Focus December 2014

DECEMBER 2014 | R77.00

On Transport And Logistics focusontransport.co.za

Don’t get stopped by changing legislation!

Hitting the waves with Volvo Get out there by bus!

Celebrating South Africa’s transport captains!

Scania’s steve wager - full speed ahead

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ON TRANSPORT AND LOGISTICS

h |FOCUS| December 2014

december

Cover

contents 36

Our cover star for the annual FOCUS Captains of Industry feature is Scania’s Steve Wager. Turn to page 10 to read about how he’s pushed the company to a top-three spot.

On Transport And Logistics Published monthly by Charmont Global Unit 17, Northcliff Office Park, 203 Beyers Naude Drive, Northcliff, 2195. P O Box 957, Fontainebleau, 2032, South Africa Tel: 011 782 1070 Fax: 011 782 1073 /0360

18

EDITOR Charleen Clarke Cell: 083 601 0568 email: charleen@focusontransport.co.za Assistant Editor Gavin Myers Cell: 072 877 1605 email: gavin@charmont.co.za SUB-EDITOR Jeanette Lamont Cell: 083 447 3616 email: jeanette@charmont.co.za

8 LOOMING LAW LOWDOWN The Department of Transport has published an amendment to the National Road Traffic Regulations, which could cause a rocky start to 2015 for some transport operators. The

JOURNALISTS Jaco de Klerk Cell: 079 781 6479 email: journalist3@charmont.co.za

adjustments do have their merits, however.

24 INSPIRATION LIVES ON

Claire Rencken Cell: 082 559 8417 email: journalist2@charmont.co.za

While spending more than four decades in any industry, one is bound to cross paths with people who make an impact on your own life.

INDUSTRY CORRESPONDENT Frank Beeton Tel: 011 483 1421 Cell: 082 602 1004 email: frankb@econometrix.co.za

36 Spirit of adventure Icebergs, searing heat, dead-calm waters and tropical storms are just some of the

TECHNICAL CORRESPONDENT Vic Oliver Cell: 083 267 8437 email: voliver@mweb.co.za

challenges contestants in the 38 739 nautical-mile Volvo Ocean Race have to tackle. We traded our trucking caps for life jackets to follow the action.

PUBLISHER Tina Monteiro Cell: 082 568 3181 email: tina@focusontransport.co.za

42 SOARING SAFETY OR SKYROCKETING RISKS? FOCUS takes a look at aviation safety and how it compares with other transport modes.

ADVERTISING SALES Margaret Phillipson Cell: 083 263 0451 email: margaret@focusontransport.co.za

52 BUSSING AROUND TOWN South Africa is becoming more affordable for the international tourist wanting to tour

Megan du Toit Cell: 060 503 3092 email: megan@charmont.co.za

our country. We speak to a couple of bus and coach operators that are positioning themselves to take advantage of this trend.

CIRCULATION MANAGER Bev Rogers Cell: 078 230 5063 email: bev@focusontransport.co.za

52

DESIGN AND LAYOUT Nelio da Silva email: nelio@focusontransport.co.za PRINTING Camera Press © Copyright. No articles or photographs may be reproduced, in whole or in part, without specific written permission from the editor.

CHARMONT m e d i a

g l o b a l

2014

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REGULARS 2 Steering Column 4 Wheel Nut 6 Letters 48 Short Hauls 49 Subscription form 50 Naamsa figures 54 Global bus 56 Hopping off

December 2014 |FOCUS| 1

STEERING COLUMN

Starting a rrrrrrrrevolution!

Welcome to my favourite issue of FOCUS for the year. This is when we focus on the people in our industry. After all, it’s not just the bakkies, trucks, buses and coaches that keep the wheels turning …

Charleen Clarke

I

’m probably wrong to have a favourite issue. It is, after all, like having a favourite child. Each and every issue of FOCUS is special in its own way, but I do this job because of the people who I get to meet. Yes, I love the vehicles that we drive, but let’s face it … there are lots of good vehicles on the market; it is the people who set them apart …

When it comes to meeting people, this year has been my very best ever. I have met and interviewed the presidents of virtually every single major commercial vehicle manufacturer, in part thanks to our appointment to the International Truck of the Year jury.

Most recently, it was my turn to meet Bruno Blin, president of Renault Trucks. I interviewed him first at the IAA (if you missed our fabulous

2 |FOCUS| December 2014

television programme on the show, called FOCUS ON IAA, check it out on YouTube).

That was because Blin had just accepted the coveted Truck of the Year Award.

At the time, I asked him if he would be travelling to South Africa for Renault’s muchanticipated local launch (he confirmed that he would). Blin reminded me of our conversation when I met him again at the local launch. “You see, I am like a Renault truck; reliable,” he said with a big smile.

The new range of Renault trucks (the new C-range that is intended for light construction and long-haul purposes, as well as the K-range, which is aimed at more heavy construction and mining applications; you read all about them in last month’s FOCUS) is vitally important to the company, because it wants those trucks to propel its market share upwards.

“This is a big year in the history of Renault Trucks in southern Africa. With the launch of the new range, we are very optimistic about our prospective performance in the market and, in the process, we are reaffirming our commitment to the region,” Christian Coolsaet, newly appointed managing director of Renault Trucks Southern Africa, told FOCUS. “In South Africa alone, we are aiming to steadily increase our market share within the next 36 months – from two to five percent.”

Blin is mindful of the fact that this is a tough ask – especially given Renault’s turbulent past in this country. “We know that we have a lot to do,” he confided to FOCUS in an exclusive interview.

He certainly has the right tools for the job.

“The Volvo Group has invested over US$ 2,5 billion (R27,6 billion) over the last eight years, for the total renewal of the Renault Trucks range. We have an objective to continue to use our cutting-edge technology and world-leading position to further develop our product offering in the future,” said Blin. “The overall ambition, with the development and introduction of this new range of products, is to consolidate our market share in southern Europe, expand

in eastern Europe, as well as increase our footprint in Middle East and Africa.”

Value for money forms an important component of the new trucks. “Within the group, leading-edge new technology appears for the first time in Volvo trucks. Once the costs have been amortised, these features move into Renault trucks. This means that we have a superb range of vehicles, but we don’t have to foot the bill for all the development costs,” he explained.

Bruno Blin, president of Renault Trucks, travelled to South Africa for the launch.

It is, therefore, clear that Renault is preparing to offer the market a terrific combination of leading-edge technology plus value for money. Blin says this will go hand in hand with sensational customer service.

Coolsaet concurs: “Fleet owners have big expectations, in terms of proximity to the network with regard to service and availability of parts, but also for meaningful and durable relationships with experts from Renault Trucks. As transport operators expand their operations throughout the region, we know our Renault Trucks dealers are there to capture this market demand and support customers every step of the way.”

Blin and Coolsaet are certainly saying all the right things. And, judging by the presence of “the top man” at the local launch, they’re very determined to make strides in this ultra-competitive market. It seems as though Renault is keen to start a rrrrrrrrevolution! |FOCUS

STEERING COLUMN

December 2014 |FOCUS| 3

wheel nut

Pain, pleasure and

passion Trucking: ask anyone in the game and they will tell you, in no uncertain terms, that it’s not an emotional business. Yet, one can argue that, to make it in the trucking business, you need to have a passion for it …

I found this interesting for a few reasons: the main one being that I am passionate about motor vehicles – specifically my motor vehicles, which have caused me much suffering …

I could (and maybe should) write a book about my motoring exploits, but allow me to share the short sob-story about my recent “fleet” of dinky toys. Exactly two years ago,

My mechanic wanted to buy if from me and fix it up for his son; so, with a heavy heart, I said good-bye and set aside the money from the sale to finally fix the Peugeot.

A while later, that car was booked in with yet another, highly recommended mechanic when, later that very day, my brother crashed the Prelude. With my eyes welling up (literally) the decision was taken to write off the old girl.

The Peugeot is now fixed and ready to be traded in (yes, with a heavy heart). So the end of this year will bring about some car shopping. I’m looking forward to embracing a new passion for some sort of special car

While a mechanically problematic truck might spell imminent replacement, it’s often a more emotional decision with private vehicles.

Gavin Myers

T

rucks exist to make money, to keep the shelves stocked and the economy running. When you buy a truck, you need to make

the best logical, rational, and even scientific

decision for your business.

When listening to the radio on my way to work, on the day I was to pen this column, I heard an interesting discussion on the etymology of the word “passion”.

Wikipedia says that, in the modern English sense, the word means an intense emotion, compelling enthusiasm or desire, yet it derives from the Latin word patere, meaning “to suffer” …

Therefore, it could be argued, said the chap on the radio, that when we have a passion for something, we will inevitably go through some sort of strife in our pursuit of the personal rewards that that passion brings us; it is a motivator.

4 |FOCUS| December 2014

my daily runaround – a Peugeot 206 GTi 180; the fun-to-drive, “special” one – broke down for the fourth and last time. It was for the last time, because, at the time, I didn’t have the money to fix it … again.

And so it earned the dubious title of “a lovely garden ornament” – only taken out every now and then to visit the odd mechanic in the hope that they could solve this malady.

As I needed a vehicle, shortly thereafter I bought a terrific Honda Prelude from a fastidious colleague. Although it was lovely to drive and in really good overall condition for its age, the Prelude suffered from the odd bout of “old car syndrome”. But that’s what I loved about it – it kept me on my toes; kept me interested; kept me busy under the bonnet …

In amongst all this, my brother had been driving my other oldie; an E30 BMW 316i.

