AN ANALYTICAL STUDY OF VEHICLE DEFECTS AND THEIR

CONTRIBUTION TO ROAD ACCIDENTS

S. MOODLEY and D. ALLOPI

Department of Civil Engineering & Surveying, Durban University of Technology,

P.O. Box 953, Durban, 4000

ABSTRACT

In general, the occurrence of an accident is due to the combined effect of a number of

deficiencies associated with road users, vehicles, road layout and environmental conditions.
Accidents are therefore complex events and the elimination of any deficiency associated with
the aforementioned may prevent an accident from occurring.

While human error is found to be the most frequent contributing factor to road accidents,
vehicle defects are reported as playing a role much less frequently. For example, the “Arrive
Alive Campaign” revealed that vehicle defects was a contributory factor in 7 per cent of the
2 383 fatal crashes that occurred during the period October 1997 and January 1998. This may
not seem substantial, but if one considers that 3 001 people died in those fatal accidents, the
lives of approximately 210 people may have been saved if the vehicles were totally
roadworthy.

Subjectively, however, it appears that a significant and rapidly increasing number of vehicles
suffer from serious blatant defects – such as bald tyres and severely cracked windscreens.
Vehicle defects, therefore, would play a much larger role as a contributory factor to road
accidents than is currently being reported. The aim of this study therefore, is to measure
objectively the extent of vehicle defects, and to attempt to correlate this with the rate of
occurrence of vehicle defects as a conditional antecedent in accidents.

This paper focuses on the extent of vehicle defects and discusses the findings of a pilot
survey undertaken at randomly selected shopping centres in the eThekwini Metropolitan area.

1. INTRODUCTION

1.1 Background
Death rates usually fall as countries develop. This is especially the case for diseases that
affect the young and result in substantial life-years lost. However, deaths resulting from road
traffic accidents are a notable exception. Economic growth inevitably leads to a growth in
motor vehicle ownership and urbanisation (Kopits and Cropper, 2005). The increased number
of vehicles on the road and an increase in the speed at which they travel coupled with the
need for commuters to be transported over longer distances, leads to an increase in road
traffic accidents that often result in serious and fatal injuries (van Schoor et al, 2001).
According to the World Health Organisation (WHO), the burden of disease attributed to road
traffic accidents in developing countries is comparable with malaria, HIV/Aids and
th
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469
tuberculosis. It has been forecasted by the WHO that traffic fatalities will be the sixth leading
cause of death worldwide and the second leading cause of disability adjusted life-years lost in
developing countries by 2020 (CGRS, 2006).

Table 1 Change in traffic fatality risk (deaths/10,000 persons), 1975-1998

Country % Change
(1975-1998)
Canada - 63.4
Hong Kong - 61.7
Finland - 59.8
Austria - 59.1
Sweden - 58.3
Israel - 49.7
Belgium - 43.8
France - 42.6
Italya - 36.7
New Zealand - 33.2
Taiwan - 32.0
United States - 27.2
Japan - 24.5
Malaysia 44.3
Indiab 79.3
Sri Lanka 84.5
Lesotho 192.8
Columbia 237.1
China 243.0
Botswanac 383.8
a
% Change 1975-1997
b
% Change 1980-1998
c
% Change 1976-1998

Traffic fatality risk (F/P) is the product of vehicles per person (V/P) and fatalities per vehicle
(F/V). Therefore, the rate at which fatality risk grows depends on the rate of growth in motor
vehicle ownership and the rate of change in fatalities per vehicle. Table 1 indicates that Sub-
Sahara Africa and other developing countries have shown an increase in fatality risk
(fatalities/population) between 1975 and 1998 while high-income countries have shown a
downward trend in fatality risk over the same period. This is attributed to the fact that while
vehicle ownership in developing countries grew faster than the rate at which fatalities per
vehicle fell, the opposite prevailed in industrialized countries (Kopits and Cropper, 2005).

South Africa displays trends similar to those of other developing countries when the
information in Table 2 is considered. Between 2001 and 2006, the vehicles per population
(V/P) and the fatalities per vehicle (F/V) grew by 14% and 11% respectively. The subsequent
growth in the traffic fatality risk (F/P) over the same period was 28%. This implies that an
increase in the number of vehicles on the road has contributed to an increase in the number
of road traffic fatalities. It would appear therefore, that road safety measures aimed at
reducing road traffic fatalities have had little significant effect in this regard.

