiency as a percentage of the total axle weights not to be exceeded in Ireland. In the case of semi-trailers with more than 3 axles, calculate the braking efficiency as a percentage of the sum of the individual design axle weights at 90km/hr (or the maximum speed rating by design), whichever is less. Ensure that no person or persons are near to the brake tester rollers or vehicle propeller shaft while they are in motion. No one should attempt to adjust brakes or dry tyres during a brake test. 2. Decelerometer Test If the vehicle is of a type that cannot be tested on the roller brake test machine it should be subject to a decelerometer test as follows: (a) With the vehicle laden set the decelerometer on the vehicle in line with the instrument manufacturer s instructions. (b) Have the vehicle driven at a speed of approximately thirty-two kilometres per hour (twenty miles per hour), have the service brake applied and note the reading on the decelerometer. NOTES (1) It is compulsory to record and retain brake test readings and relevant axle weight specifications (if brake test results have been automatically captured by CoVIS, there is no requirement to keep a hard copy of the brake test readings). (2) Where it is necessary to obtain a higher reading of the braking effort than is possible with the vehicle as presented, use the axle load simulator. Under no circumstances should an axle be subjected to a total load (i.e. simulated load plus axle loading as presented for test) beyond its design axle weight. Generally speaking the total axle load required will be considerably less than the design axle weight. It is acceptable that vehicle axles are secured using the axle load simulator to hold the axle in the brake tester during the CVR test. (3) In the case of a system with a mechanical load sensing valve the mechanical arm may be tied up in the fully open position. Testers must ensure that the load sensing valve arm is released before moving the vehicle or trailer. In the case of air suspension systems see Note 6. In some EBS s the front axle may also be controlled by the load sensing valve on the rear axle. In such systems the load sensing valve may be by-passed by switching off the engine. Before switching off the engine ensure that the brake system has full air pressure. The brake test may now be carried out with the engine switched off. (4) Where the wheels of an axle lock up or slip out of the rollers during the brake test resulting in the required overall vehicle or trailer braking efficiency not being reached, neither a pass or fail decision can be made. The brake test must continue until either the required efficiency has been reached or, with full air pressure and the brake fully applied, the efficiency cannot be reached. Only then can a pass or fail decision be made. (5) Tyres must be correctly inflated and the gear selector should be in the neutral position. (6) In the case of vehicle combinations each unit of the combination is considered separately. (7) Some difficulty has been experienced in reaching the required brake performance on certain 3 axle tractive units fitted with air suspension when being tested on a roller brake tester. The difficulty arises where the load sensing valve is operated via the air suspension bellows. (8) It is recommended therefore that these vehicle types be presented for test at or near the maximum gross vehicle/train weight. Page 89

95 37 SERVICE BRAKE PERFORMANCE Cont (9) It should be noted that where such vehicles are tested in the laden condition it will not be necessary to interfere with the load sensing valve. (10) Where it is not practical to have the vehicle presented for test laden the load sensing valve may be by- passed following the vehicle manufacturer s instructions. This by-pass operation could be carried out by the Authorised Tester when the vehicle arrives at the test station and must be reversed before the vehicle leaves the test area. When carrying out this operation the pressure to the load sensing valve must never be more than that stated on the load sensing valve plate for a vehicle in the fully laden condition. Under no circumstances should the vehicle be driven on the road with the load sensing valve bypassed. (11) Vehicles having an automatic transmission must never be roller brake tested with the gear selector in the P park position. (12) Occasions will arise when the required brake efficiency is just obtained or just exceeded without lock occurring but the tester knows that a higher performance figure is normally obtainable for the type of vehicle being tested. In such cases although the vehicle has passed the brake performance test, the tester should advise the owner that the braking system appears to be in need of adjustment or repair. (13) For vehicles with servo assisted or power braking systems, the engine must be running (idling) when the service brake is tested. (14) In some cases it may be necessary to chock the roadwheels of the vehicle during a roller brake test. (15) Some roller brake testers are fitted with a means of checking ovality. For the purpose of the CVR test this should be ignored. (16) A vehicle should only be failed on the basis of excessive ovality where it affects the brake performance on the road. (17) In view of the tyre to road grip normally available in service it is not considered necessary to aim for maximum service brake performance figures exceeding 60% of the design gross weight of the vehicle being tested. (18) Care should be taken to ensure that tyres are free from mud, stones, oil or water and that brake tester rollers are in good condition to ensure that premature wheel slip does not occur. (19) Where brake test results have not been automatically captured by CoVIS, it is compulsory to print off the brake test readings and relevant axle weight from the roller brake testing equipment. These print outs shall be scanned and uploaded onto CoVIS and attached to the relevant vehicle test record. (20) Where a motor caravan does not achieve the minimum service braking efficiency and the owner can supply proof that the vehicle was type approved to a braking efficiency lower than that required at CVT, then an appeal by the owner may be made to the RSA. As well as braking type approval documentation, the RSA will also require the details of the Design Gross Vehicle Weight for the vehicle concerned. (21) The maximum pressure to be applied to the foot control of the braking device should not exceed 45kgf (100 lbf) for vehicles with passenger accommodation for up to 14 passengers. For other vehicles the pressure should not exceed 68kgf (150 lbf). (22) A CVR tester may refuse to carry out the service brake performance test on a vehicle if in his or her opinion the braking system is in such a condition that it would not be safe to carry out the test. (23) A decelerometer test for service brake performance does not apply to trailers or semitrailers. Page 90

96 37 SERVICE BRAKE PERFORMANCE Cont 01 Service Brake Efficiency ITEM REASONS FOR FAILURE MiD MaD DD (1) Where the minimum braking efficiency for the category of vehicle concerned is not achieved when performed using the method specified (see table) Vehicle Minimum service brake efficiency Method used to calculate efficiency All vehicles registered before 1st July, % DGVW of vehicle M2, M3 M2, M3 up to 14 passengers 55% DGVW of vehicle M2, M3 more than 14 passengers 50% DGVW of vehicle N2, N3 N2, N3 registered from 1 st June % DGVW of vehicle N2, N3 registered up to 1 st June % DGVW of vehicle O3 and O4 Semi-trailers up to 3 axles 45% sum of axles weights not to be exceeded for Ireland Semi-trailers more than 3 axles and Trailers designed and constructed specifically to be towed by land tractors 45% sum of design axle weights at 90km/hr (or the maximum speed rating by design), whichever is less Drawbar trailers registered up to 1 st June % DGVW of vehicle Drawbar trailers registered from 1 st June % DGVW of vehicle Others Motor caravan (Special Purpose M) 55% weight presented Ambulance (Special Purpose M) registered on or after 1st June 2011 Ambulance (Special Purpose M) registered before 1st June % DGVW of vehicle 45% DGVW of vehicle Page 91

97 38 SERVICE BRAKE IMBALANCE Method of Testing Normally this test and the service brake performance test will be carried out concurrently and the same general precautions apply. (See method of testing and notes for service brake performance). Where possible the roller brake test should be carried out for all vehicles. If this is not possible, road test can be carried out. 2. Roller Brake Test. With the roller brake test machine driving the wheels of each axle in turn apply the service brake slowly and note the braking effort indicated from the brake on each roadwheel. Record and store the readings. 3. Road Test. If a road test is carried out this should be done in traffic free circumstances at a speed of approximately thirty-two kilometres per hour (twenty miles per hour). ITEM REASONS FOR FAILURE MiD MaD DD 01 Wheels on same axle (1) More than 30% difference in braking effort (i.e. the braking effort on one side should not be less than 70% of the braking effort on the other side). 02 Road Test (2) Obvious pull to one side when brakes are applied. Page 92

