NOTE1: Decelerometer standards should be read in conjunction with the equipment manufacturer's specification.

On some vehicles with light axle loads, or when testing in wet weather, it might be difficult to obtain a brake test result because of wheel lockup. In these cases the pedal pressure should be reduced to a point where only the minimum specified deceleration rates are achieved.

Set up a suitable decelerometer in the vehicle cabin. Drive the vehicle to a speed of at least 30 km/h. If the vehicle has a manual transmission, put the transmission into neutral, (automatic transmission vehicles may remain in gear). With hands on the steering wheel, bring the vehicle to a halt as rapidly as possible in a safe manner with one sustained and smooth application of the service brakes.

Reasons for rejection

• The application of the brakes causes the vehicle to swerve from a straight line path;

• The service braking system decelerates the vehicle at less than the performance requirement.

Transport Usage in the Automotive Industry

The use of international air transport for emergency imports of components amounted to approximately 6000 tons in 2002, whilst exports amounted to 3000 tons for the same year.
The usage of road and rail by the automotive manufacturing industry, although complex and extensive, does not amount to significant tonnages overall.

Most of the fully built-up motor vehicles transported in South Africa now move by road on specialised vehicle carriers. The car transporters have sophisticated networks of vehicles transporting between Port Elizabeth and Durban from manufacturers and ports to the interior, and back-hauling vehicles produced inland for export and coastal distribution.

The estimated total tonnage (including the use of stillages, racks, cradles and packaging), moved for the industry is 1.4 million tons per annum for the 880 000 vehicles produced. Of this volume, an estimated 25% (or 350,000 tons p.a.) is transported in KZN.

Diesel Oxidation Catalyst (DOC)

A diesel oxidation catalyst (DOC) is a device added to the exhaust system of a tractor that reduces the amount of particulate matter (PM) emitted. The device is generally a large honeycomb structure with an active catalyst made up of a layer of precious metal. Emission reductions are approximately 20% for PM, 40% for hydrocarbons and 50% for carbon monoxide. DOC’s have a negligible impact on tractor fuel efficiency. Costs are dependent upon the size of the engine and are usually between $1000 and $2000 per unit, making them an ideal retrofit device.

Check windscreen and windows

• Any cracks in a laminated windscreen penetrate more than one layer of glass or are more than 150 mm long;

• Any glazing used in any motor vehicle is not safety glass (except a caravan) and where ADR 8 applies, the glass does not display an identification mark or symbol;

• Glazing is loose in its frame or cracked to the extent that sharp edges are exposed;

• Glazing, other than the windscreen, that is necessary for the driver to see the road is discoloured, obscured, badly scratched, sandblasted or fractured to the extent that it interferes with the driver’s view;

• Items that obscure the driver’s view are placed in Area A or the corresponding area on the other side of the windscreen.

Check seat belts

1. seat belt or attaching point is loose, cracked or has missing fasteners;
2. Any retractor, buckle or adjustment device is inoperative;
3. Webbing is cut, burnt, tied in a knot, frayed, stretched, severely deteriorated or has broken stitching.
4. Seat belts are not fitted in accordance with the table below.
   

Check Rear Marker Plates

1. Rear marker plates not fitted to a truck that has a GVM greater than 12 tonnes;
2. Rear marker plates not fitted to a bus that has no provision for standing passengers;
3. Rear marker plates do not comply with AS 4001.1-1992 or State or Territory instructions;
4. Rear marker plates are faded, damaged or incorrectly fitted.
   

Check suspension components

1. U-bolts or other spring to axle or spring pack clamp bolts, centre bolts, spring eyes or hangers, torque, radius or tracking component assemblies, control arms, bushes or any parts used to attach them to the vehicle frame or axle are cracked, loose, broken, missing or worn beyond manufacturers’ limits;
2. Any "walking beam" type heavy vehicle suspension has signs of damage to beam;
3. Springs are cracked, broken or missing;
4. Air bags leak or sag;
5. Leaves in a leaf spring are displaced sideways more than 10% of their width or so that they contact wheels, brakes or the frame;
6. Shock absorbers, if originally fitted, are missing, loose, inoperative or leak;
7. Any suspension component is not correctly aligned or is damaged, loose or broken;
8. Any nut, bolt or locking mechanism is insecure or missing.
   