It was the most reliable car I had owned – until one day, this June, when it dropped a valve through one of its pistons.

with, hopefully, a little less suffering …

Truckers? Well, they’re not generally emotional about their vehicles. Sure, you get the odd operator who will keep the first vehicle he bought for the sake of nostalgia, and others who choose to run older fleets of vehicles. Generally, though, a truck that fails a serious operator in any aspect of the job will be replaced with a different one that promises to be up to the task.

The professional trucking community is, however, big on passion! So, while operators may, too, fall victim to bouts of automotive suffering every now and then, it’s the tough competitiveness of the market; (very) poor public perception of the professionalism and safety of the industry, its vehicles and drivers; and the rising costs of doing business that are really cause for concern.

But, the passion will live on; the truckers will keep on trucking, and, hopefully, I can start filling my garage again. Wishing you a safe, prosperous, passionate 2015. |FOCUS

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WWW.FREIGHTLINER.CO.Z A/TRUCK-SERVICES/WARRANTY/

December 2014 |FOCUS| 5

FOCUS

letters Setting the record straight Referring to the article: “The red flag rises” (featured in FOCUS September), a misunderstanding somehow slipped in. Allow me to summarise my thoughts: The Chinese truck market is becoming more sophisticated with each passing day.

At the fast rate that most Chinese trucks are evolving – in terms of performance, operating economy, durability and reliability – they will remain the choice of Chinese operators over the more expensive global brands.

It isn’t that Chinese operators wouldn’t enjoy running a “global-brand” truck, but rather that the high price isn’t justifiable to them when the more affordable Chinese brands have risen to such high levels today.

With each passing year, truck consumers in the fast-maturing Chinese market are willing to pay incrementally more. The truck industry is responsive to that with higher levels of refinement and content year after year.

FAW, for example, today offers 340 kW (460 hp) prime movers, with overhead camshaft engines, mated to FAW 12-speed AMT transmissions – specs unheard of just five years ago.

The pace and depth of heavy truck development in China, over the last 14 years, is absolutely amazing. Being able to witness the changes here, first-hand, has certainly made this the most rewarding period of my career.

Robert Doub Sales Marketing and After-Sales Support Development FAW Group Corp.

Thanks!

Hello Charleen, my most extremely favourite editor extraordinaire and jolly good person.

This is just a humble thank you for the article you wrote in August about the Wieloc. It really is most appreciated and I have already had a couple of enquiries, one was from Les Hall!

Dave Mills Sub-Saharan Tyre Services

Itching to go to IAA Your report on the 2014 IAA commercial vehicles show in the November edition of FOCUS was great. I wish it had been a bit longer though (no, 14 pages wasn’t enough!), so that you could’ve included more pictures!

Happily I was also able to watch your FOCUS on IAA television show. Well done on a great production. That sort of media content is great to show everybody what trucks are really about!

I hope to be able to attend the next show in two years’ time and enjoy it for myself.

Maybe I’ll even be able to bring back something I see there for use in my own operation.

Keep up the good reporting work!

Chris Murray

Thanks for your words of encouragement, Chris! We’re glad you enjoyed the show and liked the report!

Unfortunately, space is always a problem both on TV and in the magazine, but we will do our best to bring you even more next time! - Ed.

Transport Planning Software Take the guesswork out of transport

Download a trial version at: www.htm.co.za

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2015

TRUCK TEST Three reasons why Truck Test 2015

will rock

We’ve reached the end of another jam-packed year and, while it seems as though Truck Test 2014 has just finished, the 2015 event is a mere four months away. FOCUS reflects on this significant industry initiative and all that it has achieved

I

t all began when the late Fritz Hellberg

thereby further enhancing the accuracy of

industry and heavy vehicle operators,” says

approached FOCUS editor Charleen

the results,” Myers points out.

Thomas Potgieter, manager of load control

Clarke at the at the Road Freight

This

year’s

event

went

smoothly.

operations at Trac.

Association (RFA) Conference, in

The participants didn’t encounter any

“Overloaded heavy vehicles damage our

Gaborone, during 2011, after apparently

problems while they made their way from

road networks, posing not only a safety threat,

having chatted about the idea to Voith’s Peter

Hartbeespoort to Belfast, along the N4, and

but also reducing the lifespan of our roads.

Wraight and the RFA’s Gavin Kelly.

back again (once laden and, on another day,

Since Truck Test 2015 is taking place on our

unladen).

road, we see this as an ideal opportunity to

The first test – of extra-heavy commercial

make the industry aware of this issue.”

vehicles – took place in 2012. “We took 18

As with Truck Test 2013, this edition

extra-heavies from Johannesburg to Durban

also utilised Gerotek’s Concrete Ride and

AfriSam has also come on board. The test

and then back again,” relates Clarke. “The

Handling Track, outside Pretoria, to simulate

will kick off from its Roodepoort plant and it

purpose of the exercise was to establish real-

the stop-start, inner-city routes these vehicles

will supply the loads. As for the load-carrying

world operating conditions.”

so often undertake.

equipment, GRW and Afrit will provide the units.

Truck Test 2013 did the same; it

With 2015 nearly on our doorstep, the

scrutinised 4x2 freight carriers with a

upcoming Truck Test promises to be the best

Rory Schulz, acting MD for UD Trucks

legal carrying capacity of seven or more

one yet, as we shine the spotlight on extra-

Southern Africa, shares his thoughts on the

tonnes.

heavies once more (in a more stringent and

event: “We think this is a great event. It gives

controlled manner).

us the chance to come together as an industry

Then came 2014: This Truck Test focused on the medium commercial vehicle segment,

Once again the sponsors will be joining

and simulate real world challenges, not only as

and the efficiencies kept on coming … “For

us. Engen will provide the fuel, Hellberg

an individual original equipment manufacturer

the first time it was a requirement for all

Transport Management will predict and

but against all industry players.”

participating vehicles to assemble a week

verify the vehicles’ performance and Ctrack

before the start, in order to check conformity

will keep an eye on everyone once more.

to the rules,” says FOCUS assistant editor

Trans African Concession (Trac), which is responsible for the 570 km of road

Gavin Myers.

We’ve all learned a lot from the previous

in Tshwane and the Port of Maputo in

three Truck Tests. Each one has built on

vehicles’ fuel tanks. “This allowed the precise

Mozambique, is also joining in, sponsoring

the knowledge gained and has reinforced

amount of fuel to be added, when topping up

the toll fees. “Our interest in the project is

the significance of this event to players

the vehicles and noting fuel pump readings,

to create awareness of overloading among

throughout our industry. |FOCUS

3CANIA 3OUTHERN !FRICA !NGOLA "OTSWANA -ALAWI -OZAMBIQUE .AMIBIA 3OUTH !FRICA 4ANZANIA :AMBIA :IMBABWE

Mahlangu

operations.”

mandatory fitting of a clear sight tube to the

We take the DRAG out of Trucking

Solomon

customers can expect in their day-to-day

off-ramp

An important addition to the rules was the

between

He says that UD Trucks is excited about the upcoming event. “The results reflect what

SB + 1 / 9 Ê "

THE SCOTT BYERS NETWORK

Ê/

December 2014 |FOCUS| 7

LEGISLATION ????? update ?????

Looming law,

lowdown This year has almost run its course, but the surprises aren’t over yet … the Department of Transport has published an amendment to the National Road Traffic Regulations, in Government Gazette No. 38142, which could cause a rocky start to 2015 for some transport operators. The adjustments do have their merits, however

A

ccording to the online roadsafety information portal, Arrive Alive , most of the provisions that were covered in the draft notice (which was published on June 8, 2012), have been included in the amendment. “Schedule 1 to the Regulations contains all the forms that must be used for purposes of the legislation,” it points out. “Many forms have been added or amended.”

Some of the biggest changes include the provisions for requirements for consignors and consignees, which are explained in the newly inserted regulations – 330A to 330D – that will be implemented on January 31, 2015. “The regulations stipulate that a

8 |FOCUS| December 2014

consignor must determine that a vehicle is legally loaded (axles and total mass),” states Arrive Alive.

The Department of Transport’s 22nd Regulation Amendment (previously referred to as the 21st Amendment) to the National Road Traffic Regulations (NRTR) defines a consignor and consignee as follows: “A consignee, in relation to goods transported, or to be transported by a vehicle, means the person who is named, or otherwise identified, as the intended consignee of more than 500 000 kg of goods in a month, in the goods declaration for the consignment, and who actually receives such goods after they are transported by road.”

It defines a consignor as a person who

is named, or otherwise identified, as the consignor of goods in the goods declaration, relating to the transportation of more than 500 000 kg of goods in a month by road, or engages an operator of a vehicle (either directly or indirectly, or through an agent or other intermediary) to transport the goods by road.

The definition adds that a consignor has possession of, or control over, the goods immediately before the goods are transported by road, or loads a vehicle with the goods for transport by road, at a place where goods are stored in bulk or temporarily held. This excludes a driver of the vehicle, or any person responsible for the normal operation of the vehicle during loading.

LEGISLATION update

is also required, in terms of regulation 330C, on vehicles carrying goods. Regulation 330D says that consignors and consignees are to insure goods and the vehicle that carries them: “A consignor or consignee of goods shall not transport goods, on a public road, or accept goods unless such transportation is fully insured for damages that can occur as a result of an incident.”