98 39 EMERGENCY/ SECONDARY BRAKE PERFORMANCE 39 Method of Testing Roller Brake Test 1. Normally this test and the service brake test will be carried out concurrently and the same general precautions apply (see Method of Testing and Notes for Service Brake Performance). It should be ensured that the emergency/secondary braking system to be tested is the emergency/secondary braking system as defined by the vehicle manufacturer. 2. With the roller brake test machine driving each roadwheel in turn, apply the emergency/secondary brake slowly until the road wheel is just at the point of slip relative to the rollers, or until sufficient braking is achieved whichever occurs first. Record and retain the braking effort indicated from the brake of each roadwheel and calculate the total braking force available. Calculate the braking efficiency as a percentage of the manufacturers design gross vehicle weight. In the case of semi-trailers with up to 3 axles, calculate the braking efficiency as a percentage of the total axle weights not to be exceeded in Ireland. In the case of semi-trailers with more than 3 axles, calculate the braking efficiency as a percentage of the sum of the individual design axle weights at 90km/hr. (or the maximum speed rating by design), whichever is less. NOTES (1) If the vehicle is fitted with a transmission brake, all wheels on an axle braked by it must be driven by the roller test machine at the same time. (2) This inspection applies to vehicles where the emergency/secondary brake can readily be tested separately from the service brake. (3) On trailers and semi-trailers fitted with ECE or EEC two line braking systems an emergency/secondary brake performance test is not required. However, the trailer protection valve should be checked by venting the yellow service line to atmosphere and applying the footbrake. Under these conditions the trailer brake should come on automatically. (4) In the case of a 3 line trailer being drawn by a two line tractor the emergency/secondary brake performance on the trailer will have to be established by either using the service brake air on the tractor or some other source of air supply. Where the service brake air is used a special coupling will have to be made up for this purpose. In the case of a 3 line trailer being drawn by a 3 line tractor which is not fitted with a separate emergency/secondary brake control the performance of the emergency/secondary brake on the trailer will have to be established by depleting the air in the trailer reservoir or where this is not practical by venting the service brake line to atmosphere in order to initiate the operation of the emergency/secondary brake. (5) No specific performance requirement is laid down for the automatic breakaway brake. (6) The maximum pressure to be applied to the foot control of the braking device should not exceed 45kgf (100 lbf) for vehicles with passenger accommodation for up to 14 passengers. For other vehicles the pressure should not exceed 68kgf (150 lbf). (7) It is acceptable that vehicle axles are secured using the axle load simulator to hold the axle in the brake tester during the CVR test (8) A CVR tester may refuse to carry out the emergency/secondary brake performance test on a vehicle if in his or her opinion the braking system is in such a condition that it would not be safe to carry out the test. (9) A decelerometer test for service brake performance does not apply to trailers or semi-trailers. 1. Decelerometer Test. If the vehicle is of a type which cannot be tested on the roller brake test machine it should be subject to a decelerometer test as follows: (a) (b) Set the decelerometer on the vehicle in accordance with the instrument manufacturer s instructions; Have the laden vehicle driven at a speed of approximately thirty-two kilometres per hour (twenty miles per hour). Have the emergency/secondary brake applied and note the reading on the decelerometer. 2. Automatic Breakaway Brake on Trailers and Semi-Trailers. With the vehicle on hard standing disconnect the suzie brake hose and then attempt to drive the vehicle/trailer combination forward. In some EBS it may be necessary to disconnect the electrical coupling. Page 93

99 39 39 EMERGENCY/SECONDARY BRAKE PERFORMANCE Cont 01 Emergency/ Secondary Brake Efficiency ITEM REASONS FOR FAILURE MiD MaD DD (1) Where the minimum braking efficiency for the category of vehicle concerned is not achieved when performed using the method specified (see table that follows) 02 Automatic Emergency break-away brake (1) Not working. 03 Trailer/Semi-Trailer Protection Valve (1) Not working. Vehicle Minimum service brake efficiency Method used to calculate efficiency All vehicles registered before 1st July, % DGVW of vehicle M2, M3 M2, M3 up to 14 passengers 27.5% DGVW of vehicle M2, M3 more than 14 passengers 25% DGVW of vehicle N2, N3 N2, N3 registered from 1 st June % DGVW of vehicle N2, N3 registered up to 1 st June % DGVW of vehicle O3 and O4 (See Note 2) Semi-trailers up to 3 axles 22.5% sum of axles weights not to be exceeded for Ireland Semi-trailers more than 3 axles and Trailers designed and constructed specifically to be towed by land tractors Drawbar trailers registered up to 1 st June 2011 Drawbar trailers registered from 1 st June % sum of design axle weights at 90km/hr (or the maximum speed rating by design), whichever is less 22.5% DGVW of vehicle 25% DGVW of vehicle Others Motor caravan (Special Purpose M) 27.5% weight presented Ambulance (Special Purpose M) registered on or after 1st June 2011 Ambulance (Special Purpose M) registered before 1st June % DGVW of vehicle 22.5% DGVW of vehicle Page 94

100 40 EMERGENCY/SECONDARY BRAKE IMBALANCE 40 Method of Testing 1. Roller Brake Test With the roller brake test machine driving the wheels of each axle in turn, apply the emergency/secondary brake slowly and record and retain the braking effort indicated from the brake of each roadwheel. NOTES (1) Normally this test and the emergency/secondary brake performance test will be carried out concurrently and the same general precautions apply. See Method of Testing and Notes for Emergency/secondary brake Performance. This test is not relevant to transmission type emergency/secondary brakes. (2) This inspection applies to vehicles where the emergency/secondary brake can readily be tested separately from the service brake. (3) In the case of vehicle combinations each unit of the combination is considered separately. 2. Road Test (Decelerometer) If a road test is carried out this should be done in traffic free circumstances at a steady speed of approximately thirty-two kilometres per hour (twenty miles per hour). ITEM REASONS FOR FAILURE MiD MaD DD 01 Wheels on same axle (1) More than 30% difference in braking effort (i.e. the braking effort on one side should not be less than 70% of the braking effort on the other side). NOTE The 30% difference in braking effort applies throughout the brake range. 02 Road Test (Decelerometer) (1) Obvious pull to one side when brakes are applied. Page 95

101 41 1 PARKING BRAKE PERFORMANCE Method of Testing 1. Roller Brake Test (a) (b) Normally this test and the service brake test will be carried out concurrently and the same general precautions apply (see method of testing and notes for service brake performance). It should be ensured that the parking brake system to be tested is the parking brake system as defined by the vehicle manufacturer. With the roller brake test machine driving each roadwheel in turn apply the parking brake slowly until each roadwheel is just at the point of slip relative to the rollers, or until sufficient braking is achieved, whichever occurs first. Record and retain the braking effort indicated from the brake of each roadwheel, and calculate the total braking force available. Calculate the braking efficiency as a percentage of the manufacturers design gross vehicle weight. In the case of semi-trailers with up to 3 axles, calculate the braking efficiency as a percentage of the total axle weights not to be exceeded in Ireland. In the case of semi-trailers with more than 3 axles, calculate the braking efficiency as a percentage of the sum of the individual design axle weights at 90km/hr. (or the maximum speed rating by design), whichever is less. NOTES (1) If the parking brake is a transmission brake all wheels on the axle braked by it must be driven by the roller test machine at the same time. It should be remembered that if a transmission brake is fully applied and the wheels of the axle being tested are still turning then the readings obtained are the maximum that can be attributed to that transmission brake. Where more than one axle is braked by a transmission brake e.g. the two bogie axles on a 6 x 4 tipper, then the performance of the transmission brake should be considered to be the braking force available from only one axle and not two. (2) On certain vehicles the parking brake cannot be tested dynamically. These vehicles must have a static brake test. (3) Spring braking systems on trailers or semi-trailers are acceptable as parking brakes in lieu of hand lever applied systems provided the required efficiencies are met. (4) A CVR tester may refuse to carry out the emergency/secondary brake performance test on a vehicle if in his or her opinion the braking system is in such a condition that it would not be safe to carry out the test. (5) It is acceptable that vehicle axles are secured using the axle load simulator to hold the axle in the brake tester during the CVR test Decelerometer Test 2. If the vehicle is of a type which cannot be tested on the roller brake test machine it should be subject to a decelerometer test on the road as follows: (a) (b) with the vehicle laden set the decelerometer on the vehicle in accordance with the instrument manufacturer s instructions; have the vehicle driven at a speed of approximately thirty-two kilometres per hour (twenty miles per hour). Have the parking brake applied and note the reading on the decelerometer. NOTES (1) A decelerometer test for parking brake performance does not apply to trailers or semi-trailers. ITEM REASONS FOR FAILURE MiD MaD DD 01 Brake Performance Semi trailer with up to 3 axles (1) Where the braking force is less than 16% of the total of the axle weights not to be exceeded in Ireland. 02 Brake Performance Semitrailer with more than 3 axles (1) Where the braking force is less than 16% of the total of the sum of the design axle weights at 90km/hr (or the maximum speed rating by design), whichever is less. 03 Brake Performance All other vehicles (1) Where the braking force is less than 16% of the design gross weight of the vehicle or trailer. Page 96

102 4 42 PARKING BRAKE IMBALANCE Method of Testing 1. Roller Brake Test With the roller brake machine driving the wheels of each axle in turn apply the parking brake and record and retain the braking effort indicated from the brake of each roadwheel. 2. Road Test If a road test is carried out this should be done in traffic free circumstances at a speed of 32kph (20 mph). NOTES ( 1 ) Normally this test and the parking brake performance test will be carried out concurrently and the same general precautions apply. (This test is not relevant to transmission type parking brakes.) Where possible the roller brake test should be carried out for all vehicles. If this is not possible, road test can be carried out. ( 2 ) On certain vehicles the parking brake cannot be tested dynamically. These vehicles must be tested per the manufacturer s recommendation. ITEM REASONS FOR FAILURE MiD MaD DD 01 Wheels on same axle (1) More than 50% difference in braking effort. 02 Road Test (Decelerometer) (1) Obvious pull to one side when parking brake is applied. Page 97