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 Table 2 Basic South African Road Traffic Indicators 2001-2006
Year
2001 2002 2003 2004 2005 2006
Motorized
Vehicles 6 159 679 6 245 392 6 417 484 6 677 239 7 128 791 7 653 044
Human
Population 44.25 45.17 46.13 46.59 46.92 47.42
(million)
Road
Fatalities 11 201 12 198 12 354 12 727 14 135 15 393
Fatalities
per vehicle 1.818 1.953 1.925 1.906 1.983 2.011
( x10 -3)
Vehicles per 0.139 0.138 0.139 0.143 0.152 0.161
population
Traffic
Fatality Risk 0.253 0.270 0.268 0.273 0.301 0.324
(10 -3)

1.2 Causes of accidents

Rivers (1970) defines a road traffic accident as that occurrence in a series of events which
usually produces injury, death or property damage. Traffic accident investigation and
reconstruction is used to identify the events of the accident or what caused the accident. This
is a complex matter as there are many circumstances and factors to be considered in a cause
analysis. The Concise Oxford English Dictionary defines cause as “those antecedents, which
are invariably and unconditionally followed by certain phenomenon” (in this case a road
accident). However, only a few antecedents are invariably and unconditionally followed by an
accident. The complexity of the task thus lies in trying to assign a cause to an event that is
unexpected. By its very unpredictable nature, an accident is a random chance event that only
occurs when a combination of factors, circumstances or conditions are present and fulfilled
simultaneously (Department of the Environment-UK, circa 1973).

Conditions and events are closely interrelated when accident factors are considered. Some
may be obvious while others are difficult to establish. A “factor” is a circumstance that
contributes to an accident. The accident would not have occurred without a particular factor
being present, but the factor alone is an element that, by itself, cannot produce the accident.
The term “contributing factor” is therefore meaningless if this definition is accepted. A factor
must be contributing if it is present otherwise it is not a factor. The term “primary factor” is also
used to indicate a factor that was strong in its contribution to the accident. This is misleading
as there can be no one factor more important than any other if all the factors must have been
present to produce the accident (Limpert, 1976).

A combination of factors such as speed, driver capability, vehicle condition and environmental
conditions all come into play. It is difficult to determine all the factors present in a single
accident since many factors and circumstances that are present before and during the
accident may disappear before an accident report is completed. The temptation in reviewing
an accident after the event is to say that one or more of the prevailing conditions, if they did
actually exist or occur, was responsible for, or contributed to, or caused, or was a factor in the

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accident. However, not all the factors present in an accident may be sufficiently relevant for
consideration. The mere presence of a factor is insufficient since it must have in some
significant way contributed to the accident. Antecedents, as used in the context of accidents,
are those conditions that are present prior to the occurrence of an accident. A set of
conditions that has to be fulfilled for an accident to occur is termed conditional antecedents.
Conditions that are present but do not cause nor contribute to the accident are known as non-
conditional antecedents. Not every antecedent to a particular accident is a conditional
antecedent. There is therefore some theoretical difficulty in defining a universal and
unequivocal system of assigning causes in individual accidents.

In general, the occurrence of an accident is due to the combined effect of a number of

deficiencies associated with road users, vehicles, road layout and environmental conditions.
While human error is found to be the most frequent contributing factor to road accidents,
vehicle defects are reported as playing a role much less frequently. According to van Schoor
et al (2001) proper identification of vehicle defects and appropriate action taken by road
transport authorities could help reduce accidents on South African roads.

1.3 Aim of paper

The aim of this paper is to measure objectively the extent of vehicle defects, and to attempt to
correlate this with the rate of occurrence of vehicle defects as a conditional antecedent in
accidents.

1.4 Scope of paper

The paper discusses the findings of studies into vehicle defect related accidents that have
been done both internationally and nationally. The results of a pilot survey to establish the
extent of vehicle defects is then discussed.

2. INTERNATIONAL STUDIES INTO VEHICLE DEFECT RELATED ACCIDENTS

That vehicle defects play a role in accident causation in overseas countries is evident from
the numerous reports published on vehicle safety. Much of the international research is dated
and does not adequately reflect the South African situation. However the findings of some of
these reports are discussed briefly.