This isn’t the only alteration that the 22nd Regulation Amendment brought to light, as the Road Freight Association (RFA) points out. “The following came into effect immediately on Friday, October 31: provisions relating to licences, roadworthiness and loading relating to haulage tractors; verification of address for National Traffic Information System (NaTIS) users; the 80 km sign on the back of a goods vehicle of over 9 000 kg gross vehicle mass (GVM) is now compulsory; and management representatives of testing stations may now test 150 vehicles a month, instead of five a day.”

Sharon Smith, chief executive officer of Sasco Metrology Services, says that the regulations regarding axle weighing is going to have a huge impact on all consignors.

Here is the lowdown on what regulations 330A to 330D state … with the former stipulating that the offering and accepting of goods, on overloaded vehicles, is prohibited.

“A consignor or consignee, of goods, shall not offer goods or accept goods if the vehicle, in which they are transported, is not loaded in terms of the provisions for the loading and transportation of goods as prescribed in this Act,” notes the NRTR. It adds that a consignor must get written confirmation about the payload, and distribution of the load, on a vehicle

from the vehicle operator. “A consignor or consignee shall not conclude a contract with the operator to transport goods on a vehicle, if the vehicle is overloaded when such load is transported on such vehicle,” the amendments point out.

Regulation 330B states that consignors must have a method of determining mass. “A consignor shall use a method of establishing the mass of a vehicle and any axle, or axle unit, of such vehicle that is accurate, so as to ensure that such vehicle axle or axles are not overloaded,” notes the imminent amendment. “A consignor shall keep a record of the mass of every load transported from his or her premises.”

Arrive Alive adds that a goods declaration

Arrive Alive adds that the amendment to regulation 215, which requires speed governors on certain vehicles – a minibus, midibus, bus or goods vehicle that has a GVM exceeding 3 500 kg – will be implemented on April 30, 2015.

“Many provisions contained in the amendment gazette have not yet been implemented and require a further notice to be published announcing the implementation date(s),” notes the online road safety information portal.

These include: requirements for driving hours and for provisional driving licences; regulations on driving schools; the amendment (to regulation 138) requiring vehicles of ten years and older to be tested for roadworthiness every 24 months; and the requirement (in regulation 139) for certain vehicles to be fitted with vehicle directional stability control devices.

It seems that 2015 could hold some massive administrative headaches as the red tape tightens around the transport industry … But was Jeremy Bentham, a British philosopher, jurist and social reformer, right? “The greatest happiness, of the greatest number, is the foundation of morals and legislation …”

The reality is that a few irresponsible operators are making stricter regulations necessary, which is creating more paperwork for those who are already doing things right. |FOCUS

December 2014 |FOCUS| 9

cover story

A really sound

wager

Steve Wager doesn’t need a spin doctor – the Scania sales figures speak for themselves. That makes this charismatic managing director the ideal choice for cover star of the annual FOCUS Captains of Industry special issue. We meet the man who has catapulted Scania into a top three spot

W

e would imagine that rival manufacturers read the figures and weep. In 2012, Scania had an 8,1 percent share of the extra-heavy market. In 2013, that rose to ten percent. And 2014 year to date?

It’s currently at a whopping 11,91 percent.

Now we all know that this has to be thanks to a team effort within Scania South Africa, but, behind closed doors at Scania, staff members whisper about “the Steve factor”. They’re obviously not referring to those hugely annoying banking adverts; they’re referring to the arrival of Steve Wager in South Africa. Since he set his foot on this continent, things have looked decidedly rosy for the company …

Wager, a dynamic, yet humble, man, will deny that he has been responsible for the company’s metamorphosis. “I’m just fortunate to be part of an incredible team of people,” he contends.

Having said this, Wager is exceptionally proud of Scania South Africa’s performance over the

10 |FOCUS| December 2014

last couple of years, and he says that being offered this job was one of his proudest working moments.

Growing up, this wasn’t quite what he expected from life. “We were once asked at school what job we wanted to do, and I proudly said I wanted to be a bus driver, because I was quite good a drawing buses ...” he recounts. “As a kid I had an interest in lorries, and my father worked in the automotive industry.”

Dreams of being an astronaut and a businessman came and went. Wager eventually decided to do a higher national diploma in business studies, in Buckinghamshire in the United Kingdom, and later qualified as a chartered certified accountant. (Wager was born in Salisbury, in the south of England, and grew up in the towns of Exmouth and Bristol, before his family settled in Windsor, just west of London.)

With his qualification (amusingly, Wager is keen to point out he’s never really been one

for bean counting), Wager officially entered the trucking world in 1983, joining DAF United Kingdom (UK). After a 19-year career with the company, eventually ending up as chief financial office (CFO) in France, Wager saw an opportunity that had his name written all over it.

“It sounds arrogant, but the job description said ‘Steve Wager please apply’. I was certain I would get the job,” he recounts. It was thus that, in 2002, he joined Scania Great Britain as CFO. “I was excited by the Scania brand, because of its premium positioning, and the Scania core values were aligned with my own way of working – customer first, respect for the individual and quality. There’s also something quite exciting about seeing the Scania Griffin!”

Ten years later, when the opportunity to come to South Africa as MD cropped up, it was an easy decision and Wager joined the local company in April 2012.

cover story

to become more customer focused, thereby increasing market volumes. “The market share figures from the last few years speak for themselves. I’m very pleased with the progress we’ve made. We’re on the right track thanks to a fantastic team and strong management,” he reiterates.

Wager stresses that the customer will always drive Scania’s business. “Today, customers and operators are far more demanding and cost-conscious, and they are under pressure from their customers.

Therefore, OEMs and their networks have to be more customer-service oriented than they were 20 or 30 years ago.”

Lowering the cost of ownership for customers has been a key aspect of the company’s restructure, and Wager feels that, as an original equipment manufacturer (OEM), Scania can influence up to 75 percent of the total operational costs of its long-haul customers. In order to achieve this, he and his team have focused on numerous aspects of the business – addressing fuel usage, driver training, optimising vehicle specifications and

Steve Wager has huge respect for South African transport operators, and the feeling seems to be mutual – the company’s market share now borders on 12 percent.

“When I qualified, I had an idea of the milestones I wanted to achieve. My aim was to reach the position of MD by the age of 50, so I was only one year late …” says the 53-year-old with a big smile.

On arriving in this country, Wager set about tackling his goal of restructuring the business

also finite details such as wheel alignment and regular maintenance.

Starting on the ground, Wager felt that dealers needed to have more decision-making power, thus Scania’s business in South Africa was split into five regions. “Our customers have noticed the difference; they say they

can see a clear improvement in service levels and decision-making. Because we’re now closer to the ground, we’re more responsive.

Some very good ideas also come out of addressing individual customer’s needs on this level, which we can then roll out quickly,” he explains.

To make the sales process easier for the customer, Scania has for some time had its own in-house finance company and insurance options (tied into this is an approved panelbeater scheme).

The finance company is significant in that it is not a joint venture with a bank, meaning totally new credit lines for customers and unrivalled financing flexibility. Wager is also very proud that Scania is now the only OEM that offers a free fleet-management solution with every vehicle sold. “We feel this is a great value offering and it underlines our commitment to keep our customers profitable,” he notes.

Driver training also forms a key aspect of this approach – the company runs a highly successful driver competition to find the best driver in southern Africa (read all about it in the February edition of FOCUS).

“We feel we have a lot to offer,” Wager says. The offerings continue with the company’s rental and used vehicles divisions. “The rental idea came from my European experience. It’s a very flexible plug-and-play product that is now part of our core business. Used trucks are allied to this – a vehicle that’s on the rental fleet is also for sale.”

All of these initiatives have proved to be a big hit with local customers, for whom Wager has the utmost respect. “South African operators are becoming more and more conscious of the cost of ownership. They’re also very knowledgeable, which keeps us on our toes. I like the way they work,” he says.

While Wager is already halfway through his five-year contract, he’s not sure he’ll be ready to leave when the term is up. “We’re still on a journey; we have a very clear strategy, and we’ll see it through,” he says with a determined, competitive smile, noting that achieving results and seeing change motivates him. “But it will be Scania ‘till the end …”

Only one thing could tempt him away from Scania one day. “My other great passion in life is the Chelsea Football Club. If I were to be offered the job of director of the club one day, I would battle to say no,” he says with a laugh.

But, until then, he will be more than happy to captain Team Scania South Africa … |FOCUS

December 2014 |FOCUS| 11

captains of industry

Volvo for life

Torbjörn Christensson has been the president of the Volvo Group Southern Africa since 2012: CLAIRE RENCKEN talks to him about his experiences in this role thus far

C

hristensson has come to love South Africa: “Working in this fantastic country is a true pleasure – with all the

opportunities, challenges and wonderful customers that I am delighted to be dealing with daily.”

His goal on arriving in South Africa was to grow the Group’s three brands (UD Trucks, Volvo Trucks and Renault Trucks) in the market and make sure they deliver an outstanding service to their customers.

“We also needed to be more competitive and cost-efficient, so we have re-organised Christensson believes that anything is possible with a set target and a committed team.

our companies and created some central back-office functions, which have been successfully implemented over the last two years. I feel we have done a very good job, but we are not finished. One always

but rewarding. I have learned from both

are still areas that need improvement,

needs to set new targets to be achieved.

these experiences that hard work pays off.

which he says are being addressed. He

I never feel ‘finished’, I just enjoy the small

If you set yourself and your organisation

adds: “We have very good products and

victories along the way,” Christensson

a target, and get the team committed,

people in our organisation – that is why we

adds.

anything is possible!”

are successful.”