103 43 STEERING LINKAGE Method of Testing 1. Position the vehicle over the pit or lift with its wheels aligned over the wheel play detecting plates. Certain vehicles will have to jacked slightly and/or the brake applied in order to examine the steering linkage properly. Using the wheel play detectors, examine the steering mechanism from the point it is secured to the chassis, to the point where the steering arms are secured to their fixings. For vehicles fitted with power steering it may be necessary to have the engine running. During this inspection check for: (a) (b) (c) excessive wear at joints; fracture of or damage to components; insecure components. 2. With steering wheels off the ground: (a) Check for fouling of wheels, tyres and components of the steering linkage with any part of the vehicle by rotating the steering wheel through its full working range and also by examining likely fouling points for abrasion. (b) While the steering wheel is being rotated check the steering column shaft and steering box for stiffness or worn or damaged bearings. (c) Note the amount of movement between the axle beam and the stub axle whilst each wheel in turn is rocked with a bar, (approximately one meter long) one end inserted in the wheel disc and the other end lifted. (d) Note the amount of upward movement of the stub axle, whilst each wheel in turn is lifted with a bar placed underneath it. (e) Examine visible parts of the stub axle for condition and security. (f) Where possible examine the kingpin retaining device. 3. For steered wheels on trailers check the joints and components for wear and condition. The turntable on a drawbar trailer should be examined for wear or fouling between the upper and lower flanges. 4. For external (Ram Type) Power Steering With the road wheels on the ground, the engine running and the steering being rocked: (a) Examine the ram anchorage and note that it is securely fixed to the frame or other fixed member of the vehicle. (b) Examine the body of the ram and the fluid feed pipes while power is on, for fluid leakage and/or fracture of the ram body. (c) Check the chassis anchorage end of the piston rod where it enters the anchorage housing for sign of weakness, damage, wear or insecurity. (d) Check that the unit is reasonably in alignment and that fluid pipes are free from damage and are not chafing on other parts of the vehicle. (e) Check that the play in the ram ball joints does not exceed the manufacturer s recommended tolerances. (f) Check threaded joints for wear, damage and security. 5. For Integral Power Steering Check by the feel on the steering wheel that the power steering is operating, by rocking the steering wheel with the engine running and the road wheels on the ground. 6. Check all steering types for oil leaks. 7. Examine if there has been an unsafe repair or modification carried out to any steering components. NOTES (1) All steered wheels are to be examined including trailers where applicable. (2) If power steering is optional on the type of vehicle being tested and is fitted but has been disconnected in such a way that it can have no adverse effect on the manual steering, this should not be the subject of a defect. (3) Welding of steering parts other than by a manufacturer is not acceptable. (4) Where play is detected under 4(c) it should be established whether it is due to wear in the ball joint or due to wear in the threads securing the ball joint to the piston shaft. (5) An unsafe repair or modification carried out to steering components may require a modifications report to be presented as per Section 71 of this manual. Page 98

104 43 43 STEERING LINKAGE Cont ITEM REASONS FOR FAILURE MiD MaD DD 01 Rack and pinion type steering (1) Damaged or insecure. 02 Rack/pinion/ bushes/bearings (1) Splines worn or damaged. (2) Bushes/bearings excessively worn. (3) Excessive end float in pinion. (4) Obvious stiffness. (5) Rubber gaiter split, damaged, missing or displaced. 03 Worm type steering box (1) Obvious stiffness or bearings obviously damaged or worn. (2) Damaged or insecure. (3) Obvious axial or radial play, worn splines or shaft twisted. (4) Excessive end float. (5) Dust cover missing, damaged or severely deteriorated. 04 Drop Arm (1) Mounting obviously damaged or loose. 05 Drag Link (1) Mounting obviously loose. (2) Obviously bent. 06 Drag link ends and track rod end (inner and outer) (1) Obviously worn (beyond manufacturers limit). (2) Mounting obviously loose. (3) Rubber gaiter split, damaged, missing or displaced. (4) Dust cover missing, damaged or severely deteriorated. 07 Idler Assembly (1) Obvious axial or radial play. (2) Mounting loose. 08 Track rod (1) Obviously deformed or mounting insecure. 09 Steering arm (1) Obviously loose, bent or cracked. 10 Kingpin/Bushes/ Bearings (1) Excessively worn 5mm play (3/16 ) at wheel rim on 20 wheel, others pro-rata. (2) Excessive lift between stub axle and axle beam (beyond manufacturer s limit). 11 Stub Axle (1) Damaged or bent. 12 Retaining or locking devices e.g split pin, nut, rivet or weld (1) Absent, insecure, worn or broken. 43 Page 99

105 43 STEERING LINKAGE Cont ITEM REASONS FOR FAILURE MiD MaD DD 13 Steering box or rack housing (1) Housing fractured, damaged or worn. (2) Mounting Bolts missing or loose. (3) Any steering component repaired by welding (other than by manufacturer). (4) Rubber gaiter split, damaged, missing or displaced. 14 Attachment points on steering box, rack or steering idler (1) Cracks or corrosion around attachment points. 15 Power steering function/pump (1) Power assistance not available smoothly and consistently over full lock to lock range on one or both locks. (2) Missing or disconnected where power steering is a standard fitment by the manufacturer. (3) Electrical power steering not working. (4) Power steering pump worn, noisy, leaking or drive defective. 16 Steering fluid reservoir, hoses and Lines (1) Fluid pipes fouling other components. (2) Leaks on reservoir side or pressure side. (3) Insufficient fluid. (4) Cables/hoses damaged excessively corroded. (5) Unsafe repair or modification. 17 Ram (1) Excessive oil leakage. (2) Anchorage damaged insecure or worn. (3) Mounting bushes excessively worn. (4) Ram or body distorted or damaged. (5) Misalignment of assembly. 18 All steering components 19 Oil leaks (other than power steering) 20 Steering (including road wheels and tyres) (1) Unsafe repair or modification. (1) Serious oil leaks from steering box or rack. (1) Overlocking or underlocking or fouling any other component on the vehicle. 21 Turntable on trailer/semi-trailer (1) Any cracks, excessive wear, damage or fouling. (2) Attachment defective. NOTE (a) Certain vehicles have a built-in play in the steering rack mounting bushes and this should be taken into consideration. (b) Wear would be considered excessive on a turntable of a trailer/semi-trailer when the upper flange is resting on the lower flange or when the lateral movement is more than 3mm. Page 100

106 44 44 WHEEL BEARINGS Method of Testing 1. This check is to be carried out on steered wheels of all vehicles and all the wheels of trailers. Raise the axle(s) of the wheels being examined so that they are clear of the ground. 2. Note the movement of the wheel relative to the axle or stub axle in order to assess the play in the wheel bearings, whilst each wheel in turn is rocked with a bar. 3. Spin each wheel rapidly and listen for any roughness or harshness in the bearings. 4. The vehicle should be failed if a distinctive rumble or growl is heard that indicates the bearing is damaged. ITEM REASONS FOR FAILURE MiD MaD DD 01 Wheel bearings (1) Obviously too much play. (2) Bearings damaged. NOTES (1) Where a vehicle is fitted with ABS/EBS the wheel bearings should not be checked while the ignition switch is turned in the on position as this can affect the ABS/EBS warning light circuit. Page 101

107 45 45 CHASSIS/UNDERBODY Method of Testing 1. Examine main members for deformation and/or fractures and/or advanced corrosion. 2. Examine cross members for deformation and/or fractures and/or advanced corrosion. 3. Examine the welding and/or securing bolts/rivets for soundness and security. 4. Examine frame/cross member junctions for indications of movement. 5. Examine landing legs to see that they are securely fixed. 6. Examine if there has been an unsafe repair or modification carried out to the chassis or underbody. NOTES (1) The extent of this inspection is limited to that part of the chassis which can readily be seen without dismantling any part of the vehicle. (2) Pay particular attention to a chassis or underbody which is encrusted with dirt. There may be cracks or fractures in high stress areas obscured by this dirt. (3) Pay particular attention to areas around spring and running gear mountings. (4) Where misalignment is suspected it may be necessary to confirm that the frame/chassis is within the manufacturers tolerances. (5) An unsafe repair or modification carried out to the chassis or underbody may require a modifications report to be presented as per Section 71 of this manual. (6) For Corrosion assessment and failure criteria, see Notes of Section 22 of this manual. Page 102

