Changes come into effect from April 2025. Effective braking is crucial for the safety and compliance of Heavy Goods Vehicles (HGVs). The latest updates to the DVSA’s Guide to Maintaining Roadworthiness reinforce the importance of regular and effective brake testing, with a particular focus on laden brake tests. As these changes take effect, operators must ensure their fleets remain compliant and adopt best practices for brake performance assessments.

Key Updates to HGV Brake Testing Requirements

The updated guidance requires operators to conduct more frequent brake tests using methods that provide accurate and reliable results. This includes a stronger emphasis on laden brake tests, as unladen vehicles may not provide a true reflection of braking efficiency under operational conditions.

Additionally, operators should be aware of Annex 7A, which will become more relevant for vehicles that do not typically operate with heavy loads. This risk assessment framework allows for valid justification where a vehicle is unable to achieve the required 65% of its gross weight during brake testing.

The Importance of Laden Brake Testing

Laden brake tests involve testing vehicles with an appropriate load, replicating real-world braking conditions. The benefits of laden brake testing include:

• More Accurate Results: Unladen vehicles may pass a brake test even if braking performance is suboptimal, leading to a false sense of security.
• Improved Safety: Testing under realistic conditions ensures braking issues are identified before vehicles go into service.
• Better Compliance: DVSA and FORS Silver Version 7 requirements now highlight the importance of loaded brake tests, reducing the risk of enforcement action.

Failure to carry out laden brake tests can result in ineffective braking, increased stopping distances, and higher risks of incidents or DVSA penalties.

Understanding Brake Test Reports & Key Considerations

Brake test reports contain essential elements that operators must review carefully. A few critical points to note include:

• DTP Number Accuracy: The DTP number on the brake test report must match the vehicle being tested. If incorrect or absent, the whole calculation could be invalid, meaning an operator might unknowingly submit a brake test for a 7.5t rigid HGV using DTP data for a 32t four-axle tipper. This number can be found on the Ministry plate (right-hand corner).
• Brake Imbalances: Any imbalance above 30% is considered a failure, even though some systems may incorrectly register the test as a pass due to the brakes locking up. Traffic Commissioners deem this a failure regardless of locking up being applied. Re-testing is strongly recommended in such cases.
• Load Weight Requirement: The vehicle must be at least 65% of its gross weight for the brake test to be valid.
• Temperature Recording: For Tapley and decelerometer tests, temperature readings must be recorded before and after testing. This ensures consistency and highlights any overheating concerns.

Tapley Brake Tester: Operator Responsibilities & Limitations

A Tapley brake tester (decelerometer) is a simple device used to measure braking performance, particularly for vehicles that cannot be tested on a roller brake tester. However, reliance on a Tapley meter comes with strict operator responsibilities:

• Load Considerations: Vehicles must be laden during a Tapley test to obtain accurate results.
• Recording & Reviewing Results: Brake efficiency readings must be documented, including ambient and brake temperatures, and retained for audit purposes.
• Testing Limitations: Tapley tests only provide an overall braking efficiency figure and do not assess individual wheel performance, making them less effective than roller brake tests.

Additionally, while it was once speculated that decelerometer tests would be removed from future versions of the Guide to Maintaining Roadworthiness, they have been retained. Operators must ensure that decelerometer tests follow these criteria:

• Conducted at approximately 20 mph.
• Service brake efficiency must meet or exceed 50%.
• Park brake efficiency must meet or exceed 16%.
• The vehicle must not deviate from a straight line during testing; deviation constitutes a major fail.
• Trailers cannot be tested using a decelerometer, as the towing vehicle’s brakes would also be applied, rendering results inaccurate.

Risk Assessments When Not Using a Roller Brake Tester

If an operator opts for alternative brake testing methods, a thorough risk assessment must be conducted to ensure braking performance is accurately evaluated. This assessment should cover:

• Justification for Alternative Testing Methods – Why a roller brake test is not being used and the steps taken to mitigate risks.
• Vehicle Loading Requirements – Ensuring accurate and consistent loading during brake testing.
• Test Frequency & Compliance – Demonstrating that brake tests, whether Tapley or road tests, meet regulatory requirements.
• Emergency Procedures – Identifying actions to be taken in case of a braking system failure.

How SH Consultancy Can Help

To ensure your fleet remains roadworthy and compliant, SH Consultancy offers expert guidance and compliance audits. Our Operator Health Check can identify potential shortcomings and provide tailored rectification measures to ensure continued compliance with DVSA regulations. Contact us today to book your audit and keep your fleet safe and operational.

By implementing the latest best practices in brake testing, operators can enhance safety, improve compliance, and reduce the risk of penalties. With the upcoming changes in April 2025, ensuring your fleet meets the latest DVSA standards is more important than ever.