When asked about the most significant

Christensson describes himself as an

The Group is doing whatever it can

moment in his career, he says: “I was

engaged leader who likes to be involved,

to lower the cost of ownership for its

responsible for the testing and validation of

and to be close to the customers and

customers. “We are introducing new truck

Saab cars from 1999 to 2002, and it was

the market. “I consider the company

ranges in the market that are more fuel

a true pleasure to be awarded the number

personnel as family and our customers

efficient. We also offer support in terms

one position in the JD Powers quality

close friends. I also try to keep things

of driver training, and we are constantly

investigation for the Saab 9-5.

simple – we need to identify solutions and

introducing

implement them efficiently and swiftly,” he

In addition to that, we realise that we

says.

need to be cost-efficient internally and

“I also took over Volvo Denmark in 2009, when the Danish and European

state-of-the-art

telematics.

economies were very tough. Turning the

To date, Christensson is very happy

have synergies in the Group. This will

company around and adapting to the

with the Group’s performance in general in

make us more competitive in the future,”

economic situation at the time was difficult,

South Africa, but acknowledges that there

Christensson concludes. |FOCUS

12 |FOCUS| December 2014

captains of industry

The multilingual

globetrotter with big ambitions

Christian Coolsaet, managing director of Volvo and Renault Trucks, South Africa, is a die-hard petrolhead whose relationship with Volvo spans almost two decades. CLAIRE RENCKEN finds out what makes him tick

C

oolsaet has gained a wealth

experience matches their expectations. I

is never to lose out on the appreciation of

of experience within the Volvo

have a dedicated and committed team, who

these sorts of things.”

Group, all over the globe. “I am

all have a ‘customer first’ approach.”

In terms of what the future holds, he

very passionate about all things

To keep himself grounded, Coolsaet

says: “Ten years from now, I hope I’ll still be

automotive. I joined Volvo in May 1997. I was

makes a point of savouring the small

inspiring all kinds of people, motivating them

previously the commercial trucks director

pleasures in life on a daily basis. “I enjoy the

and celebrating the goals that have been

for Volvo Trucks in Central Europe, and was

beauty of flowers in bloom, the taste of fine

achieved, both personally and professionally.

also managing director at Volvo Romania and

– but inexpensive – wine, and the smiles on

Volvo in Ukraine,” he says.

my kids’ faces. One of my personal goals

He

has

a

bachelor’s

degree

“Wherever in the world that might be,” he concludes with a smile. |FOCUS

in

accounting and a master’s degree in marketing and export management to his name. “I speak several languages, including Dutch, French, English, German, Spanish and some Russian,” he adds.

Coolsaet stepped into his new role here in South Africa in September this year. “This country is rich with potential, quality people and resources. The market certainly promises a wonderful future. I am truly looking forward to forming part of the dynamic Volvo Trucks and Renault Trucks SA teams, and to serving and supporting our customers,” he enthuses.

When asked why he chose this industry, he is quick to answer: “I think that the industry chose me! I’ve always wanted to work with anything that had wheels. The closest opportunity in my native village was at a small bus manufacturer, and I was, therefore, very determined to work for them. Through this experience in the bus industry, I got in contact with Volvo. Shortly thereafter, Volvo offered me a position,” he explains.

Coolsaet and his team have great ambitions for 2015 and beyond. “My ultimate goal is to ensure that we have satisfied customers,” he says. “I am very pleased with the company’s performance.

We have launched extremely good products over the past few years and we are looking

Coolsaet is excited by the promise of a wonderful future for the South African market.

at ensuring that our customers’ aftersales

December 2014 |FOCUS| 13

captains of industry

Moving up a

level The management of Hino South Africa has a very clear vision of where the company will be in the year 2020, and it’s up to two new faces to set the route. GAVIN MYERS meets Ernie Trautmann and Pieter Klerck

T

rautmann, Hino South Africa’s new vice president, and Klerck, the company’s new general manager of sales and dealer

network, have been “born and bred” in the South African automotive industry – specifically within the Toyota South Africa operation.

“I’m boring … I’ve been with Toyota for 26 years,” laughs Trautmann, who’s history with the company is really anything but boring. Trautmann’s most recent post, prior to joining the Hino division, was that of general manager of sales and dealer network, which he held since 2006. Before that he spent eight years in the Dubai regional operation, and has also worked in training and customer relations – implementing new ways of training staff

A 26-year stalwart of Toyota South Africa, Trautmann is excited about furthering Hino’s success in the local market.

and the company’s toll-free customer service touch point.

By comparison, Klerck’s time with the company, itself, has been relatively short.

Before joining Hino, he was senior manager of marketing communications for Toyota, having joined the company in 2006. “Prior to that I was in the advertising industry for close

“What I enjoy is the challenge of making a contribution – one person doesn’t make an organisation; you’re part of a much bigger picture.”

on 25 years, 20 of which I spent working on various parts of the Toyota account,” he

fallen out and budgets were cut to the bone,”

part of a much bigger picture. Being part of a

explains.

he says. But working hard combined with the

team and seeing people develop and change

adrenalin and pressure of new challenges is

motivates me.”

Klerck’s claim to fame is that he was part of the team that came up with the “Buddy

what makes Klerck tick.

That, says Trautmann, doesn’t only include

the dog” advertising concept for Toyota in

Likewise Trautmann: “What I enjoy is the

his immediate team, but the dealers, their

2008. “That was challenging, because the

challenge of making a contribution – one

customers and even Hino Motors Limited

bottom end of the automotive market had

person doesn’t make an organisation; you’re

in Japan. Everyone will form part of their

14 |FOCUS| December 2014

captains of industry

strategy as the two men to take Hino South

communication. Hino Total Support forms

is to understand the extra-heavy market. We

Africa forward.

the basis for the company to communicate

will play there competitively in the next couple

and keep it promises.”

of years,” Trautmann assures.

“If something is bad for one of the four partners, we won’t be able to achieve

“A phrase we use a lot is Genchi genbutsu,

“We are doing the right things. We just

anything. So, we need support from Hino

which is Japanese for “going to the source”. It

need to make the business fitter – to run

in Japan; we support the dealers, and they

is so true for this industry – everything comes

faster and do things more quickly. Customers

support the customers.

from the bottom up; if the customer is happy

can expect Hino to move closer to their

“We created a joint business strategy with

we will be happy,” Trautmann continues.

businesses and be more understanding of

Hino Motors Limited. Pieter and I presented

“Understanding each customer’s business

their wants and needs. We will also focus on

to Hino top management in October. It’s a

is crucial.”

living the Hino Total Support philosophy to

partnership to take Hino South Africa to the next level in the long term,” he explains.

Trautmann and Klerck are also very clear

continuously improve our business.”

about what’s next for their own business.

The enthusiasm on Trautmann and

With Hino SA being the highly integrated

“Our strength lies in the medium and heavy

Klerck’s faces is clear. They’re up for the

organisation that it is, Klerck is excited that

sectors. The challenge for Hino, worldwide,

challenge. Next stop, 2020. |FOCUS

everyone in the organisation is ready to make it happen. “We’ve taken everybody with us and they know that they’re part of the vision,” he says. The support of the Hino family has also made joining the very different trucking side of the business a bit easier …

“Coming from the Dinky Toy side, we were happy that the Hino team immediately accepted us – they didn’t feel we would rock the boat,” Klerck explains. Trautmann concurs: “Not coming in from another company or industry smoothes out the transition. The processes and cultures are the same in the car and the truck divisions, and it’s interesting that a number of people in Hino Motors in Japan have also come from Toyota.”

Nonetheless, both men realised quickly that this was a very different ball park – but it’s clear that diesel is creeping into their blood. “Previously, when travelling on the road, I would notice all the new cars, now I can’t wait to see which trucks I will come across and what they’re carrying,” laughs Klerck. “I check the make and model of every truck I see, and, if it’s not a Hino, I want to know why that company isn’t running one,” Trautmann continues.

Nevertheless, Trautmann is pleased with the company’s successful year and is happy to be on track to achieve the objective of 4 000 unit sales. “A key success driver is the aftersales service to maintain the customer over the lifecycle of the truck.

It’s part of the Hino Total Support policy,” Klerck adds. This is what promotes brand loyalty among Hino customers. “Eighty to 90 percent of all the points that come up in our customer satisfaction surveys go back to

Klerck was part of the team that came up with one of Toyota’s most successful marketing campaigns during one of the market’s toughest periods. He loves hard work and a challenge.

December 2014 |FOCUS| 15

captains of industry

Filling the

glass

The management of MAN Truck & Bus South Africa is on a mission to be the best business partner in the commercial vehicle industry. GAVIN MYERS speaks to the captains of MAN …

T

hey are, of course, Geoff du Plessis, managing director of MAN Truck & Bus SA; Dave van Graan, head of truck sales at MAN Truck & Bus SA; and Philip Kalil-Zackey, head of bus sales at MAN Truck & Bus SA. All three men have extensive careers in the commercial vehicle industry, both locally and abroad, and all have found a special home at MAN. “I was offered the position to head up MAN SA, as chief executive, in 2005, at a time when I felt I was ready to take on the leadership of a complete entity and not just be part of a leadership team. MAN gave me

16 |FOCUS| December 2014

that chance,” Du Plessis begins. As a qualified mechanical engineer, it was the smell of diesel, which he came to love when working on military vehicles in the army, that set him on a path into the trucking world.