108 45 CHASSIS/UNDERBODY Cont ITEM REASONS FOR FAILURE MiD MaD DD 01 Chassis/frame/subframe/flitch plates, underbody (1) Welds breaking away. (2) Cracked, insecure or pronounced misalignment. (3) Loose rivets/bolts/bent members. (4) Considerably weakened by holes. (5) Advanced rust or other damage. (6) Unsafe repair or modification. 02 Trailer Landing Legs (1) Insecure. (2) Cracks in landing leg or around chassis/underbody attachment. (3) Landing pad/wheel missing or liable to failure. (4) Defective operating mechanism. (5) Landing, leg inoperative or missing. (6) Landing leg support missing, insecure or damaged. Page 103

109 46 46 EHAUST SYSTEM/NOISE Method of Testing 1. Examine the condition of the exhaust pipe and silencer for security and leaks. 2. Assess the effectiveness of the silencer in reducing, as far as is reasonable, the noise caused by the exhaust from the engine. 3. Check that there is no obvious contamination of toxic or exhaust gases into driver s or passenger compartment. 4. Examine if there has been an unsafe repair or modification carried out to the exhaust system. ITEM REASONS FOR FAILURE MiD MaD DD 01 Exhaust Pipe (1) Badly mounted or liable to fall off. (2) Serious leaks. 02 Silencer (1) Missing or not functioning giving excessive noise. (2) Badly mounted or liable to fall off. (3) Serious leaks. 03 Exhaust System (1) Possibility of fire being caused by leaks or broken components. (2) Unsafe repair or modification. NOTES (1) An unsafe repair or modification carried out to the exhaust system may require a modifications report to be presented as per Section 71 of this manual. Page 104

110 47 BRAKE WHEEL UNITS Method of Testing 1. Examine each brake operating wheel unit for security, leaks, corrosion or damage. By applying the brakes check each brake operating unit for leaks and, where possible, operation. Check that all appropriate items e.g. fixing nuts, bolts and split pins are secure and locked. In the case of spring brakes ensure that the brake control operating lever is in the off position i.e. that there is air in the spring brake unit during this test. NOTES (1) The vehicle wheels should be chocked during this test and the parking brake should be released. ITEM REASONS FOR FAILURE MiD MaD DD 01 Brake Actuators (Including spring brakes or hydraulic brake cylinder) (1) Damaged, excessively corroded, insecure or leaking. (2) Excessive travel of operating cylinder or diaphragm indicating a need for adjustment. (3) Different sized actuators fitted to the same axle. 02 Hydraulic brake cylinders (1) Insecurely mounted. (2) Leaking. (3) Sluggish in operation or seized. (4) Dust protection cover missing or excessively damaged. Page 105

111 48 MECHANICAL BRAKE COMPONENTS Method of Testing 1. Examine the mechanical components of the brakes which can be seen without dismantling. Look particularly for: (a) (b) (c) (d) (e) (f) (g) (h) (i) (j) (k) (l) (m) (n) (o) (p) (q) Badly chafed rods or levers. Frayed cables. Corroded rods, levers or linkages. Wear in rod or cable ends or similar connections. Wear in eyes of relay levers. Wear in clevis pins, bolts, stationary pins, pivots. Absence of locking devices on clevis pins. Excessively worn brake linings or pads. Fractures in brake drums or discs or any disc or drum worn beyond manufacturer s limit. Any obstruction to free movement in the system. Any abnormal movement of levers rods, or cables indicating maladjustment. Security of brake back plates or discs (including transmission brakes). Brakes incorrectly adjusted (gap between brake drum and shoes excessive). Wear in slack adjuster. Locking sleeve on slack adjusters out of position. Excessive wear in S cam bushes. Brakes binding. Missing/loose or badly deteriorated compressor belt. Missing/loose or cracked compressor pulley. Test connections (where fitted or required). 2. Examine if there has been an unsafe repair or modification carried out to the braking system. NOTES (1) Drum/disc ovality should only be considered a reason for failure when it affects the brake performance on a road test i.e. the presence of brake judder or pulling to one side, or the ovality can be felt through movement in the brake pedal. (2) In the absence of wear indicators or manufacturers recommendations regarding brake lining or disc pad wear a figure of 2.5mm should be taken as a minimum thickness. (3) Where no facility is provided for inspection of brake shoes/pads item (f) above will not apply. (4) Dust covers should not be confused as being the same as back plates on brake assemblies. Where a dust cover is missing this should not be considered a reason for failure. (5) The wheels shall be chocked and the parking brake released while this test is being carried out. (6) Brakes binding may be noted when carrying out the brake performance test or when the axle is raised to check the wheel bearings. (7) Slack adjusters may be tested by applying a small torque wrench to the adjusting nut and the value obtained compared to the manufacturer s specification. (8) Automatic slack adjusters are mandatory on vehicles originally fitted with them. It is not permitted to replace automatic slack adjusters with manual slack adjusters. (9) Automatic slack adjusters are mandatory on vehicles registered or first licensed in the State on or after 1 st June 2011 (with the exception of trailers specifically designed and constructed to be only towed by an agricultural tractor). (10) An unsafe repair or modification carried out to the braking system may require a modifications report to be presented as per Section 71 of this manual. Page 106

112 48 MECHANICAL BRAKE COMPONENTS Cont ITEM REASONS FOR FAILURE MiD MaD DD 01 Brake Rods/Levers/ Cable/Cable Guides/ Linkages/Pivots (1) Missing, damaged, cracked, knotted (cables), insecure or obstructed. (2) Obviously worn, defective, corroded, seized or incorrectly fitted. 02 Brackets, mounting (1) Missing, insecure or worn. bolts, split pins or other retaining devices 03 Brake linings (1) Brake linings contaminated (oil, grease, etc.). (2) Incorrectly adjusted or binding [see note (6)]. (3) Brake shoes or pads missing or in need of replacement [see note (2)]. 04 Brake Drums/Discs/ Backplates (1) Missing or obviously damaged, askew or insecure. (2) Any disc or drum worn beyond manufacturer s limit. (3) Disc or drum contaminated. 05 Actuating Levers (1) Damaged, insecure or in need of adjustment. (2) Abnormal movement of the levers/linkage indicating maladjustment or excessive wear. (3) Danger of brakes locking. (vehicles with air brakes: S-cams locking over). 06 Free Movement (1) Restricted, seized or abnormal movement, excessive wear or wrong adjustment 07 Slack Adjuster (1) Missing, excessively worn, inoperative, defective, seized or having abnormal movement or adjusting nut torque obviously not within the manufacturer s specification. (2) Manual slack adjusters fitted in place of original automatic adjusters. (3) Automatic slack adjusters not fitted to a vehicle registered on or after 1 st June (4) Automatic slack adjusters not fitted to trailers first licensed in the State on or after 1 st June Air Compressor (1) Drive belt missing, loose or badly deteriorated. (2) Drive pulley missing/loose or cracked. 09 Retarder system (where fitted) (1) Insecure connectors or mountings. (2) Obviously defective. 10 Test Connections (1) Missing (where required). (2) Damaged, unusable or leaking. 11 Complete Braking System (1) Unsafe repair or modification. Page 107

113 49 49 BRAKE LINES AND HOSES Method of Testing Brake Pipes 1. Examine all accessible brake pipes, to ensure that they are in serviceable condition, free from chafing and external corrosion and damage. 2. Check that rigid pipes are securely held by clips or other means and that rigid pipes and flexible hoses are not positioned in such a manner as to be fouled by moving parts. 3. Examine all flexible hoses, to ensure that they are not constrained in tight bends, that they have adequate room to move as necessary without fouling any other parts of the vehicle and that they are not damaged or deteriorated. 4. Check whether there are any leaks in the system by having the brakes applied while examining the system. 5. Examine flexible pipes for signs of weakness under pressure with the footbrake fully applied. 6. Examine brake pipes for repair or unsuitable fittings. Suzie Connections 7. With the brakes fully applied check all connections for leaks. 8. If fitted, check ISO7638 connector for correct outputs. 9. ISO 7638 connectors (with correct outputs) are mandatory on all trailers first licensed in the State on or after 1 st June 2011 and motor vehicles authorised to tow trailers or semi-trailers registered on or after 1 st June Check brake hose couplings for: (a) (b) (c) (d) (e) Leakage, Security of mounting, Outlet pressure in line with manufacturers recommendations (use calibrated pressure gauges), The possibility of incorrect coupling e.g. due to the absence of colour, On trailers and semi-trailers, attach the checking tool and verify the correct functioning of the self-sealer lifter. 11. A tractor unit plated for operation at 46 tonnes must be fitted with a 7 pin ISO 7638 connector. 12. Check to ensure that the brake lines of a drawing vehicle registered after 1st June 2011 are not fitted with a manual shut off tap Page 108

