Transport Safety Authority (LTSA) for the use of engineers, fabricators and others involved in heavy motor vehicle construction and repair. It outlined the LTSA’s expectations of these people and their organisations. Copyright is held by the NZ Transport Agency. This document has been revised and updated by the NZTA with assistance from the HVETIG (formerly the RTCE), including the references and Appendices 1-5 and is published in Memo form as an instruction to all HV certifiers. A guide to key

specialist inspection and certification of heavy vehicle brakes (refer to Technical bulletin 4 ). 73. A vehicle inspector or inspecting organisation has certified a motor vehicle under Land Transport Rule: Vehicle Standards Compliance 2002 and they had reason to believe that the vehicle did not comply with this Rule. 74. During the certification of a vehicle, compliance of a vehicle's brakes with the performance requirements in this Rule has not been verified by means of appropriate tests, using

brake of a vehicle first registered in New Zealand on or after 1 March 2007 or modified on or after that date that can be operated in a combination vehicle is not capable of being connected to the air brake of the other vehicle by means of a two-line system. 26. A two-line system does not consist of: a) a supply line that supplies compressed air from the towing to the towed vehicle, and b) a control line that supplies a control signal, in the form of modulated air pressure, to regulate

for the industry, and four options have been developed. All four options require an SRT Compliance Certificate to be completed by a Heavy Vehicle Specialist (HVS2) Certifier and a Vehicle Attributes Sheet for each prime mover and trailer to be completed by a Heavy Vehicle Specialist Certifier (HVEC or HVEK) and supplied with the Permit Application Form.. These four options are as follows: 1. A uniform density SRT overweight permit at height from road surface to highest point on the tallest

out in the Procedure Documentation Sheet (PDS) that is drawn up by an HV certifier. Each certification must have its own unique PDS. Manufacturing and installation work must also be monitored or verified by an HVS certifier. Where appropriate, the certification of manufacture may be done by a form of ‘type approval’. Final certification is based on inspection by a qualified certifier with reference to any intermediate documents, including the SoDC, the PDS, supporting documentation from any

single certifier who is appointed for more than one aspect of a vehicle certifies more than one aspect of the vehicle at the same time, a separate LT400 must be used for each aspect. For some aspects of the vehicle an additional record of the determination, such as a component identification, usually in the form of a metal plate, must be issued and fixed to the vehicle. For some items, this identification may be impressed directly on to the item. While a certifier may include an expiry date on the

Structures AS/NZS 1554.7 Structural steel welding of sheet steel structures 7-4 Boron alloyed The UHSS alloyed with boron is at the higher end of the advanced metals used in truck cab construction. Parts made from UHSS alloyed with boron should not be straightened or reformed. The steel panels are formed at extremely high temperatures and are prone to work hardening and cracking if damaged or deformed. Boron UHSS is weldable, and either the GMA (MIG) welding process or squeeze-type