| THE TECHNICAL INSPECTION
OF VEHICLES – INTO THE MILLENIUM |
A NEW BEGINNING ? As a member* of the TACIS project tasked with assisting in the development of Road Transport Associations within the Russian Federation, I have conducted a study on the Technical Inspection of motor vehicles. WHAT DO WE SEE TODAY? The study focused on the current situation, the available facilities, the role of the enforcement authorities and the aims for the future. The aspects discussed included the funding of inspection facilities, the availability of spare parts for vehicles, the financing of replacement vehicles, and the problems associated with an ageing vehicle fleet. It has become clear that the present system is not functioning, as it should do, for a variety of reasons. These are three of main reasons for this:
For the system of Instrumental Inspections to have any credibility, each inspection required by the Regulations, must be undertaken to a specified standard, in order to ensure minimum safety standards are achieved. Of the other key areas, the following are particularly significant:
WHAT SHOULD WE CHECK? Turning to the subject of the actual vehicle inspections the following are the minimum component areas which should be included: Inside the drivers cab or the passengers compartment
At ground level and under the vehicle Brake performance and Exhaust emissions There will be other components to be considered when inspecting passenger carrying vehicles such as passenger doors, passenger seats and emergency exits. The inspection of these items normally relates to the security of the component, its condition and the degree of wear and / or damage it has sustained. The inflation of tyres and the amount of travel in brake linkages have to be inspected. The function of the components has to be inspected, including operational checks of the air pressure / vacuum build up, and low pressure warning devices, engine emissions, lamps, steering components and brake performance. Components, pipe-work and valves, which contain oil, fuel, brake fluid, compressed air or vacuum are also examined for leakage. An objective assessment then has to be made in order to determine whether any insecurity, travel, wear, damage, leakage or emission observed, is sufficient to render the vehicle unroadworthy. This is an area where some official published guidance will be essential. WHICH ROAD TO TRAVEL? The next issue to be considered concerns the personnel, facilities, and equipment required, in order to undertake, the Instrumental Inspection. This is an area where there are a number of issues and possibilities worthy of discussion.
Normally Technical or Instrumental Inspections are undertaken without dismantling any of the vehicles, component systems. Therefore the inspection consists of a thorough, systematic, visual inspection of all the relevant component systems. This work must be undertaken, by an individual or individuals, having the necessary knowledge and experience required to detect faults, and assess their significance in relation to the safe operation of the vehicle. In order to undertake the inspection, in its simplest form, the inspector will need access to some equipment, however the equipment can be simple. A pit or hoist will be required, if adequate access to the underside of the vehicle cannot be gained at ground level. A method of checking headlight alignment will be required, as will a simple device, such as a decelerometer, for testing brake efficiency. With the addition of a jack and some hand tools, such as a torch, lever and hammer, and the help of an assistant for 5-10 minutes, a Technical Inspection can be undertaken, in its simplest form, which will provide an objective assessment of the vehicles roadworthiness. Assuming the availability of suitable facilities including inspection pits or hoists, and jacks, the equipment cost of such a facility could be as low as 2,500 US$. However, this would be a labour intensive method of inspection, and the throughput could be as little as 6 trucks per person, per day and 12 cars per person, per day, assuming the facility has two lines. A Technical Inspection at this level can address all the aspects directly applicable to road safety, including the visual assessment of exhaust smoke density, however it will not cover environmental issues such as the content of exhaust gases. It is also accepted that a decelerometer will not test brake efficiency with the sophistication or accuracy of roller or plate brake testing machines. 2. The Desirable Level of Equipment At the opposite end of the spectrum, the Instrumental Inspection facility recently opened at Domodedovo has technically advanced equipment. The facility consisted of a dedicated building for the technical inspection of vehicles. The building was well lit and spacious. The floor had apparently been laid to a Swedish specification. It was flat and smooth. The building was heated and exhaust gas extraction equipment was available. The equipment was laid out in two flow lines. One was equipped for the inspection of passenger cars and other vehicles up to 3,500kg in weight. This line consisted of a hard standing area where the vehicles interior and exterior will be inspected, a hoist where to underside will be inspected, a facility for checking headlight alignment and computerised equipment for the instrumental testing of brake efficiency and exhaust emissions. The other line was laid out for the inspection of large goods and passenger vehicles up to a weight of 15 tonnes, which were said to be the largest vehicles operating in the area. This line consisted of a long, well lit, inspection pit where the interior, exterior and underside of the vehicle will be inspected. Computerised equipment for the instrumental inspection of brake efficiency and exhaust smoke density was available. With the exception of reciprocating plates for checking to play in steering swivel pins and wheel bearings of the large vehicles, this facility was equipped to a similar level to the instrumental testing centres currently in use in Great Britain. The cost of equipping this type of facility (excluding the cost of building works, transport, equipment installation and staff training) and including the provision of exhaust emission extraction equipment (approximately 15,000 US$) for the building (a Health & Safety issue) is estimated at between 80,000-95,000 US$. The estimated maximum throughput of this facility is expected to be approximately 60 cars per day, and 20 trucks per day.