Check pin couplings and pintle hooks

• Where ADR 62 applies a 50mm pin type coupling does not display the manufacturer’s name/trademark, rated vertical load and the gross mass rating;

• Pin couplings or pintle hooks have any missing, loose, broken, deformed or cracked fasteners including welds. (See Figure 2.2);

• mounting bolts, fasteners or weld beads have advanced corrosion;

• The area that the pin coupling or pintle hook is mounted on is loose or cracked or any locking mechanism is not fitted or is inoperative;

• The pin coupling or pintle hook welds have cracks;

• Pin couplings or pintle hooks are worn beyond the manufacturer’s limits. If the manufacturer’s limits are not known, any dimension on a wear surface of the horn of a pintle hook or pin coupling is worn more than 5% of the original diameter.

Check tow bar

• The towbar is not securely mounted or is bent or cracked;

• Any mounting bolts, fasteners or weld beads have advanced corrosion or cracks;

• Where ADR 62 applies the tow bar and towing ring does not display the manufacturer’s name/trademark, the gross mass rating and the make and model of the vehicle/s for which it is designed;

• Where any part of the tow bar is removable, the bolts, studs, nuts etc fastening those parts do not have a locking device such as a U-clip, split pin, spring washer or nylon lock nut.

Teens Are At Risk

• Motor vehicle crashes are the leading cause of death for teens in the United States.
  

• In 2003, 5,240 teens were killed in passenger-vehicle crashes, and 458,000 teens were injured.
  

• Sixty-three percent of the fatally injured 16-to-20-year-old passenger vehicle occupants were unrestrained, compared to 55 percent for adults 21 or older.
  

• 2003, the fatality rate (per 100,000 population) in motor vehicle crashes for 16-to-20-year-olds was more than twice the rate than for all other ages combined (25.7 versus 11.4 respectively).
  

• From 1997 to 2003, the fatality rate (per 100,000 population) in motor vehicle crashes for 16-to-20-year-olds was approximately seven times the rate for 8-to-15-year-olds.
  

• Drivers are less likely to use restraints when they have been drinking. In 2003, 65 percent of the young drivers (15 to 20 years old) of passenger vehicles involved in fatal crashes who had been drinking were unrestrained. Of the young drivers who had been drinking and were killed in crashes, 74 percent were unrestrained.
  

• 2003, a teen died in a traffic crash an average of once every hour on weekends (weekends are defined as 6 p.m. Friday through 5:59 a.m. Monday) and nearly once every two hours during the week.
  

• In 2003, 34 percent (1,782) of fatally injured teens were completely or partially ejected from a passenger vehicle, compared with 27 percent of those fatally injured for all ages combined.
  

• Male teens are less likely to wear safety belts than female teens. In 2003, a greater number of males (7.7 percent) reported they were likely to rarely or never use safety belts when driving compared with females (2.8 percent). More males (26.4 percent) than females (23.6 percent) also reported that they had not worn their safety belts within the past week.
  

• A recent medical study examined motor vehicle fatality exposure rates and found the rate at which African American and Hispanic male teenagers (13 to 19 years old) are fatally injured in a motor vehicle crash is nearly twice as high as the comparable rate for white male teenagers.

Beginning Drivers’ Crashes Differ

Teen drivers have the highest crash risk of any age group. Per mile traveled, they have the highest involvement rates in crashes, from crashes involving property damage only to those that are fatal. The problem is worst among 16-year-olds, who have the most limited driving experience and an immaturity that often results in risk-taking behind the wheel. The characteristics of 16-year-olds’ fatal crashes shed light on the problem

Visually inspect direct filled internally mounted containers

1. the passenger compartment of the vehicle is not sealed from the container space;
2. the container space vent(s) is obstructed;
3. the container space vent outlet is less than 250mm from the exhaust system;
4. wiring is not insulated or secured at intervals of not more than 600mm.
   