Van Graan has spent 13 of his 27 years in the commercial vehicle industry at MAN; after being enticed by the then managing director, Ferdi Roche, and marketing director, Adolf Moosbauer, to head up MAN’s National Truck sales division. “I liked the idea of joining two colleagues whom I have immense respect for in the industry, in order to restrategise the sales activity of MAN in southern Africa,” he says.

“I find the transport industry very interesting and dynamic; every day is different. Our customer base is similar, so, in our business, you’ve got to be a real all-rounder,” he adds.

Kalil-Zackey, on the other hand, has never been concerned with being an “all-rounder” …

While this mechanical engineer grew up in a family involved in the trucking and transport industry; buses have been his specialty since he began his career in 1999.

“Being in the bus business is special – you’re moving people around, so there’s an emotional side to the business. Selling a bus is like selling a car; you have to think about the passengers, and interact with the people who

captains of industry

use the buses, in order to deliver the product that will best meet your customers’ needs,” he enthuses.

For all three men, meeting their customers’ needs is only the tip of the iceberg. Du Plessis says: “My goal is to make sure MAN is a respected business partner in this industry. We deal with such a diversity of customers, and they all have their own challenges, but we have a very engaged and loyal client base and we need to be a part of giving them what they need to differentiate themselves.”

Van Graan adds: “The South African market is very competitive and challenging.

Our operators are very professional and we need to be a consistent, reliable supplier that meets their expectations. This business is about customer satisfaction; we have to continually work on the things that delight our customers, and their customers.”

This goes back to Kalil-Zackey’s earlier point, and is something the MAN bus business has always got right: “MAN has a strong foundation and leadership in buses.

This is a people’s business and we have a very good team that understands every element of it, which has been the cornerstone of our success.

“Customers see the benefit of one point of contact, in that we offer a chassis and body solution (incidentally, Kalil-Zackey says this was one of the major attractions when he joined MAN). We’ve done very well and I’m very happy with the performance of the bus business,” he smiles.

Both Du Plessis and van Graan are keen to point out that the truck side of the business still has a lot more to offer the market. “I like to look for the good and see the glass half full,” explains Du Plessis. “Our glass is half full, but there’s opportunity to fill it completely … we are moving in the right direction.”

Van Graan elaborates: “We have had challenges in recent times and our product offering has had great success in certain niches, but, if we aggregate that on a national performance, we could definitely improve beyond a ten percent market share. We are proud of our recent good performance in the extra-heavy commercial vehicle (EHCV) category; it shows some green shoots which indicate where our performance should be.”

The men know what has to be done to sustain this performance and fill the glass.

“The professionalism of our customers is phenomenally high and is something to be respected. With that comes a push to optimise total cost of ownership,” Du Plessis begins to explain.

“We look for the right solutions and configurations. Our strength is to find customer-specific solutions and meet demands for their requirements. The product then has to operate at the right cost. We also look to optimise uptime; on-site servicing is an example of an area we’re working on to lower the cost of ownership for both our bus and truck customers,” he adds.

“As a premium brand, we have to ensure we can offer two or three economic lives for our products. We need to ensure that the products remain reliable and have a competitive and significant resale value. That then ties into our business solutions, such as financial services and MAN Top Used, for example, which we’re also continually working very hard to optimise,” van Graan continues.

Du Plessis, van Graan and Kalil-Zackey reiterate that MAN’s business is more than just its proud engineering pedigree …

“Our customers can expect the leadership of the business to stay with them, listen to them, engage with them and understand them and their business,” Du Plessis concludes. |FOCUS

December 2014 |FOCUS| 17

Captains of Industry

Down to a,

fine, art Some know what they want to be right from the start, while others decide as they move through life … Godfrey Hani, divisional manager for Freightliner, Fuso and Western Star Trucks, at Mercedes-Benz South Africa, used the skill set acquired while pursuing his original dream to build one that he loves living – and is happy to share with others

H

ani says that he originally wanted to become an architect or a movie actor – “nothing to do with selling trucks”. Life had a different path in mind, however, and instead he completed an honours degree in fine art – specialising in painting. This has served Hani well …

“I looked at life differently because of the creative nature of the kind of art that I did,” he tells FOCUS. “It opened up my world.” He adds that you’ll be successful in whatever you do if you embrace your creative side.

This has also helped Hani in his current position at Mercedes-Benz South Africa – a company wholly owned by Daimler AG. “Leadership needs a lot of creativity,” he points out. “You have to think differently about how you handle various situations.”

His experience prepared him for what lay ahead: “I had a different dream then, but I love the dream that I’m living now.” His journey wasn’t a straight path, however …

“After I finished my art studies I completed a few diplomas, one of which was in financial management,” Hani recollects – adding that he then decided to join the corporate world; starting out in an accounting and finance department.

This is where Hani first entered the transport arena. “I handled creditor payments and did month-end reconciliations

18 |FOCUS| December 2014

at Translux and City to City, which is owned

by Autopax Passenger Services.”

He adds that he began to appreciate the bus business for its tenacity; from the discipline that drivers demonstrate to the value that’s placed on the maintenance aspect. “It started to intrigue me – I wanted to understand what transporters truly go through.”

From there Hani quickly climbed the corporate ladder, taking over the reins of financial manager, which exposed him to all aspects of the business – from the service and marketing to the sales department.

“Then sales began to pique my interest,” he relates – adding that he later became the senior manager for sales and operations at Translux and City to City.

His experience led to Hani being headhunted by MAN Centurion as its deputy dealer principal. “I was the dealer principal for two years. I then became a financial manager and, finally, I was appointed to the board of MAN Truck & Bus for four years – responsible for all the African countries below the equator, excluding South Africa,” he tells FOCUS. “This grew my love for trucks.”

After his seven-year stint at MAN, Hani’s love was broadened to include not one, but three brands … the achievement that he is most proud of. “That really is my number one highlight, I am very fortunate that I run three different brands in one stable.

“If someone prefers products from the United States – likes some ‘bling’ and power – we are happy to offer the Western Star or Freightliner,” says Hani. “And when a customer is looking for something that is easy to run and manage, as well as being ideal for stop-start operations, then we’ll offer them a Fuso product.”

He also loves the teamwork across the rest of the brands. “If I have clients who want a Mercedes-Benz truck, I don’t try and offer them a Fuso, Western Star or Freightliner – just because those are my brands – I’ll rather direct them to my colleagues who will have the right solution.

“It is that internal understanding and arrangement that makes Daimler totally different,” Hani emphasises. “We have a good working relationship between our colleagues.

As much as I love representing my brands, at the end of the day, we come from the same family and whatever we do advances the family as a whole.”

It isn’t only about building brand awareness, however, as Hani remains humble after everything his journey has delivered. “What touches my heart is the different lives that we impact in the process of doing our jobs … Regardless of the type of operation you are in, you have to ensure that you grow the people around you, show them what to do and guide them! It is about empowering people.” |FOCUS

Captains of Industry

There’s no “I” in

“team” VIC OLIVER spends a lot of time working with our industry’s top transport operators, but one man that stands out for him is Andre Pieterse, group fleet manager for Onelogix – Oliver’s captain of the industry for 2014 Nonetheless, he is very

A

quick to tell us that the

Describing a typical day at the office – and

improved quality and image of

workshop – Pieterse explains that he adopts

the VDS fleet is a joint team

a hands-on policy, where he is continually

effort from his workshop team

involved at ground level in the workshop. He

and the senior management

also makes sure that he is aware of all daily

in the company. ndre Pieterse joined Vehicle Delivery

Services

develop a modern fleet control system.

He is very proud of his hand-picked

operational issues, and strives to ensure that the fleet is always available to meet

(VDS),

workshop team, who are responsible, caring

a division of Onelogix, in

and loyal to the company. “All my technicians,

His daily tasks involve controlling, motivating

November 2006 as workshop

who are led by Danie Bezuidenhout, are

and planning workshop activities for the

manager. His brief from the management of

extremely proud of the fleet and go the extra

day. He also liaises between the different

the company was to improve the quality of

mile to ensure that the vehicles are serviced

departments and business units within the

the fleet and to install proper management

correctly, and that the image of the company

group. Daily analysis of workshop and vehicle

tools and systems that would turn the fleet

is upheld at all times,” he beams.

costs, to ensure that they remain within the

into a world-class operation. It’s fair to say

He is ecstatic about the support,

that Pieterse has achieved this objective with

understanding and guidance that he receives

flying colours …

operational requirements.

set benchmarks and within the budget, is also a fundamental aspect of his work.

from the VDS senior management team, too.

“One thing I do not adhere to, however, is

Pieterse says his passion for trucks

In all his years of working in the heavy vehicle

office hours,” says Pieterse – he is available

– together with the sound training and

industry, Pieterse says he has never had such

24 hours a day and 365 days a year.

mentorship that he received as an apprentice

good support from senior management.

When asked about the biggest daily

motor mechanic, with the road transport

His ability to install modern computerised

challenge that he faces, he replies: “To ensure

division of what was at the time known as the

fleet management systems originates from

that the fleet of vehicles is available, reliable

South African Railways and Harbours, and a

the experience that he gained while working

and safe to operate at all times, to meet the

vast amount of hands-on experience in the

as a senior technical superintendent at the

expectations of our valued customers.”

management of other large fleets in South

South African Road Transport head office (a

Just the attitude a fleet manager of

Africa prior to joining VDS – equipped him

division of South African Railways). Part of his

such a well-respected company should

for the job.

job responsibilities within that function was to

have. |FOCUS

December 2014 |FOCUS| 19

Captains of Industry

30 percent!