114 49 BRAKE LINES/HOSES Cont ITEM REASONS FOR FAILURE MiD MaD DD 01 Brake pipes, flexible hoses, taps (1) Perished, kinked, damaged or rusted. (2) Unsatisfactorily mounted/possibility of failing. (3) Flexible brakelines deteriorated or of unsatisfactory material and specification. (4) Leaks. (5) Risk of failure or fracture. (6) Damaged, chafing, brake hoses too short, twisted. (7) Hose bulging under pressure. 02 Connections (including hose couplings for trailer) (1) Damaged, leaking or insecurely mounted. (2) Inadequate repairs or unsuitable fittings. (3) Pressure at suzie brakeline connections not within manufacturer s specifications. (4) Possibility of incorrect coupling of brake lines. (5) Trailers or semi-trailers: incorrect functioning of the self-sealer lifter (6) Incorrect or no outputs on ISO7638 connector. ( 7 ) No ISO 7638 connector fitted to trailer or semi-trailer first licensed in the State on or after 1 st June 2011 or to vehicle registered on or after 1 st June 2011 that is authorised to tow trailers. (8) No 7 pin ISO 7638 connector fitted on a tractor unit plated for 46 tonne operation. (9) Any brake line on the drawing vehicle registered after 1 st June 2011 fitted with a manual shut off tap: NOTE The pressure at the service suzie brakeline connection should be not less than 5.5 bar (c 80 psi) and not greater than 8.5 bar in the absence of manufacturers specifications. Page 109

115 50 FRONT SPRINGS Method of Testing Leaf Springs 1. Examine each spring for its general condition and in particular for fractures in the leaves, especially in the vicinity of the anchor eye of the main leaf. 2. Note whether any one spring is so weak that it is not holding the body sufficiently far away from the road wheels. 3. Examine condition of spring eyes/bushes. 4. Examine spring clamps to see that none is missing or insecure, thus allowing leaves to splay. 5. Check that the springs on each axle are symmetrically located. 6. Check that there is no movement of spring leaves denoting a fractured centre bolt. 7. Check that the attachments of the shackle/anchor brackets to the chassis are secure, looking for signs of movement of rivets or bolts or elongated holes. 8. Examine the bolts and/or nuts securing the spring to the axle for tightness and examine the spring and axle for evidence that these have been moving relative to each other. 9. Check that the spring consists of standard leaves. Coil Springs 10. Examine each spring for its general condition and in particular for fractures. 11. Note whether any one spring is so weak that it is not holding the body sufficiently far away from the road wheels. 12. Examine the attachment of the coil springs for security. Air Suspension 13. By listening for air leaks, check the condition of the air supply lines and suspension bellows. 14. Check the condition of levelling valve linkages. 15. Examine the attachment of the suspension bellows for security. Bonded Suspension Unit 16. Examine the bonding of the flexible element to its associated metal fixings. 17. Examine the condition of the flexible element by applying pressure. 18. Examine the attachments for security to frame and axle. Torsion Bars 19. Check torsion bars for fracture or damage. 20. Examine the attachment of the torsion bars. Spring Pins and Bushes 21. (a) Examine the amount of play due to wear at, (b) (c) the spring anchor brackets, the pins or bushes of the spring shackles. 22. Examine the condition and security of any slipper brackets. 23. Check that the anchor/shackle pins are fully in place, that they are secure and that the locking devices are in position and secure. 24. Examine the spring mountings for excessive side play. Spring (coil/leaf/torsion bar) 25. Examine if there has been an unsafe repair or modification carried out to any spring (coil/leaf/torsion bar). Page 110

116 50 FRONT SPRINGS Cont NOTES (1) Wear in spring pins and bushes. A bush and/or pin would be considered excessively worn if wear exceeded 2mm (3/32 ) for 12mm (1/2 ) diameter pins, 3mm (1/8 ) for 25mm (1 ) diameter pins and 1/8 of diameter for pins over 25mm (1 ) diameter. For side play in spring mountings 6mm (1/4 ) is to be considered excessive for normal suspensions although this does not apply to single spring bogie suspensions. Caution should be exercised in the case of springs and suspensions with rubber/compliant mountings where the amount of free movement in new components might well exceed the above limit. In such cases the manufacturer s tolerances should be sought. Observation of the vehicle attitude when stationary can often reveal the effect of exhausted or broken springs, e.g. vehicle sitting down at front. (2) An unsafe repair or modification carried out to the front spring (coil/leaf/torsion bar) may require a modifications report to be presented as per Section 71 of this manual. ITEM REASONS FOR FAILURE MiD MaD DD 01 Spring (coil/leaf/torsion bar) (1) Worn or exhausted. (2) Any spring leaf broken, fractured, repaired by welding or missing. (3) Spring fitted incorrectly. (4) Spring clamps loose or missing. (5) U-bolts loose or missing. (6) A coil spring or torsion bar broken. (7) Spring contains leaves that are non-standard. (8) Unsafe repair or modification. 02 Spring eye bolt/shackle pins (1) Locking device missing or insecurely fitted. (2) Worn, incorrectly positioned, incorrect type or missing. (3) Obviously loose in the bush. 03 Spring or shackle bushes or slipper pads (1) Missing, worn or perished. 04 Spring mounting or torsion bar mounting (1) Broken/insecure. (2) Bolts/rivets missing or loose. (3) Cracked or damaged. 05 Slipper bracket/pin (1) Missing, worn, damaged or insecure. 06 Spring centre bolt (1) Missing, damaged or broken. 07 Bump stop (1) Missing, damaged or ineffective. Page 111

117 50 50 FRONT SPRINGS Cont ITEM REASONS FOR FAILURE MiD MaD DD 08 Air Suspension, Hydrolastic, Hydrogas, hydro pneumatic suspension (1) Leaks. (2) Levelling valve/linkage defective/insecure. (3) Suspension bellows giving inadequate movement (risk of wheel fouling). (4) Air or hydraulic pipe damaged or deteriorated to such an extent that it is likely to fail. (5) Air bellows damaged or deteriorated to such an extent that it is likely to fail. 09 Bonded Suspension Units (1) Failure of rubber/metal attachment. (2) Deterioration of suspension medium (soft and sticky). Page 112

118 51 51 FRONT SUSPENSION Method of Testing 1. Position the vehicle over the pit or lift with its wheels aligned over the wheel play detecting plates. When checking suspensions use the vehicle manufacturer s recommended jacking points and the wheel play detectors. Certain vehicles will have to jacked slightly and/or the brake applied in order to examine the suspension properly. In the absence of manufacturer s recommendations see 2, 3 and 4 below and diagrams on page For suspension of the type shown in figure 1 jack up the front suspension so that the roadwheels are clear of the ground and the suspension is as near as possible to normal running height and whilst each wheel is held at the top and bottom and rocked, examine for movement in the top and bottom swivel joints and movement in the wishbone bushes. 3. For suspensions of the type shown in figure 2 and 3 jack up the front suspension so that the road wheels are clear of the ground and shake each roadwheel vigorously to determine the condition of the outer suspension ball joint assembly for play between the ball and the housing. 4. For suspension of the type shown in figure 4 jack up the front suspension so that the road wheels are clear of the ground, shake each wheel vigorously and examine each suspension strut for wear at the strut sliding bush and gland as well as for movement at the strut upper support bearing and: (a) check for damage or excessive corrosion of the strut casing, wear in the rod and the condition of the bonding between the metal and flexible material in the strut upper support bearing. (b) whilst each front wheel is shaken vigorously (grasping at the 3 o clock and 9 o clock positions) check the condition of the outer ball joints and track control arm inner bushes, for movement indicating the degree of wear. 5. For all suspension types examine: (a) the condition of wishbones and their inner bearings, ball joints, swivel joints, track control arms, anti-roll bars, radius rods and their mountings bushes or washers. (b) axle beams, leading arms and swinging arms for damage or distortion. (c) the condition of the chassis frame and body shell structure in the vicinity of suspension mounting points and suspension sub-frame mounting points for fractures, excessive corrosion or distortion. (d) manufacturer s permissible gross axle weight compared to presented weight. 6. Examine if there has been an unsafe repair or modification carried out to an axle beam, leading arm, wish- bones or swinging arm. ITEM REASONS FOR FAILURE MiD MaD DD 01 Axle beam, leading arm, wish bones, swinging arm (1) Obviously out of line. (2) Presented axle weight exceeds manufacturer s permissible gross axle weight. (3) Unsafe repair or modification. 02 Track control arm (1) Mounting obviously loose or worn. 03 Anti-roll bar, torque arm/rod, radius rod/link (2) Cracked, damaged or deformed. (1) Missing or broken. (2) Mounting loose. (3) Cracked, damaged or deformed. 04 Bushes, ball joints; (1) Play exceeds manufacturer s specified tolerance. sliding bushes or swivel joints (2) Dust cover missing or badly deteriorated. 05 Mounting Area (1) Damaged or corroded to such an extent that the security or alignment of the suspension component is affected. NOTES (1) The above defects may be present in both rigid axle and independent suspension systems. (2) An unsafe repair or modification carried out to an axle beam, leading arm, wish- bones or swinging arm may require a modifications report to be presented as per Section 71 of this manual. Page 113