Check oil leaks

Oil leaks from the engine, gearbox, differential, power steering or any joint or seal:

• on to brake friction surfaces, or
• on to the exhaust system; or
• on to the road surface; or
• at a rate of more than one drop every 30 seconds at any joint or seal.
  

Check hydraulic brake system integrity

When a constant force is applied to the brake pedal for 10 seconds:

• after the initial travel, the service brake pedal travels to the floor; or

• the brake system failure indicator comes on.

1. When the service brakes are firmly applied, less than 20% of the pedal travel remains (unless the brake system is designed for greater travel).
2. When soft pumping makes the brake pedal travel to the floor
   

Check brake adjustment

Reasons for rejection

1. With any brake fully applied, a brake adjustment indicator runs out of travel or indicates that adjustment is necessary;
2. Brake chamber push or pull rods move more than 80% of their max stroke or travel over centre with the brakes fully applied;
3. The park brake and/or emergency brake is not capable of being fully applied without the control running out of available travel;
4. The brake adjusters are bent, damaged or excessively worn, or are not properly adjusted.
   

Test the light transmittance level of the windscreen and front side windows

NOTE: This section should be read in conjunction with the equipment manufacturers' instructions.

The light meter may have up to a 5% measuring inaccuracy. A vehicle may be accepted if the readings are up to 5% lower than the minimum light transmittance.

The light transmission requirements do not apply to a tinted or opaque band at the top of the windscreen, provided they are above the arc swept by the windscreen wipers, or 10% of the depth of the windscreen whichever is the greater.

Check lights and reflectors

Reasons for rejection

1. Compulsory reflectors are damaged, obscured, deteriorated or are not fitted;
2. Any of the following lights are inoperative, obscured, deteriorated insecure or not fitted where required, or are an incorrect colour:
   

• headlight (high/low beam) (white);
• front park or side lights (white);
• tail lights (red);
• brake lights (red);
• reversing lights (where fitted);
• turn signal indicator lights (yellow);
• clearance/end outline marker lights (white/yellow to front, red to rear);
• number plate light (white);
• side marker lights (yellow);
• compulsory tell-tale lights.
  

1. Any rear light other than a reversing light is installed or damaged to the extent that white light shows to the front or rear of the vehicle;
2. Any amber clearance light or front turn signal is damaged so that it shows white light (except vehicles prior 7/73);
3. The number plate light is not directing light onto the surface of the rear number plate;
4. Any optional light or reflector interferes with the effective operation of any compulsory light or reflector;
5. Any light has a tinted cover over it that affects its intended operation;
6. There is any other type of opaque cover over a headlight which cannot be readily removed;
7. Any light does not comply with the requirements as specified in the Federal Office of Road Safety Vehicle Standards Bulletin No.9.
   

Check cabin and body condition

Reasons for rejection

1. Any structural member of a body, cabin or chassis such as a crossmember, door sill, pillar, seat or seat belt anchorage, roof rail and floor panel is cracked, broken or corroded to an extent that weakens the strength of the vehicle, or allows the entry of engine fumes into an occupant space;
2. Any cabin, body, sleeper compartment, load carrying area or compartment is loose on the chassis or has missing fasteners;
3. Any tilting cabin or tray does not have a positive latching device that secures it in its normal travelling position;
4. Any door, gate, hatch, bonnet or compartment latch, latch control, or hinge is damaged, excessively worn, insecure or inoperative in any latching position.
   

Check wheels and rims

Reasons for rejection

1. Any wheel or rim:

• is loose;

• is cracked;

• is buckled;

• has pieces of casting missing;

• has elongated stud holes;

• has weld repairs not in accordance with relevant industry practice.

1. Any wheel contacts unrelated vehicle components at any point through its full range of travel;
2. Spiders have cracks across a spoke, hub or web area;
3. Wheels are not compatible with hubs;
4. Valve protection lugs are missing.
   