This level of Instrumental Inspection equipment can be expanded to include shock absorber testing, axle geometry, brake pedal pressure measurement, visibility / light emission through windows, tyre pressure measurement, and the integrity of the exhaust system. Most of this equipment is only available for the Instrumental Inspection of cars and other vehicles, up to 3,500 Kg Gross Vehicle weight. If some, or all of this additional equipment, is specified at the development stage of the Instrumental Inspection Centre, its cost is thought to be in the region of 500-10,000 US$, depending on the actual equipment purchased. The testing of these components should be included in the inspection at a visual / operational level. However, the mandatory requirement to have dedicated equipment, with which to test these components, during each Instrumental Inspection, would need to be supported by statistical data or cost benefit analysis, regarding the impact on road safety. It has also been suggested that ignition system setting should be included, however in my view, this is a maintenance issue, rather than one related to safety. This additional equipment is not currently used in Great Britain, as part of the mandatory, vehicle instrumental inspection scheme. SO WHAT IS THE WAY FORWARD? What should be regarded as the minimum standard of equipment, necessary to ensure a vehicle is safe to use? This is really a question about national standards, available finance, training and enforcement. Initially, it is fundamentally important to set, as a minimum requirement, a list of equipment, which can be financed in every area of the Russian Federation. The equipment can then be used with the list of components to be examined, to form the standard Instrumental Inspection. If, sufficient finance is available, the minimum desirable equipment list should contain:
If, sufficient finance is not available, the minimum equipment list could contain:
This would reduce the inspection to a minimum safety level, and not take into account any environmental considerations. However, it could form the basis with which to introduce a uniform system that may be developed into a more sophisticated, technologically based inspection, over time, as funds become available. The equipment costs quoted may vary considerably according to the supplier chosen, the country of origin, the final specification of the equipment and the negotiation of discounts. IS THERE A FORK IN THE ROAD? Another possibility is the adoption of a two-tier system, built on the minimum equipment list. For example, in remote or less developed areas where vehicle concentrations will be lower and environmental considerations, such as the build up of pollution may not be quite so important, the minimum level of equipment may be sufficient. However, metropolitan areas such as Moscow and St Petersburg may insist on roller brake testing and exhaust emission / smoke emission analysis, as a mandatory part of the Instrumental Inspection, due to the increased likelihood for both accidents and the build up of pollution. This higher level of inspection must also be applied to vehicles engaged in international transport, which are subject to controls abroad, and may be applied to national transport where the vehicle operates in both less developed and metropolitan areas. WHAT ABOUT TRAINING AND ENFORCEMENT? The type of inspection system developed and the minimum equipment levels set will achieve little, without adequate training of the staff who use the equipment and undertake the inspections. Training in the use of the equipment should initially be under taken by the manufacturer, who could train the vehicle inspectors directly, or teach the trainers, who will eventually train the vehicle inspectors. However, the content of the training required to become a vehicle inspector should be specified at a national level. This training should cover the method of undertaking the inspection, the components and systems to be included in the inspection, and the pass / fail criteria to be used when determining whether the vehicle is fit for continued use. The training could be provided by the enforcement authority or by training providers working under the direction and supervision of the enforcement authority. The enforcement authority should be responsible for ensuring the training covered all the necessary subjects. Finally, I come to enforcement. The whole issue of the success or failure of the Instrumental Inspection scheme, both for the mechanical condition of the vehicles in use on the roads of Russia and the financial success of the inspection centres, relies on effective, unbiased enforcement. This is an area where the level of co-operation between RTI and GIBDD could be both improved and increased, in order to make the most effective use of both equipment and manpower. It may also ensure the maximum geographic coverage in relation to the training of vehicle inspectors, enforcement of the minimum levels of equipment required in order to undertake the inspections, content of the inspections and the application of the relevant legislation and guidance. This should also ease the identification of operators and individuals who use vehicles illegally. INSTRUMENTAL INSPECTION CHARGES. There was a significant regional variation in the cost of the annual technical inspection. For example the charge for the Inspection of a truck in Ryazan is said to be the equivalent of about 5 US$. At Domodedovo they charge the equivalent of about 40 US$ for the Instrumental Inspection of a truck. Determining a realistic charge for each class of vehicle inspection, will be important in determining whether an opportunity exists, for a return on any investment, and whether it can be profitable to carry out the inspection to the correct standard. If a two-tier level of inspection is considered, then the charges made should reflect both the content of the inspection, and the investment made in the equipment used. The charges made for Instrumental Inspection of vehicles should be affordable to both individual and operators. THE POTENTIAL FOR A NEW BEGINNING At present there seem to be very few facilities for vehicle instrumental inspection within Russia, and little consistency in the content of the technical inspection, from region to region. Therefore I would suggest the current system is not working, as it should. This presents a number of opportunities:
There is scope to develop a technically sophisticated vehicle Instrumental Inspection system within Russia, however, firm foundations must be developed on the ground before we can reach for the stars, again!
*Author, Alan Pallett-Freight Transport Association, Tunbridge Wells, Kent, U.K.
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