119 51 51 FRONT SUSPENSION Cont Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Page 114

120 2 52 SHOCK ABSORBER CONDITION Method of Testing 1. Check each shock absorber for leak(s). 2. Examine the anchorage of each shock absorber to see that it is connected and in good condition. 3. Examine the condition of any pivots. NOTES (1) Some vehicles have shock absorbers as optional fittings. If fitted these must meet the requirements. ITEM REASONS FOR FAILURE MiD MaD DD 01 Shock Absorbers (1) Mounting bracket or bushes, missing, worn, loose or damaged. (2) Not working or missing. (3) Obvious leak. (4) Damaged. Page 115

121 53 53 TRANSMISSION, ENGINE, & FINAL DRIVE Method of Testing 1. Examine the transmission, paying particular attention to the condition of: (a) transmission shafts (both propeller shafts and half shafts), (b) transmission shaft flanges, (c) flange bolts/nuts and safeguards, (d) transmission shaft bearings where fitted and the security and condition of the bearing housing, (e) universal joints, (f) engine/gearbox mountings, (g) clutch linkage and pedal rubber and clutch operation, (h) oil leaks. 2. Examine if there has been an unsafe repair or modification carried out to the engine or power train. NOTES (1) When carrying out this inspection it is important that the vehicle is in neutral gear and that, if a transmission brake is fitted, it is released. Wheels should be chocked. (2) When leaking oil is found to be continually dropping to the ground during an inspection, from whatever source, it is a reason for failure. (3) Defects found in gearbox, differential or hub reduction gears can only be those noted when driving the vehicle at low speed in the test area. A full road test including the use of all gears under load, braking and hot and cold running conditions is not part of the test. (4) Drive train includes engine, gearbox, drive shafts, and final drive. (5) An unsafe repair or modification carried out to the engine/powertrain may require a modifications report to be presented as per Section 71 of this manual. ITEM REASONS FOR FAILURE MiD MaD DD 01 Clutch (1) Slips or drags so that driving is made considerably difficult. 02 Clutch Pedal anti-slip provision (1) Anti-slip provision on clutch pedal missing, loose or worn smooth. 03 Clutch operating linkage (1) Not working, defective or leaking. (2) Risk of failure. 04 Gear Box/differential/ hub reduction gears (1) Damaged gear(s) or bearing housings. (2) Gear jumps out of engagement. (3) Bearings badly worn or damaged. (4) Obvious oil leak. 05 Propeller shaft or half shaft/bearing/bearing housing/housing mounting/safeguard (1) Any drive line component liable to lock up or breakaway. (2) Askew, damaged, bent or worn. 53 Page 116

122 53 53 TRANSMISSION, ENGINE, & FINAL DRIVE Cont ITEM REASONS FOR FAILURE MiD MaD DD 06 Propeller shaft couplings/ halfshafts (e.g. universal joints or flexible couplings) (1) Worn. (2) Bolts, nuts or studs loose/missing. (3) Fastening bolts, locking tabs or split pins missing. 07 Final drive (1) Pinion or gear or sprocket seriously damaged or worn. (2) Serious damage to bearings or shafts. 08 Driving axle (including constant velocity joints) (1) Obviously askew or badly mounted. (2) Obviously worn. (3) Obvious oil leak. (4) Grease boot missing or torn. 09 Gear shift linkage (including gear lever) (1) Obviously worn or loose or damaged. 10 Lubrication (other) (1) Obvious oil leaks. 11 Engine Mounting or Gearbox Mountings (1) Insecure, deteriorated or broken. 12 Engine/Power Train (1) Unsafe repair or modification. Page 117

123 54 REAR SPRINGS Method of Testing Leaf Springs 1. Examine each spring for its general condition and in particular for fractures in the leaves, especially in the vicinity of the anchor eye of the main leaf. 2. Note whether any one spring is so weak that it is not holding the body sufficiently far away from the road wheels. 3. Examine condition of spring eyes and bushes and slipper pads. 4. Examine spring clamps to see that none is missing or insecure (thus allowing leaves to splay). 5. Check that the springs on each axle are symmetrically located. 6. Check that there is no movement of spring leaves denoting a fractured centre bolt. 7. Check that the attachments of the shackle/anchor brackets to the chassis are secure, looking for signs of movement of rivets or bolts or elongated holes. 8. Examine the bolts and/or nuts securing the spring to the axle for tightness and examine the spring and axle for evidence that these have been moving relative to each other. 9. Check that the spring consists of standard leaves. Coil Springs 10. Examine each spring for its general condition and in particular for fractures. 11. Note whether any one spring is so weak that it is not holding the body sufficiently far away from the road wheels. 12. Examine the attachment of the coil springs for security. Air Suspension 13. By listening for air leaks, check the condition of the air supply lines and suspension bellows. 14. Check the condition of levelling valve linkages. 15. Examine the attachments of the suspension bellows for security. Bonded Suspension Units 16. Examine the bonding of the flexible element to its associated metal fixings. 17. Examine the condition of the flexible element by applying pressure. 18. Examine the attachments for security to frame and axle. Torsion Bar 19. Check torsion bars/bushes for fracture or damage. 20. Examine the attachment of torsion bars. Spring Pins and Bushes 21. Examine the amount of play due to wear at: (a) the spring anchor brackets. (b) all pins and bushes of the spring shackles. 22. Examine the condition and security of any slipper brackets. 23. Check that anchor/shackle pins are fully in place, that they are secure and that the locking devices are in position and secure. 24. Examine the spring mountings for excessive side play. Spring (coil/leaf/torsion bar) 25. Examine if there has been an unsafe repair or modification carried out to any spring (coil/leaf/torsion bar). NOTES (1) Wear in Spring Pins and Bushes A bush and/or pin would be considered excessively worn if play exceeded 2mm (3/32 ) for 12mm (1/2 ) diameter pins, 3mm (1/8 ) for 25mm (1 ) diameter pins and 1/8 of diameter for pins over 25mm (1 ) in diameter. For side play in spring mountings 6mm (1/4 ) is to be considered excessive for normal suspension although this does not apply to single spring bogie suspensions. Caution should be exercised however in the case of springs and suspension with rubber/complaint mountings where the amount of free movement in new components might well exceed the above limits. In such cases the manufacturer s tolerance should be sought. Observation of the vehicle attitude when stationary can often reveal the effect of exhausted or broken springs e.g. vehicle sitting down at the rear. (2) An unsafe repair or modification carried out to any spring (coil/leaf/torsion bar) may require a modifications report to be presented as per Section 71 of this manual. Page 118

124 54 REAR SPRINGS Cont ITEM REASONS FOR FAILURE MiD MaD DD 01 Spring (coil/leaf/ torsion bar) (1) Worn or exhausted. (2) Any spring leaf broken, fractured, repaired by welding or missing. (3) Spring fitted incorrectly. (4) Spring clamps loose or missing. (5) U-bolts loose or missing. (6) A coil spring or torsion bar broken. (7) Spring non-standard/ contains leaves that are non-standard. (8) Unsafe repair or modification. 02 Spring eye bolt/shackle pins (1) Locking device missing or insecurely fitted. (2) Worn, incorrectly positioned, incorrect type or missing. (3) Obviously loose in the bush. 03 Spring or shackle bushes or slipper pads 04 Spring mounting or torsion bar mounting (1) Missing, worn or perished. (1) Broken/insecure. (2) Bolts/rivets missing or loose. (3) Cracked or damaged. 05 Slipper bracket/pin (1) Missing, worn, damaged or insecure. 06 Spring centre bolt (1) Missing, damaged or broken. 07 Bump stop (1) Missing, damaged or ineffective. 08 Air Suspension, Hydrolastic, Hydrogas, hydro pneumatic suspension (1) Leaks. (2) Levelling valve/linkage defective/insecure. (3) Suspension bellows giving inadequate movement (risk of wheel fouling). (4) Air or hydraulic pipe damaged or deteriorated to such an extent that it is likely to fail. (5) Air bellows damaged or deteriorated to such an extent that it is likely to fail. 09 Bonded Suspension Units (1) Failure of rubber/metal attachment. (2) Deterioration of suspension medium (soft and sticky). Page 119