Like to save that on your energy and fuel consumption?

The transport industry certainly isn’t a stranger to the “green” movement … But, due to some external factors, South African companies are lagging behind those abroad. Bon Consumer Products, local distributor of the Endocube and the Greentech Fuel Saving Device, is planning to change this

B

etter fuel consumption and lower greenhouse gas emissions definitely are two top-of-mind topics for transport operators

… Bon Consumer Products can help!

First up, the Greentech Fuel Saving Device – manufactured by United States-based Moletech International. “The product was launched in 2000, with the primary focus of reducing pollution,” says Ramakrishna Naag, MD and founder of Bon. Moletech realised, however, that the device also delivered some fuel savings. “So the company did further research to improve the fuel savings and reduce pollution.”

This led to a positive fuel reduction of up to 30 percent, which was verified during tests in more than 15 countries over a seven year period.

It achieves these savings through its Fuel Molecule Enhancer, which causes smaller droplets of fuel to be injected. This exposes a larger contact surface with oxygen for better combustion and, thus, better fuel efficiency.

The Molecule Enhancer doesn’t use any chemical reactions, instead it utilises a physical phenomenon – so there are no consumables, and no wear and tear. Essentially, the device can deliver its savings for as long as it is in the tank.

Being an engineer, Naag could see the benefits of the device and approached Moletech a couple of years ago. “They had production capacity limitations, however, due to the worldwide demand for this technology.”

20 |FOCUS| December 2014

Ramakrishna Naag and Chrystal Erasmus are excited to bring affordable “green” products to South Africa.

He adds that, six months ago, Moletech was ready to supply Bon with units for the South African market. Since then, the company has conducted local trials and is expanding awareness of the device.

Chrystal Erasmus, Bon’s executive director, adds that, for some, these trials were a single trip. “Several customers tested Greentech in their personal vehicles and were so impressed with the fuel savings, and engine performance, that they bought it for their trucks too.”

This isn’t the only “green” product that Bon is distributing in South Africa and later in Africa, however. “The Endocube is essentially a unit for commercial refrigeration, from manufacturing and produce, to refrigerated trucks and supermarkets,” Naag explains – adding that the Endocube reduces power consumption (by 20 to 30 percent) and thus carbon emissions.

Manufactured in the United Kingdom, this unit’s power-consumption savings come from what it measures … “It monitors the food temperature and not the freezer temperature,” says Naag. “So it switches the compressor on and off based on the food temperature – which means the produce remains at the right temperature and keeps fresher for longer.”

Erasmus adds: “The Endocube is also perfect for temperature-controlled distribution chains

– so the whole supply chain can benefit from this product. Besides the savings on electricity, there are also massive environmental benefits resulting from lowered carbon emissions.”

She continues: “The government supports power savings by passing on tax incentives to businesses that show annual savings on power consumption. There is also a drive to lower carbon emissions, through the carbon credits act. If we can get all the big corporates to lower their power usage on refrigeration by 30 percent, it will have a huge impact on our carbon footprint as well as our electricity requirements throughout the country.”

Currently Bon has distributors in the Western Cape, North West, Gauteng and KwaZulu-Natal. “We are setting up distributors all over South Africa, in all the provinces,” Naag points out.

Erasmus adds that the company’s website will also offer e-commerce very soon. “So people will be able to purchase our products online and we intend to partner with online distributors, such as Kalahari.com.

“We are delighted to bring affordable green products to the market, so that South Africa can become a player in the ‘green’ arena – and have a ‘greener’ environment for our future.” |FOCUS

??????? ???????

----------

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The Endocube: • saves energy from 14% to 22% …. and more!

• uses no electricity, has no electronics and no mechanical moving parts, has no maintenance – a ‘Fit & Forget’ device – it cannot fail • it cannot be the ‘wrong‘ temperature • protects the compressor from excessive wear and tear • comes with a 10 year warranty • gives return on investment (ROI) typically from 3 to 12 months

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ENDOCUBE KEY BENEFITS Greenthe Power • A longer ‘off’ period allows pressure of the refrigerant gas to ‘balance’, this allows for a more efficient refrigeration cycle, Green Power and when the system starts again it does so with a softer start, leading to a quieter refrigeration system.

• This improved efficiency usually makes the refrigeration run cooler, often by 2˚C (3˚F), so the set point may have to be adjusted.

• Less starts means less use of the compressor, giving it a greater life span. Compressor manufacturers recommend fewer starts.

• Less use means less call out charges.

• Less cost on spare parts • … and finally, less breakdowns!

GREEN POWER AUTOMATION Pty Ltd December 2014 |FOCUS| A division of Bon Consumer Products Pty Ltd21

Captains of Industry

From retired CA to

weighbridge expert Jonathan Palmer, chairman of Sasco Metrology Services, shares the history of the company and sheds some light on the new consignor and consignee regulations, to be implemented at the end of January next year. CLAIRE RENCKEN reports

P

almer begins by giving some background information: “Avery, a British company, started Sasco in 1910. Having failed

to develop new technologies or to maintain service levels, both Avery and Sasco were in serious financial trouble by 2002.

“A few years earlier, after a successful

Palmer came out of retirement to turn Sasco’s fortunes around. The company now offers technologically advanced solutions to meet any weighing requirements.

career in the global transportation of cars by sea, I had retired in the United Kingdom

onerous. In summary, the consignor will

Sasco has subsequently expanded

(UK), aged 40. In early 2002, I met an

need to ensure that adequate records are

its axle weighing product range from

executive of Avery UK at a drinks party.

kept on a load-by-load basis, to demonstrate

multi-deck weighbridges and “Bilanciai

When asked what I did, I said nothing,

that vehicles were loaded in such a way

upgrade packages”, to include portable

except that I used to be a chartered

that their permissible axle loadings and

multi-deck weighbridges, portable truck

accountant in South Africa.

total permissible load carrying capacities

decks, static axle weighers, in-motion axle

were not exceeded,” Palmer explains.

weighers, weigh pads and smart software

“He jokingly asked me if I wanted to buy some struggling weighing companies in

This means having weighing equipment,

southern Africa. Well, eight weeks later, I

which can provide both axle weighing and

Palmer concludes: “Therefore, Sasco

became the new owner of Avery’s Africa

total mass calculation, and having systems

can offer a range of standard axle weighing

businesses (with the exception of Kenya

and processes to produce records that

solutions that will enable consignors

and Nigeria). The core company was the

show that the permissible axle weighings and

to comply with the new regulations.

South African scale company, Sasco.”

total carrying capacity were not exceeded.

Supplying a standard solution revolves

solutions.

The new regulations coming into effect

This is where Sasco comes in. “The first

around Sasco Cloud, which was launched

on January 31, 2015, basically mean that

step that we took after acquiring Sasco,

to enable weighbridges using Sasco

truck owners will need to formally advise

was to start the process of securing

Proweigh software to write weighing data

the consignor of each truck’s permissible

exclusive access to the best weighbridge

(including axle weighing data) directly

axle loadings and permissible total loading

technology in the world. Bilanciai, an Italian

to the cloud for subsequent access by

capacities at the time of collecting goods.

company, produces the world’s best

various systems. We believe Sasco Cloud

(See page 8.)

weighbridge instrumentation. In 2007,

will fully meet the consignors’ record-

Sasco was appointed Bilanciai’s exclusive

keeping requirements under Regulation

African distributor,” he says.

330B (2) of the Act.” |FOCUS

“For the consignor, the implications of the new regulations are much more

22 |FOCUS| December 2014

??????? ???????

December 2014 |FOCUS| 23

past captains

Inspiration lives on

Makoto Hisano and Frank Beeton take a break from tough negotiations in Japan.

While spending over four decades in any industry, one is bound to cross paths with people who make an impact on your own life. FRANK BEETON recalls three industry figures, who did just that – and so much more

W

hen asked to write an

area manager, in the Durban regional office,

government sales portfolio, in addition to my

article for this issue

in 1978. In early 1980, I was promoted to

other duties.

of FOCUS on people,

government sales manager, and transferred

As 1986 neared its end, however, we

rather than trucks or

to head office in Port Elizabeth. Over the

were aware that something big was about

companies, I gave considerable thought to

following six years I held virtually every

to break and one morning management

the selection of my subjects. Having worked

management post in GMSA’s Truck Sales

were asked to gather in a small theatre

in and with the motor industry for more than

Division, and was heading up the division by

situated at the end of the first floor

45 years, I have certainly met more than

1986.

office corridor. While we were sitting

my fair share of “interesting” characters,

At that time, there was considerable

anxiously waiting to discover our fate,

but truly inspirational people have been a lot

uncertainty over GM’s future in the country,

the door opened and in walked a tall

thinner on the ground.

with frequent rumours of sell-offs and

American. Every person in the room leapt

Nevertheless, the three personalities

withdrawals. Several times, we looked out of

to their feet and broke out in spontaneous

featured in this article I consider to have had

our office window in Kempston Road, to find

applause.

a profound impact on my own attitude and

the directors’ car park completely empty,

This was, of course, W. Robert Price, who

performance. In their presence, I always felt

which set the rumour mill off again at an

had been GMSA’s managing director from

inspired and empowered. Unfortunately, all

accelerated pace.

