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Posted by on in Uncategorized
As I previously said that I would not harp on about the problems that the DVSA were causing you due to the extremely tight deadline they had to meet, one thing that has come to our notice, and I have already pointed out the dangers to the DVSA, is as follows:
 
The MOT Club has always stressed the need to use the Test Log in the management of the Scheme and that proper correlation with accounts is essential. Under the new system Site Managers cannot access this report under their ID at this stage.
NTs can access their own Test Record, and AEDMs and AEDs can access for the whole AE number which rather swings responsibility and workload away from where it should be. For those of you with multi site organisations perhaps you need to review the process used.
Below is the answer that DVSA provided to my question as to access by the SM
 
The straight answer is no....... but

The enhancement is coming soon that will allow a Site Manger to access the
VTS test log for a defined period or day/week/month/year

The work around is for the AE or AED role to download the test log in .csv
format.
This can then be filtered by VTS number, saved and emailed to the site
manager within each VTS for audit.

OR

Another interim alternative could be to get each NT to download their
personal test log in .csv to be audited by the Site Manager.
 
The enhancement coming “soon” after the experiences of the last month will be welcome when it arrives, but in the mean time you have businesses to run, profit to be made and let’s remember the old VOSA expression of standards to be met.
 
If we can be of any help in this matter just shout.

Posted by on in Uncategorized

Following on from the previous blog entry regarding the MOT first test going to four years, further information has come to hand. The actual words were:

“We will consult on extending the deadline for new cars and motorbikes to have their first MOT test from 3 years to 4 years, which would save motorists over £100m a year.”
 
It should be noted that vans were not mentioned.

Apparantly light commercial vehicles were excluded due to the high failure rate (50%) of Class 7 vehicles. It should also be noted that to exclude light commercial vehicles from having their first test at the end of year 3, the current vehicle classes will probably need to be changed to those used in Europe so that light commercials currently in Class 4, can be distilled out of the whole and treated differently. This too will take time to achieve. The DFT has also said that they see any change as being unlikely to take effect before 2017.

It should also be noted that the DfT will be very busy at that time putting in place the latest EU regulations taking affect in 2018, and they may decide to do both at the same time. We would also have a strong argument that given the higher failure rate of Class 7 vehicles, and that brakes are the predominant failure item, the same may well apply to light commercials in Class 4 (the statistics for which are currently buried in the Class 4 test results) – so we could make a robust case that both Class 7 and Class 4 light  commercial vehicles should be Tested to a 1-1-1 regime.
 
In terms' of volumes, the above could more than compensate for the loss of year three car tests, but does not change the threat to road safety that that change incurs.
 
I think the bottom line is that there are a lot of negotiations both in the UK and with regards to EU, so whilst the above information is at this stage valid, things may change drastically as time passes.

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