Check pin couplings and pintle hooks

• Where ADR 62 applies a 50mm pin type coupling does not display the manufacturer’s name/trademark, rated vertical load and the gross mass rating;

• Pin couplings or pintle hooks have any missing, loose, broken, deformed or cracked fasteners including welds;

• Any mounting bolts, fasteners or weld beads have advanced corrosion;

• The area that the pin coupling or pintle hook is mounted on is loose or cracked or any locking mechanism is not fitted or is inoperative;

• The pin coupling or pintle hook welds have cracks;

• Pin couplings or pintle hooks are worn beyond the manufacturer’s limits. If the manufacturer’s limits are not known, any dimension on a wear surface of the horn of a pintle hook or pin coupling is worn more than 5% of the original diameter.

Safety Belts Save Lives and Dollars

• In 2003, safety belts saved society an estimated $63 billion in medical care, lost productivity, and other injury-related costs. In this same year, the needless deaths and injuries from safety belt nonuse caused an estimated $18 billion in economic costs to society.
  

• It is estimated safety belts saved more than 14,900 lives in the United States in 2003. Yet, during this same year, 56 percent of passenger vehicle occupants killed in traffic crashes were unrestrained. If all passenger vehicle occupants (over 4 years old) wore safety belts, more than 6,000 additional lives could have been saved.
  

• Research has shown that lap/shoulder belts, when used properly, reduce the risk of fatal injury to front-seat passenger car occupants by 45 percent and the risk of moderate to critical injury by 50 percent. For light-truck occupants, safety belts reduce the risk of fatal injury by 60 percent and moderate-to-critical injury by 65 percent.
  

• Safety belts should always be worn, even when riding in vehicles equipped with air bags. Air bags are designed to work with safety belts, not alone. In 2003, an estimated 2,488 lives were saved by air bags.

Graduated Licensing Can Help

Teenagers perceive a driver’s license as a ticket to freedom.It’s momentous for parents, too. Though they are oftenaware of 16-year-olds’ high crash risks, they’re relieved not to have to chauffeur their children around anymore. But the price is steep. Crashes are the leading cause of death among American teens, accounting for more than one third of all deaths of 16- to 18-year-olds.

An effective way to reduce this toll is to enact graduated licensing, under which driving privileges are phased in to restrict beginners’ initial experience behind the wheel to lower-risk situations. The restrictions gradually are lifted, so teenagers are more experienced and mature when they get their full, unrestricted licenses.

Graduated systems that are well designed restrict night driving, limit teen passengers, set zero alcohol tolerance, and require a specified amount of supervised practice during the initial phase. Graduated licensing laws have reduced teens’ crash rates in the United States, Canada, and New Zealand. But not all States have such laws, and the laws aren’t all strong.

Engine Shutdown

Engine shutdown is the automatic or voluntary shutoff of the tractor engine after a certain amount of time. Engine shutdown can be as simple as a corporate “shut down” or “no idle” policy or it can be more complex with the use of electronic devices or software encoded onto the engine control chip that automatically shuts the engine down. Engine shutdown works most effectively when combined with a comprehensive driver training program and driver incentive program. For a partial list of automatic shutdown devices, please visit the SmartWay website at http://www.epa.gov/otaq/smartway/idlingtechnologies.htm

Enhanced Rear Signaling for Commercial Motor Vehicles

In September, 2005 FMCSA initiated development of a prototype enhanced rear signaling system for use on commercial motor vehicles (CMVs). The system incorporates countermeasures that were developed in Phase I of this project. The system was evaluated by installing it on a test truck and by observing the behavior of drivers in real-world conditions. Based on the analysis of following driver behavior, the system showed that there are possible benefits to this system, or elements of this system, when used on CMVs. FMCSA is now considering conducting a field operational test (FOT) to further explore this system.

The countermeasures identified in Phase I include: (1) LED brake lamps with an ambient light sensor to make the lamps brighter in direct sunlight and more conspicuous in bright ambient light, (2) brake lamps that are activated by engine braking to address the increasing use of jake brakes in CMVs, (3) additional conspicuity markings that create a more accurate perception of the truck position for following drivers, (4) a sensor system that detects and tracks a following vehicle and sounds a focused audio signal and illuminates a traffic clearing lamp when the vehicle is following too closely or approaching at too high a rate of speed.