1971 to 1974, and had led the company

three have now passed on to higher service, but the fond memories live on.

This atmosphere was not conducive

through some of its most successful years

to good morale in the company, and the

in the country (he had subsequently moved

management team had shrunk somewhat,

on to head up Vauxhall Motors in the

W. Robert (Bob) Price

requiring some realignment of responsibilities.

United Kingdom, and GM’s Motors Trading

I joined General Motors South Africa as truck

In this process, I had re-inherited the

Corporation).

24 |FOCUS| December 2014

past captains

During the meeting, we were told about

career path, and so moved on to other

Following a reshuffle in the miniscule Nissan

the unfolding developments that would lead

challenges. Price had certainly left a lasting

truck division, I was given responsibility for the

to the establishment of the Delta Motor

impression on me, however, and I have no

product management function, which involved

Corporation, and that Price had resigned

doubt that, had he lived longer, I would have

considerably more interface with the local and

from GM and would be our chief executive.

been happy to stay and support his ambitions

visiting Nissan Diesel (ND) personnel.

This was the best possible news for the

for a more comprehensive Delta presence in

somewhat dispirited management team

the truck business.

To be honest, my initial impressions of the former were less than favourable, as the incumbents appeared to be unwilling

(many of whom firmly believed that Price could walk on water), and helped greatly to

Makoto Hisano

or unable, to sufficiently advance Nissan

ensure that key personnel stayed with the

I first visited Japan in 1985, co-hosting a

South Africa’s interests with their overseas

company.

press contingent on behalf of General Motors

colleagues.

During the following year, I got to know

(GM). By then, I had had frequent dealings

I then met one Makoto Hisano, a general

Price well. With the impending change in

with Japanese representatives from Isuzu

manager in the export department, on one of

corporate identity, it was important to retain our hard-won government supply contracts through the changeover, and I was responsible for taking Price to meet senior personnel in the departments that were our important customers. His charisma was put to work, and their reaction to the “localisation” of GMSA was almost as enthusiastic as that of the company’s management, so everything went off smoothly.

However, I soon also discovered that Price also had a substantial personal interest in the truck business, and he identified Tony Barlow and me as the “truck guys” in the company. The three of us held many long discussions on our future business direction, in the Johannesburg regional office boardroom, after our day’s work was completed.

In his final years at GM, Price had spent some time in Europe trying to find a suitable partner for the Corporation’s global truck business, and he soon began the process of calling meetings between ourselves and potential local partners.

Business trips to Japan always involved lots of social eating! Here, Makoto Hisano, Mike Whitfield and Frank Beeton carry on the tradition.

Alas, much of this vision came to naught;

Motors, and, to a lesser extent, Suzuki (my

my subsequent Japanese trips, and decided

Price passed away, very unexpectedly, from

tender sales staff were also responsible for

that he was someone with whom I could

a heart attack on Saturday, October 10,

controlling the importation programme for

really do business.

1987 – aged only 61. He did, however, live

Suzuki vehicles).

I need to explain that the timeframe was

On that trip, we visited the Isuzu operations

long enough to see the formal launch of Delta

particularly critical to ND’s business in South

Motor Corporation early in that year, and to

at

Fujisawa,

Africa. We were about to shake off the yoke

witness the early stages of its success.

Kawasaki

(since

closed),

Tomakomai – the impressive test facility

of Atlantis Diesel Engines (ADE) and other

His vision for an expanded truck

on the northernmost island of Hokkaido –

obligatory local content, and revert to original

business did not materialise, however,

as well as Suzuki’s ultra-modern plant at

equipment drivelines.

and Delta retained the same level of

Hamamatsu.

We had already taken the lead among

partial participation in the market that

When I joined Nissan South Africa’s

local manufacturers by breaking the ADE

had prevailed at the end of the GM era,

(NSA’s) truck division in 1990, initially as

mould with the original Nissan Diesel Cabstar,

until it was re-acquired by the American

national fleet sales manager, I soon renewed

but with a gross vehicle mass (GVM) rating of

corporation in 2004.

my acquaintance with Japanese culture,

only six tonnes, this model was not able to

By the end of 1988, I had become

which was, understandably, even more of an

exploit the most important nominal four-tonne

frustrated by the lack of progress of the

influence at NSA than at GMSA; which had

payload niche in the medium commercial

company and the indecision over my own

retained a substantial American flavour.

vehicle segment.

December 2014 |FOCUS| 25

»

past captains

We desperately needed a seven-tonne

intended to jealously guard, the Cabstar brand.

in Japan, and meeting his charming wife,

GVM model to take on the equivalent Toyota

Our earlier use of this combination of names

who had elected to remain at home while he

Dyna and Isuzu N4000D trucks (the latter

on the six-tonne GVM model had apparently

completed his South African assignment. He

being a product of my own earlier product

severely ruffled some Japanese feathers!

nursed me through one Japanese trip when I

planning efforts at GMSA/Delta), as this

At around the time that these issues

contracted a nasty bout of influenza, feeding

would give NSA an immediate and significant

were presenting as serious obstacles to

me various potions of dubious origin, but

benefit in truck market penetration.

our MCV aspirations, we had an enormous

which certainly worked.

It seemed that Nissan Diesel had

stroke of good fortune, in that Hisano-san

He would often come into my office in

absolutely the right product in its ZZ light

was posted to South Africa as ND’s resident

Sandton to discuss corporate politics in

truck series. Powered by a large 4,6-litre,

representative.

hushed tones, and obviously appreciated my

naturally-aspirated four-cylinder diesel, with

This was quite unexpected, as his

gai-jin (foreigner’s) perspectives, explanations

GVM ratings of up to seven tonnes, it looked

position within ND, as a general manager,

and insights. He was a man of great dignity

Nissan Diesel’s ZZ Series was the precursor of the local Cabstar and UD 35/40 MCV lineup. Here, Vic Capitani and Tom Kellett inspect the goods at the Ageo factory.

spot-on for South African conditions, but it

was above that of previous locally-based

and integrity, and elevated my opinion of his

soon emerged that some obstacles needed

staff. However, this was an inspirational

countrymen to new heights.

to be overcome.

move by ND, and proved a godsend in the

My favourite Hisano-san story involves a

First, that range had been less than

(sometimes extremely tense) negotiation

practical joke I once played on him. During

successful in the domestic Japanese market,

process that followed. NSA duly got its

my first visit to Japan in 1985, I had been

and ND was aiming to discontinue it largely in

Nissan Diesel Cabstar 35 and 40 range,

given some Japanese calling cards to use on

favour of bought-in products from Isuzu.

which turned out to be an unbridled

the trip. These contained my name written

success.

in Japanese, and I kept a few of them for

Second, the name “Nissan Diesel Cabstar”, which we intended to continue on the ZZ

My personal relationship with Hisano-san

Series, cut straight across the naming rights

was one of the highlights of my ten-year stay

One day, back in South Africa, I carefully

of Nissan Motor Company, that owned, and

at ND. I had the honour of visiting his house

copied the Japanese version of my name,

26 |FOCUS| December 2014

possible future reference.

past captains

freehand, on to a piece of note paper, took

process related to the South African truck

he was spurred on to greater achievements.

it to him, and asked: “Hisano-san, can you

market. ADE was receiving advance indents

During the eleven years of our close working

translate this please?”

from individual manufacturers totalling well in

relationship, I often marvelled at the way that

He looked at it in total astonishment,

excess of 100 percent of the actual demand,

he coped in an environment that required

and demanded “How did you do that?” We

and this was playing havoc with inventories

copious interaction with reams of facts and

both fell about laughing when I explained,

and forward indents.

data.

and he was able to relax in the knowledge

Twine, in typically efficient fashion, soon

He had an amazing memory for detail,

that I had not suddenly become literate in

created a rational model based on macro-

and could direct his sighted colleagues to the

economic inputs that has

exact cell in a specific Excel workbook where

remained

a required value was to be found. I found this

the

industry

a touch intimidating at first, but later realised that it was just the way that his brain worked, and was more than happy to accept the functional benefits.

Twine had an infectious sense of humour, and enjoyed bouts of verbal sparring over words that sometimes left me a little dizzy.

He had a substantial command of the English language, and loved to use obscure witticisms that he found extremely amusing. This often came out in his prolific writing.

He was incredibly tolerant of the media, even when they asked him questions at the Above: Bob Price – global icon, South African hero.

Left: Tony Twine – intellectual giant.

most inconvenient of times, and always went

standard up until this day.

at himself. I once accompanied him to a

This process enabled him to

presentation at a well-known Magaliesberg

regularly participate in Max

venue. The audience was configured in one

his home language. (We had long since

Braun’s “Outlook for Trucks” conferences, and

of those “hollow-square” formations, and

realised that Japanese managers like being

to be retained for management consultations

Tony and I ended up seated on one of the

able to converse confidentially with their

by many of the local truck manufacturers.

corners, adjacent to a doorway. When he

colleagues in their own language when

I attended a number of his presentations

got up to speak, he pushed back his chair,

negotiating with foreigners. South Africans

during my stints at GM and NSA.

and with a low table in front, he had no

to great lengths to explain advanced economic theory in terms that everybody, including the lay public, could readily understand.