125 55 55 REAR SUSPENSION Method of Testing 1. Examine axle beams, trailing arms, swinging arms and their mounting bushes/bearing/shaft/ball joints for wear damage or distortion. 2. Examine the condition of the chassis frame and body shell structure in the vicinity of suspension mounting points and suspension sub frame mounting points for fractures, excessive corrosion or distortion. 3. Check for damage or excessive corrosion of any suspension strut mounting, wear in the shaft and the condition of the bonding between the metal and flexible material in the strut support bearing. 4. For all suspension types examine the condition of wishbones, ball joints track control arms, anti-roll bars, transverse rods, radius rods and their mounting bushes, bearings, shafts, washers and retaining devices. 5. Manufacturer s permissible gross axle weight compared to presented weight. 6. Particular attention should be paid to vehicles where additional axles have been fitted. In the case of trailers the licence card must have been amended to include the extra axle weight. There must be an effective load compensating system between all the axles of a bogie or tri-axle. 7. Examine if there has been an unsafe repair or modification carried out to the axle beam, trailing arm, wishbones, swinging arm, track control arm, suspension strut or balance beam. ITEM REASONS FOR FAILURE MiD MaD DD 01 Axle beam, trailing arm, wishbones, swinging arm, track control arm, suspension strut, balance beam (1) Obviously askew. (2) Mounting bushes, bearing or bearing carrier, shafts, ball joints, obviously loose, worn or insecure. (3) Cracked or damaged. (4) Unsafe repair or modification. (5) Presented axle weight exceeds manufacturer s permissible gross axle weight (Vehicles not fitted with an authorisation plate) (6) Presented vehicle weight exceeds manufacturers DGVW (Vehicles not fitted with an authorisation plate) (7) Presented axle weight exceeds the weight not to be exceeded in Ireland (Vehicles fitted with an authorisation plate) (8) Presented vehicle weight exceeds the weight not to be exceeded in Ireland (Vehicles fitted with an authorisation plate) 02 Wishbones, anti-roll bar, transverse rod, radius rod/link (1) Mounting loose. (2) Cracked or deformed. (3) Missing or broken. (4) Play exceeds manufacturer s specified tolerance. (5) Non-standard suspension or unacceptable repairs liable to cause instability or loss of control. (6) Insecure. (7) Rubber gaiter split, damaged, missing or displaced. 03 Mounting Area (1) Damaged or corroded to such an extent that the security or alignment of the suspension component is affected. 04 Compensating mechanism on multiple axle sets (e.g. on bogie or triple axles) (1) Load compensating linkage missing or not operating correctly. NOTES (1) An unsafe repair or modification carried out to the axle beam, trailing arm, wishbones, swinging arm, track control arm, suspension strut or balance beam may require a modifications report to be presented as per Section 71 of this manual. Page 120

126 56 56 REAR LAMPS AND REGISTRATION PLATE LAMPS Method of Testing 1. Check that two or four rear lamps are correctly fitted to the rear of the vehicle, that they are on each side of the centre line of the vehicle, and that no part of the vehicle extends laterally more than 16 inches beyond either rear lamp (see diagram, page 65). 2. Check that each rear lamp when in use provides a red light which is clearly visible from a reasonable distance from the rear. 3. Check that the registration number plate lamp(s) shows a white light and is operating effectively. NOTES (1) In this section rear lamps refers to the rear running lamps and not brake or directional indicator lamps. (2) Any rear marker lamps fitted should be in working order. ITEM REASONS FOR FAILURE MiD MaD DD 01 Rear Lamps (1) Not working correctly or not fitted. (2) Any lamp not working or defective. (3) Not of the same dimensions and power. (4) Incorrectly positioned, not symmetrically located, (see page 65) or insecurely mounted. (5) Lens missing, broken or badly cracked. (6) Lamp contains water/moisture. (7) Not red in colour. (8) Fitted more than 2 foot 6 inches (762mm) from the extreme rear of the vehicle. (9) Less than 50% of LEDs operating on any lamp unit. 02 Registration Plate Lamp (1) Not working correctly or not fitted. (2) Not white in colour. (3) Lamp throws direct light to the rear. (4) Lamp not securely attached. Page 121

127 57 STOP LAMPS Method of Testing 1. With the ignition switched on and rear lights switched on and the service brake (footbrake) applied, observe the functioning of the stop lamp(s). ITEM REASONS FOR FAILURE MiD MaD DD 01 Stop Lamps (1) Missing or not clearly visible. (2) Not working or defective. (3) Not of the same dimensions and power. (4) Incorrectly positioned, not symmetrically located, (see page 65) or insecurely mounted. (5) Lens missing, broken or badly cracked. (6) Lamp contains water/moisture. (7) Not red in colour. (8) Not brighter than rear lamps. (9) Less than 50% of LEDs operating on any lamp. (10) Switch does not operate correctly. (11) Function of switch control device impaired. Page 122

128 INDICATORS/TELL TALES Method of Testing 1. Switch on the direction indicators and check that: (a) (b) (c) (d) Each is working correctly and is clearly visible. Each is of the correct colour and correctly located. Means are available for the driver to be readily aware from his seat that each direction indicator is functioning. If fitted, four-way flasher or hazard warning lights must all be working. NOTES (1) Where repeater indicators are fitted these must be working. ITEM REASONS FOR FAILURE MiD MaD DD 01 Indicators/hazard warning flashers (including repeater lamps) (1) Missing or not clearly visible. (2) Not working or defective, e.g. not flashing constantly between 60 and 120 flashes per minute (flashing type). (3) Not of the same dimensions and power. (4) Incorrectly positioned, not symmetrically located, (see page 65) or insecurely mounted. (Note that there is no specified lateral clearance for indicators.) (5) Lens missing, broken or badly cracked. (6) Lamp contains water/moisture. Post-July 1964 (7) Not amber in colour. Pre-July 1964 (8) Fronts both not amber or white in colour. (9) Rears both not amber or red in colour. (10) Where only one indicator (on each side) used for front and rear; (a) Not amber in colour. (b) Does not extend six inches beyond the outline of the vehicle (semaphore type only). All (11) Rate of flashing not constant and between 60 and 120 flashes per minute. 02 Switch (1) Missing. (2) Not working or faulty. 03 Tell Tale (lights or audible indicator) (1) Missing. (2) Not working or faulty. Page 123

129 59 59 SIDE LAMP/MARKER LAMP Method of Testing 1. Side Lamps Check that the two lamps showing a white light are fitted to the front of the vehicle; one on each side of the centre line of the vehicle and; (a) (b) (c) (d) when illuminated are clearly visible from a reasonable distance; are securely fixed and do not flicker; that no part of the vehicle or trailer extends laterally more than 406mm (16 ) beyond the lamp; that they are fitted at the same height and not more than 2100mm (6 11 ) from the ground. 2. Marker Lamps Applies only to trailers or semi-trailers in combinations exceeding 12.2m (40 ) in length. Check that a marker lamp on a trailer/semi-trailer is fitted midway on the right hand side and the illuminated surface of the lamp shows a white light and is facing outwards and to the front at an angle of 45 to the longitudinal axis of the trailer/semitrailer. The illuminated surface should not be higher than 1.52m (5 ) from the ground. Any marker lamps fitted should be in working order. Note: EC specification Side Marker Lamps will be accepted as an alternative to the Irish side marker lamps as above. The Method of Testing for EC specification Side Marker Lamps is as follows: (a) On each side of the trailer/semi-trailer, check that at least one side-marker lamp is fitted to the middle third of the vehicle, the foremost side-marker lamp being not further than 3m from the front and distance between two adjacent side-marker lamps not exceeding 3m (if the structure of the vehicle makes it impossible to comply with such a requirement, this distance may be increased to 4m). (b) The distance between the rearmost side-marker lamp and the rear of the vehicle shall not exceed 1m. (c) The lamps should be positioned not less than 350mm and not more than 1,500mm from the ground (if the structure of the vehicle does not allow for compliance with the maximum height, this limit may be raised to 2,100mm). (d) The side-marker lamps should be amber in colour (the rearmost side-marker lamp may be red if grouped or combined or reciprocally incorporated with the rear position lamp) and should be visible from a 45 degree angle from the front and rear of the vehicle. ITEM REASONS FOR FAILURE MiD MaD DD 01 Side Lamps (1) Missing or not clearly visible. (2) Not working or defective. (3) Not symmetrically located and of the same dimensions and power. (4) Incorrectly positioned (see page 65) or insecurely mounted. (5) Lens missing, broken or badly cracked. (6) Lamp contains water/moisture. (7) Not white in colour. (8) Power exceeds 7 watts in any lamp. 02 Marker Lamp(on semitrailer or trailer) where combination is more than 1 2.2m (40 long) (1) Missing. (2) Not working or faulty. (3) Badly cracked or missing lens. (4) Incorrect colour. (5) Incorrectly positioned or incorrectly mounted (see page 9). Page 124