The Tri-Level Study of the causes of road traffic accidents was conducted by the Indiana
University for the United States Department of Transportation in 1973 using multidisciplinary
accident investigation teams (Treat, 1977). Vehicle defects were the sole contributor to 5% of
defect related accidents and contributed to 13% of defect related accidents when considered
in correlation with either the human factor or the environment. Brake systems were identified
as the major cause followed by tyres and wheels. The National Traffic Safety Newsletter of
the United States Department of Transportation (1975) indicated that approximately 12% of all
accidents were caused by or contributed to by defects in the vehicle: two thirds being in the
area of brakes and tyres. Wolf (1968) stated that mechanical defects contributed to 6% of the
1588 truck accidents that occurred in the United States in 1962. Wheels, bearings and tyres
were identified as the primary contributors. The Road Research Laboratory in the United
Kingdom conducted on-the-spot investigations of 247 accidents from July 1968 to January
1969. Vehicle defects were found to have contributed to 18% of the accidents. In a later study
between March 1970 and April 1972, it was found that vehicle defects contributed to 24% of
the accidents. The most prevalent defects were related to tyres and brakes. Rompe and Seul

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(1985) investigated road accidents in developing countries and concluded that in Ghana and
Botswana, vehicle defects contributed to 16% and 12% of road accidents respectively.

3. VEHICLE DEFECT RELATED ACCIDENTS IN SOUTH AFRICA

It is misleading to assume that the information recorded in the Accident Report (AR) form
constitutes a proper investigation that may be used in accident reconstruction. The police or
traffic officer at the scene does not investigate the accident but merely records accident
information on the AR form. Unless proper accident investigations are conducted, the
contribution of vehicle defects to road accidents in South Africa remains uncertain. As much of
the research in this field is now dated, it has become common practice to rely on the fatal
accident statistics provided by the Road Traffic Management Corporation (RTMC).

Erlank (1973) indicated that vehicle defects contributed to 5,2% of the 226 accidents
investigated in a Pretoria study. An “on-the-spot” investigation of 502 accidents involving
commercial vehicles and busses revealed that vehicle defects contributed to 9% of the
accidents (Kinsey, 1976). The study also indicated that unroadworthiness due to gross
neglect of even elementary maintenance was the predominant cause of vehicle deficiencies
associated with tyres, brakes and lights. van Schoor et al (2001) conducted a study to
establish the contribution of vehicle defects to road traffic accidents in the Pretoria area. The
data obtained from the Accident Response Units of the SAPS indicated that tyres and brakes
contributed to 3% of the accidents resulting from mechanical failures. There appears to be an
upward trend with respect to the contribution of vehicle defects to fatal road accidents as
reflected in Table 3.

Table 3 Contribution of vehicle factors to road accidents

Period Contribution of Vehicle Factors to
Road Accidents (%)
October 1997 9,4
November 1997 11,4
December 1997 12,3
April 1998 17,0
December 2000 – January 2001 33,3

There were 15 major road traffic accidents in December 2005 in which five or more persons
were killed per accident. A total of 110 persons were killed involving 26 vehicles at an average
severity rate of 7,3 persons per accident (RTMC, 2005). Vehicle factors (tyre burst) were
deemed contributory in two accidents. This equates to 13% of the total number of accidents.
Vehicle factors not only contribute to accidents to a varying degree when comparisons are
made between South Africa and other countries but also within South Africa itself.
Interestingly, there are also variances in countries with a lower accident rate and a higher
general standard of vehicle maintenance than South Africa. It follows therefore, that in the
South African accident context vehicle factors probably play a greater role than the available
statistics indicate (Kinsey, 1976).

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4. UNROADWORTHY VEHICLES IN SOUTH AFRICA

South Africa’s vehicle population is ageing. The average age of motorcars is 10 years,
minibuses 13 years, buses 11 years and trucks 12 years (RTMC, 2005). These statistics need
to be looked at in conjunction with the increase in the number of unroadworthy vehicles. The
total number of unroadworthy vehicles increased by 12.69% and 16.19% between the periods
2004-2005 and 2005-2006 respectively. A traffic offence monitoring survey conducted by
Arrive Alive during 2001 and 2002 revealed that on average 23% of the vehicles had
damaged or smooth tyres while approximately 6% had defective lights. An ageing vehicle
population and an increasing number of unroadworthy vehicles indicate a greater potential for
vehicle defect related accidents.

