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In April 2025, the Guide to Maintaining Road Worthiness was updated to reflect revised best practice guidance for all operators.
Many of the changes provide clarity on the content of the previous guide, released in October 2024, particularly in relation to the expectations regarding brake testing.
The updates include changes to the following:
Section 1.1 Maintaining compliance
This section has introduced clarification from Traffic Commissioners, that the term “fit and serviceable” goes beyond the basic requirements of an annual MOT test.
It also references Regulation 18(1) of the Road Vehicles (Construction and Use) Regulations 1986, which states:
“Every part of every braking system and of the means of operation thereof fitted to a vehicle shall be maintained in good and efficient working order and be properly adjusted”.
Under this definition, the “means of operation” also includes Advanced Driver Assistance Systems (ADAS), bringing them within the scope of required maintenance standards.
Additionally, the section acknowledges that while the guide outlines recommended methods, alternative systems and approaches may also be used to maintain vehicles in a roadworthy condition. However, operators choosing to implement a different system must still be able to demonstrate its effectiveness to the Traffic Commissioner.
Section 3 has been revised to specifically address vehicles engaged in arduous work.
Daily walk around checks for vehicles carrying out arduous work must now have multiple checks during a 24-hour period. These inspections should prioritise systems and components which may be subject to damage or wear before the vehicle is returned to service, with an obvious focus being on tyres.
Furthermore, updated guidance provides clarity that where there are driver changes during a day, a check of the vehicle should be undertaken by each driver, however, it is accepted there are occasions where it would be unsafe for a driver to perform a walkaround check, such as at a bus stop. In these circumstances, it is acceptable for a driver not to perform an inspection but a robust driver defect reporting system needs to be in place.
This section also provides clarity on the responsibilities of traction-only operators, including the specific documentation they are required access to.
Section 5 of the GtMRW has also introduced the Maintenance Provision Rating Scheme (MPRS)
The MPRS is an independent recognition system developed by the industry, with backing from key organisations such as the DVSA and the Office of the Traffic Commissioners. It is designed to apply to workshop and maintenance facilities of all sizes, offering a single accreditation scheme that evaluates both facility performance and workforce standards through thorough audits.
The scheme is administered by the Institute of Road Transport Engineers, with participation being voluntary. Maintenance providers who join, agree to be monitored against established standards, demonstrating strong management practices. This not only offers clarity on the level of service operators can expect but also helps them identify reliable and competent maintenance providers.
Section 5.3 Braking Performance Assessment
The new update has also issued an expectation that every safety inspection will include a brake performance assessment. Operators are expected to make every effort that a laden roller brake test is used to test brake performance. However, where a trailer is fitted with a suitable electronic brake performance monitoring system (EBPMS) a roller brake test is not required provided the system produces readouts that the operator and the maintenance contract understand. Decelerometer tests with temperature readings are an acceptable method of brake testing but a roller brake test is expected.
Where laden roller brake tests are not feasible, the guide states that a risk assessment must be completed by a competent person who understands braking systems and components. The guide states that a competent person can be described as the combination of training, skills, experience and knowledge that a person has and their ability to apply them to perform the task safely. This means that a Transport Manager is not necessarily the person who is able to complete the risk assessment. Completed risk assessments must be retained for a period of 15 months and produced where required.
It is the Operator’s responsibility to ensure that the reasons for the risk assessment are justified for their operation.
Section 5.4 EBPMS Parking Brake Assessment
This section has now introduced additional guidance outlining a five-step procedure for assessing parking brake performance. This procedure is recognised as an acceptable approach for assessing the parking brake function where a trailer is fitted with EBPMS.
This 5 step procedure is outlined below;
- Confirm the EBPMS system is working correctly, and sufficient data is being captured to record the service brake performance.
- Check the EBPMS data captured indicates the brakes are performing within the systems accepted limited.
- During safety inspections, a competent person must assess all park brake components to confirm they are correctly functioning.
- A shunt test must be conducted confirming performance either during the safety inspection or within the 14 days prior to the inspection. Documented evidence must be provided.
- Check driver defect reports for any issues with the function of the system.
This article was written by Mark Davies.
Need expert advice?
If you are unsure how the new GtMRW updates affect your operation and you would like to ensure your systems, procedures and documentation meets the revised standards, please contact Backhouse Jones by emailing regulatory@backhouses.co.uk