130 60 60 HEADLAMP CONDITION Method of Testing 1. With the headlamps switched on main and dipped beam in turn, see that they each show as selected a light both of the same colour (white or yellow) to illuminate sufficiently the road in front of the vehicle. 2. Check if a High Intensity Discharge (HID) light source is fitted. A HID light source may be recognised by the: - light having a bluish tinge, - light taking a few seconds to reach full intensity, - headlamp having an igniter module/inverter (ballast) behind the headlamp, - headlamp having "DCR" marked on the lens. NOTES (1) The headlamp aim test must be carried out on the certified level area (2) Headlamps should consist of either two or four lamps, or one lamp in the case of an electric vehicle. (3) Extra lamps fitted are not to be considered as part of the test. (4) Any headlamp range adjuster must be in the basic position. (5) Headlamp beam converters fitted to right hand dipping headlamps of vehicles which are mainly used on the continent, which effectively mask/deflect the beam are acceptable provided that the pass/fail criteria is met. (6) HID light sources may not be fitted to a conventional lamp reflector unit (light source and lamp not compatible) and may only be fitted as part of a type approved headlamp system. In order to determine that the HID system fitted has been type approved, automatic cleaning and headlamp levelling devices (manual or automatic) shall be present. Where automatic cleaning devices or levelling devices are not fitted to a HID system, then confirmation from the manufacturer/authorised distributor should be sought in order to confirm that the vehicle presented was originally manufactured with a type approved HID system. (7) Headlamp cleaning devices are mandatory to be fitted with HiD lamps with the exception of retrofitted systems and vehicles which were not originally manufactured (type approved) for Europe. ITEM REASONS FOR FAILURE MiD MaD DD 01 Main or dipped beams (1) Dipped beams not working simultaneously. (2) Full beams not working simultaneously. (3) Contains water/moisture. (4) HID bulb fitted in a non-hid headlamp. HID Light Sources (5) Automatic headlamp levelling device not operating or manual headlamp levelling device cannot be operated from driver s seat. (6) Headlamp cleaning device not present (where mandatory). (7) Headlamp cleaning device not operating. 02 Glass and reflecting material (1) Insufficient intensity to illuminate the road in front of the vehicle. (2) Glass badly cracked. (3) Reflecting material damaged/discoloured. (4) Missing. 03 Mounting of lamps (1) Incorrectly mounted. (2) Insecurely mounted. 04 Dip or headlamp (1) Insecurely mounted or missing. switch (2) Not working properly. 05 Dipped beam (1) Right hand dipping headlamps not masked/deflected to meet test pass criteria. 06 Colour (1) All lamps (Not white or yellow). 07 Main beam warning light (1) Not working. Page 125

131 61 1 HEADLAMP AIM Method of Testing 1. Place a properly calibrated headlamp beam setter in front of each headlamp in turn, and with the headlamp emitting the dipped beam or the main beam as appropriate (see Note below) determine the gradient % of the highest intensity of the beam relative to the plane on which the vehicle is standing. NOTES (1) Headlamps fall into three main categories as follows: ( i ) European Type Headlamp checked on dip beam (see Fig. 1 for method of test), (ii) British-American Type Headlamp checked on dip beam (See Fig. 2 for method of test), (iii) British-American Type Headlamp checked on main beam (See Fig. 3 for method of test). (2) Tyre pressures should be checked and corrected if necessary before headlamp aim is checked. The vehicle and beam setter should be located on the special headlamp aim checking area within the test premises. (i) (ii) Any headlamp range adjuster must be in the basic position. If a vehicle is presented with left hand drive headlamps and beam masks, the masks must be installed to ensure they effectively block any light projection above the 0% horizontal reference line. This would then show a pattern similar to a mirror image of Fig. 2 and can be checked as on that guide. Page 126

132 61 HEADLAMP AIM Cont ITEM REASONS FOR FAILURE MiD MaD DD 01 European Type Headlamp (checked on dip beam) (All 2 or 3 axle rigid vehicles with a wheelbase of 5m or less and all 2 or 3 axle tractor units in either case not fitted with air suspension on the rear axle, self-levelling headlamps or a driver s headlamp aim adjustment control) (1) For headlamps whose centre is not more than 850mm above the ground the horizontal cut off line does not lie between the 0.5% and 3.25% boundary lines. (2) For headlamps whose centre is more than 850mm above the ground the horizontal cut off line does not lie between the 1.25% and 4.0% boundary lines. (3) The junction of the 15 degree cut-off and horizontal cut off line does not lie between the 0% and 2% vertical lines. 02 Vehicles other than those specified above 03 British American Type Headlamp (checked on dip beam) (All 2 or 3 axle rigid vehicles with a wheelbase of 5m or less and all 2 or 3 axle tractor units in either case not fitted with air suspension, self-levelling headlamps or a driver s headlamp aim adjustment control) 04 Vehicles other than those specified above 05 British-American Type Headlamp (checked on main beam) (1) For headlamps whose centre is not more than 850mm above the ground the horizontal cut off line does not lie between the 0.5% and 2% horizontal lines. (2) For headlamps whose centre is more than 850mm above the ground the horizontal cut off line does not lie between the 1.25% and 2.75% horizontal lines. (3) The junction of the 15 degree cut off and horizontal cut off line does not lie between the 0% and 2% vertical lines. (1) The upper edge of the hot spot does not lie between the 0% and 4% boundary lines. (2) The right edge of the hot spot is to the right of the vertical 0% line or more than 2% to the left of it. (1) The upper edge of the hot spot does not lie between the 0% and 2.75% boundary lines. (2) The right edge of hot spot is to the right of the vertical 0% line or more than 2% to the left of it. (1) For headlamps whose centre is not more than 850mm above the ground the hot spot centre does not lie between the 0% and 2% horizontal lines. (2) For headlamps whose centre is more than 850mm above the ground the hot spot centre does not lie between the 0% and 2.75% horizontal lines. (3) The centre of the hot spot does not lie between the 0% and 2% vertical lines. Page 127

133 61 HEADLAMP AIM Cont Fig. 1 European Type Headlamp checked on Dipped Beam For all two or three axle rigid vehicles with a wheelbase of 5m or less and all two or three axle tractor units in either case not fitted with air suspension on the rear axle, self-levelling headlamps or a driver s headlamp aim adjustment control the horizontal cut off line must be between: (a) 0.5% and 3.25% boundary lines for headlamps whose centre is not more than 850mm above the ground. (i) 1.25% and 4.00% boundary lines for headlamps whose centre is more than 850mm above the ground. For vehicles other than those specified above the horizontal cut off line must be between: (b) 0.5% and 2% for headlamps whose centre is not more than 850mm above the ground. (i) 1.25% and 2.75% for headlamps whose centre is more than 850mm above the ground. The junction of the 1 5 degree cut off and the horizontal cut off line must be between the 0% and 2% vertical lines. Page 128

134 61 61 HEADLAMP AIM Cont Fig. 2 British - American Type Headlamp checked on Dipped Beam For all two or three axle rigid vehicles with a wheelbase of 5m or less and all two or three axle tractor units in wither case not fitted with air suspension, self-levelling headlamps aim adjustment control the upper edge of the hot spot must be between 0% and 4%. For vehicles other than those above the upper edge of the hot spot must be between 0% and 2.75%. The right edge of the hot spot must be between the 0% and 2% vertical lines. Page 129

135 61 HEADLAMP AIM Cont Fig. 3 British - American Type Headlamp checked on Main Beam The lens of this type of headlamp is circular and likely to be of the sealed beam construction. It may be marked with 1 and an arrow. It will not have C above either an E or e. The dipped beam pattern will not match either of the figures shown on the previous pages but the main beam will be similar to figure above. Check on main beam and determine that: (a) (b) (c) The centre of the hot spot lies between the 0% and 2% vertical lines. For headlamps whose centres is not more than 850mm above the ground the hot spot centre lies between the 0% and 2% horizontal lines. For headlamps whose centre is more than 850mm above the ground the hot spot centre lies between the 0% and 2.75% horizontal lines. Page 130