5. RESEARCH METHODOLOGY

The survey involved examining a sample of vehicles for defects by means of a visual
inspection. Survey locations were chosen on a more or less random distribution based on
their position within the eThekwini Municipality. Factors such as traffic flow, traffic type, socio-
economic environment and the safety of the surveyor were also considered. In view of the
aforementioned, the parking areas in the following shopping centers, as shown in Figure 1,
were chosen as survey locations:

F
E

G H
A, B, C, D Legend Location Area
A Musgrave Center Musgrave
B Overport City Overport
I C Game City Stamford Hill
D The Workshop Durban Center
J E Gateway Umhlanga
F Phoenix Plaza Phoenix
G Pinecrest Pinetown
H Pavilion Westville
I Chatsworth Center Chatsworth
J Umlazi Mega City Umlazi

Figure 1 Map of Survey Locations

A vehicle in every third parking bay in each row of parking bays was visually inspected for
defects. The vehicles were not touched or handled in any manner. Tyres were recorded as
smooth if the treads on a part of the tyre measuring more than approximately 5 cm x 5 cm or
a strip measuring more than approximately 10 cm x 1,5 cm was worn to less than 1 mm in
depth. No tread depth meters were used as the tread depth indicator was used as a guide.
The surveyor spent two days at a tyre fitment center in order to become familiar with tyre
wear so that the estimates were accurate enough for the purposes of the study. Any damage
such as tears, cuts and holes that would influence the strength of the tyre was recorded as a
defect. Lights were recorded as defective if a lens was cracked, missing and faded as well as
if a bulb was missing. A defect was recorded if the windscreen was cracked to such a degree

474
that the view of the driver was obscured. The nature of the survey is such that a subjective
element could not be avoided. A total number of 438 vehicles were inspected in the survey
and the sample was distributed as shown in Figure 2.

Total Number of Vehicles Inspected = 438

Musgrave Center
80 71
70 Overport City

Number of Vehicles
61
56 Game City
60 52
50 43 Workshop
39
40 32 33 Gateway
27 24
30 Phoenix Plaza
20
Pinecrest
10
Pavilion
0
Chatsworth Center
Location
Umlazi Mega City

Figure 2 Distribution of Survey Sample

6. FINDINGS OF SURVEY

6.1 Fig. 3 indicates that on average, 24% of the vehicles inspected had tyre defects. Of
concern, however, is that the percentage of vehicles with defective tyres in low income
areas such as Phoenix, Chatsworth and Umlazi is almost twice as much as those in
high income areas such as Umhlanga and Musgrave.

35 33 Musgrave Center
31
29 29 Overport City
30 27
25 24 Game City
25 22
Workshop
Percentage

20
20 18 17 Gateway
15 Phoenix Plaza

10 Pinecrest
Pavilion
5
Chatsworth Center
0 Umlazi Mega City
Location Total

Figure 3 Percentage of vehicles with defective tyres

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6.2 The most common tyre defect according to Fig. 4 was smooth tyres where the tread
depth was less than 1 mm or where the tread depth was below the tread depth
indicator.

50 43
Smooth (Tread < 1 mm)
40
Worn Outer Edges

Percentage
30 Worn Center Tread
21 19
20 Tear
11 Chord Visible
10 4 3 Bulge
0
Type of Tyre Defect

Figure 4 Distribution of the type of tyre defect

6.3 11% of the vehicles inspected had defective lights (Fig. 5) ranging from cracked and
missing lens covers to missing bulbs. Ideally, the lights must be physically checked to
establish that they are in fact in proper working order.

18 17 Musgrave Center
16 16
16 Overport City
14 Game City
12
12 11 11 Workshop
Percentage

10
10 9 Gateway
8 8
8 Phoenix Plaza
6 Pinecrest
4 Pavilion
2 0 Chatsworth Center
0 Umlazi Mega City
Location Total

Figure 5 Percentage of vehicles with defective lights

476
6.4 Only 2% of the vehicles had window/windscreen defects as indicated in Fig. 6. In three
of the nine instances recorded, the crack appeared to obstruct the driver’s view in the
control zone.

Musgrave Center
Overport City
7 6 Game City
6
Workshop
5
Percentage 4 Gateway
4
3 3 Phoenix Plaza
3 2 2 2 2 Pinecrest
2
Pavilion
1 0 0 0
Chatsworth Center
0
Umlazi Mega City
Location
Total

Figure 6 Percentage of vehicles with defective windscreens

6.5 7% of the vehicles inspected had two defects while 4% had more than two defects.
This is reflected in Fig. 7 and Fig. 8 respectively.

14 13 Musgrave Center
12
11 Overport City
12
Game City
10 9
Workshop
Percentage

8 8
8 7 7 Gateway
6 5 5 Phoenix Plaza
4 3 Pinecrest
Pavilion
2
Chatsworth Center
0 Umlazi Mega City
Location Total

Figure 7 Percentage of vehicles with two defects

8 Musgrave Center
7 7
7 Overport City
6 6
6 Game City
5
Workshop
Percentage

5
4 Gateway
4
3 3 3 Phoenix Plaza
3
Pinecrest
2
Pavilion
1
0 0 Chatsworth Center
0 Umlazi Mega City
Location Total

Figure 8 Percentage of vehicles with > two defects

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7. CONCLUSION

The pilot study revealed that blatant vehicle defects are widespread and that tyre defects
were the most common. This is consistent with research that suggests that defective tyres are
one of the main vehicle factors that contribute to accidents. Tyres are undoubtedly the most
critical safety component on a vehicle as it affects traction, handling, steering, stability and
braking. Of concern is that those vehicles that were regarded as roadworthy during the visual
inspection, may be deemed unfit when other crucial components such as the brakes,
suspension and steering are tested. An overall observation is that the condition and age of the
vehicle appears to be a function of socio-economic factors since vehicles in low income areas
were generally poorly maintained.

International studies using multidisciplinary accident investigation teams indicate that

mechanical failures contribute to between 5% and 15% of accidents. In South Africa there is
no consensus with regards to the contribution of vehicle defects to accidents. The statistics
provided by the RTMC in this regard are inconsistent as the reported contribution of vehicle
defects to accidents varies considerably. In the absence of proper accident cause analysis,
there appears to be little correlation between the extent of defective vehicles and the extent to
which vehicle defects contribute to road traffic accidents. The problem is that the current AR
form has been designed with statistical analysis in mind and that very little information
contained therein can be used or applied for proper investigative purposes.

8. RECOMMENDATIONS

8.1 As indicated previously, South Africa’s vehicle population is ageing. It may be

beneficial in the long term to investigate the feasibility of mandatory general roadworthy
inspections of older vehicles.
8.2 Drivers need to be educated on the importance of general vehicle maintenance
especially with regards to tyres. This could be achieved by various media campaigns.
8.3 Traffic officers need to be given basic training on examining a vehicle for defects by
means of a simple visual inspection. The inspection should include the brakes, tyres,
loading, steering, visibility and conspicuity.
8.4 There has to be a paradigm shift from recording accidents for the purpose of statistical
analysis to the proper investigation of accidents for the purpose of cause analysis. It is
imperative for the relevant stakeholders to understand the nature of accidents in order
to implement effective interventions.
8.5 Road fatalities in South Africa have reached such levels that it may be considered a
national disaster that impacts on the economy and society. Consideration should be
given to the formation of a Department of Road Safety within Government to formulate
policies that would ensure safer roads.

9. REFERENCES

[1] Commission for Global Road Safety (CGRS), 2006. Make Roads Safe
[2] Department of the Environment (UK), circa 1973. Accident Analysis and Road Safety
Course, Part 2, Chapter 1, p31-34
[3] Erlank, JE, 1973. ”General Analysis of the Pretoria Traffic Accident Case Studies”,
NITRR internal report RU/7/73

478
[4] Kinsey, G, 1976. “Contribution of unroadworthy vehicles to accidents”, 2nd Conference,
National Institute of Transport and Road Research, Pietersburg, South Africa
[5] Kopits, E & Cropper, M, 2005. ”Traffic fatalities and economic growth”, Accident Analysis
and Prevention 37 p.169-178
[6] Limpert, R, 1976. “Motor Vehicle Accident Reconstruction and Cause Analysis”, 4th ed.,
Chapter 1, New York, LEXIS Publishing
[7] Rivers, RW, 1970. “Technical Traffic Accident Investigators’ Handbook”, 2nd ed., Chapter
1, p3, Springfield, USA, Harles C Thomas
[8] Road Traffic Management Corporation (RTMC), 2006. December 2005 Road Traffic
Report
[9] Rompe, K & Seul, E, 1985. “Final Report Commissioned by the Directorate General for
Transport, 7/G2 of the Commission for the European Communities”, TUV Rheinland,
Rheinland Technical Inspection Authority
[10] Treat, J, 1977. “A Study of Pre-crash Factors Involved in Traffic Accidents”, HSRI
Research Review, Volume 10, Number 6
[11] US Department of Transport, 1975. “National Traffic Safety Newsletter”, NHTSA,
Washington DC
[12] van Schoor, O, van Niekerk, JL & Grobbelaar, B, 2001. “Mechanical failures as a
contributing cause to motor vehicle accidents – South Africa”, Accident Analysis and
Prevention 33 p.713-721
[13] Wolf, RA, 1968. “Truck accidents and traffic safety – an overview”, Paper at SAE
meeting, Detroit

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