Twine was also not above laughing

usually retaliated by speaking Afrikaans to

Then, in 2001, after I had left the formal motor industry, it was Twine, who by that time

each other!)

tactile reference to his position relative to the audience.

local

had become a director and senior economist

By the end of the presentation, he had

assignment, and moved on to head up

at Econometrix, who provided me with the

“drifted” half way out of the doorway, and

Nissan Diesel’s bus and coach-building joint

opportunity to base my fledgling consultancy

was addressing the adjacent empty room!

venture with Jonckheere in the Phillipines. I

activities within the organisation.

This provided us all with a good laugh, but

Hisano-san

duly

finished

his

was greatly saddened to hear that he had

The valuable credibility that came with

after that we always made sure that he had

subsequently passed away while still there,

the association, as well as the administrative

a lectern, or some other piece of furniture,

under somewhat unusual circumstances, in

support that enabled me to concentrate fully

to which he could anchor himself during his

2002, aged only 58. I will certainly always

on enjoying the work, have enabled me to

presentations.

remember him as a perfect gentleman, a

spend the past fourteen years as a strategic

It is still very hard to believe that he is

highly valued colleague, and a good friend.

analyst of, and commentator on, the local

no longer with us, but the huge number

commercial vehicle industry – and for that I

of tributes, emanating from prominent

am extremely grateful.

dignitaries and the most humble of people,

Tony Twine The third inspirational person on my personal

But what of Tony Twine, the man? By the

that poured in after March 11, 2012, bear

list is the inimitable Tony Twine. I first

time I met him, he had already lost most of

testament to the rich legacy that he has left

encountered Tony in 1984 when I was working

his eyesight due to his diabetic condition,

behind. To put it in a nutshell, Tony Twine may

for General Motors. He had been asked by

but far from becoming disheartened by this

have been small in stature, but he was a giant

ADE to bring some sanity to the forecasting

very significant impairment, it seemed that

in intellect. |FOCUS

December 2014 |FOCUS| 27

focus on TYRES

Dunlop’s R1,1 billion African dream

Another year has rolled by and 2014 is almost at an end … This has certainly been a busy time for the Dunlop brand as it “moved house”, set itself up – with a R1,1 billion investment – to conquer the African continent and is getting ready to take 2015 by storm with its new range of Truck Bus Radial tyres

I

t all began December 2013, when

SRI puts the two together, it owns the brand

to support its original equipment business

Sumitomo Rubber Industries Limited

rights for the entire continent.”

and African expansion. “We are going to put

(SRI) acquired the manufacturing

Haffejee adds that SRI, like every other

a great deal of money and effort into making

and distribution licence for Dunlop

multi-national, covets Africa for its growth

sure that we are the leading tyre company on

tyres in South Africa and 33 other African

potential. “It’s really the last outpost of growth

the continent in the next few years.”

countries, from Apollo Tyres Limited. This

left in the world.”

led to the formation of Sumitomo Rubber

The investment includes plans to initiate local production of the Sumitomo Tires’

South Africa (SRSA). SRI is the world’s fifth-

Sumitomo puts its shoulder

brand as well as range extensions and

largest tyre manufacturing company and has

to the wheel

quality enhancements to the Dunlop brand.

headquarters in Japan.

“Now we are part of a global family,” Haffejee

These new ranges will require significant

“Market access played a significant part in

points out. “We are factory number 11 and

technological enhancements and physical

SRI’s decision to acquire the Dunlop rights,”

the 83 000 km2 factory in Ladysmith is still

expansion to the 41-year-old plant.

explains SRSA CEO Riaz Haffejee – adding

growing.”

SRSA has also invested significantly in its

that SRI wanted to have the Dunlop rights

Haffejee emphasises that, for this reason,

Ladysmith-based workforce and has included

for Africa. (It already owned the trademark

SRI is going to invest R1,1 billion into the

multiple stakeholders in a structured

in 20 countries on the continent.) “So, when

Ladysmith factory, over the next three years,

programme to promote unity, productivity

28 |FOCUS| December 2014

focus on TYRES

and motivation of the workforce in line with

and to be excited by the expansion,” explains

closer. We have to support our employees as

the expansion plans. “The Ladysmith plant

Haffejee.

much as possible. That isn’t the reason for

is set to undergo significant changes over

He adds: “The community is important

the next 18 months, and we really wanted

for us. Ladysmith is a small town, so we are

investing, but it has to work hand in hand.”

This latest investment definitely is an

our employees to feel part of this process

close to the community, and we want to get

indication of the company’s commitment to

Above left: Ikuji Ikeda, CEO of Sumitomo Rubber Industries (left), and Riaz Haffejee, CEO of Sumitomo Rubber South Africa, look forward to growing Dunlop’s African footprint.

Above right: Dunlop’s newly revamped home - the Lion Match Office Park in Durban’s Umgeni Road.

December 2014 |FOCUS| 29

»

focus on TYRES

Dunlop’s technologically advanced new generation of tyres boasts improved fuel efficiency, prolonged tread life and slow, even wear.

growing its business in South Africa, boosting

services and increase the variety of top-

“We’re excited about bringing in a range

the quality of the company’s products and

quality products from its stable, as well as

of tyres that is going to give us a distinct

ongoing improvement of its range offering to

offer a more environmentally friendly tyre.

performance advantage.”

consumers.

Haffejee adds that, out of the 11 factories

Along with SRSA’s dedicated In-Field

“The Dunlop brand already has a strong

across the globe (in Asia, Europe and Africa),

Technical

consumer loyalty base in South Africa, and

three of SRI’s plants manufacture Dunlop

ground support and ongoing research and

Services

team,

for

on-the-

is instantly recognisable throughout Africa,

TBRs. “In total, between the three, they can

development, the company is confident that

having recently taken top place in the TGI

make about 13 500 units per day, so the

this range application will serve as an asset

Brand Icon Survey 2013/14 for the third

company’s capacity for truck tyres is very

to any fleet management company.

consecutive year,” says Haffejee, who goes

good.”

Rounding it up

on to elaborate: “First introduced into the

As for the SRI technology, Haffejee adds

country in 1935, when Dunlop Limited

that the big-volume-sales tyres (20 out of the

SRSA is braving new territories as it aims

opened its Durban factory and subsequently

42 SKUs that will be imported), will come

to change the company for the better. “We

the Ladysmith factory in 1973, Dunlop has

with Dunlop Energy Controlled Technologies

have to lead this industry. We have a huge

since gone on to build an impressive track record of achievements in this country and around the world.”

At a time when the industry faces challenges from high manufacturing costs, tough labour relations and competition from imported tyres, SRSA is still confident in making the investment and has taken a long-

This shows the company’s commitment to promote advanced fleet management services and increase the variety of top-quality products from its stable.

term view of the South African motor industry and potential of the African tyre market.

(DECTES). “It controls the heat energy, the

opportunity in manufacturing and retail in

contact patch and the energy loss, which

South Africa and on the rest of the continent,”

Putting some new rubber on

results in higher mileage and lower rolling

says Haffejee.

the road

resistance.”

SRSA is certainly rolling full steam ahead.

The company also wanted a higher

According to the SRSA CEO, the new

Its latest investment shows the company’s

performance level from its products, so it

range delivers some remarkable results. “We

confidence in growing its business in Africa,

has decided to switch to a new range of

did an internal rolling resistance experiment

while focusing on fleet customers with its

imported TBR tyres, come January 2015.

and the new TBR range outperformed the

pending new range of TBR tyres.

“We wanted a stable supply, supported by

benchmark competitive product.”

The

company

is

sure

that

these

a global footprint and we wanted tyres that

The DECTES technology also improves

investments will have a hugely positive effect

sported the latest SRI technology,” says

fuel efficiency, prolongs original tread life

on the country’s tyre industry and local

Haffejee.

and promotes slow, even wear for better

employment, and will serve to facilitate the

This is in line with the company’s efforts

retreadability. “Our results on the controlled

company’s future growth and development

to promote advanced fleet management

tyres have been remarkable,” says Haffejee.

on the African continent. |FOCUS

30 |FOCUS| December 2014

??????? ???????

December 2014 |FOCUS| 31

vehicle handover

A delivery of 60 new TGS 26.440 BLS (LX) models brings Imperial Cargo’s MAN fleet to over 100, and with it a new benchmark in the company’s total cost-of-ownership figures

I

mperial Cargo is taking delivery of

As a purpose-built, long-haul prime mover,

an average of two kilometres per litre

an additional 60 MAN TGS 26.440

the 6x4 MAN TGS 26.440 BLS is equipped

(55,6 l/100 km), compared to an average

BLS truck tractors for its line-haul

with a 12,4-litre, in-line MAN D26 common-rail

1,8 km per litre by competitor brands,” he

operations in southern Africa. The

diesel engine with a power rating of 324 kW

adds.

new vehicles will join the 44 MAN TGS

(440 hp) at 1 700 to 1 900 r/min, and a torque

26.440 BLS units already operating in

output of 2 100 Nm at 1 000 to 1 400 r/min.

Imperial Cargo colours, bringing the total of

Others,

besides

management

and

the accountants, are also delighted. “Our

It boasts a double sleeper cab, automated

drivers say it’s the best truck in the fleet; it’s

manual transmission with a ZF intarder, air

comfortable and easy to drive. They are quite

Geoff du Plessis, managing director of

suspension and hypoid rear axles. Importantly,

reluctant to get behind the wheel of anything

MAN Truck & Bus, handed over several of

this brings with it safety, low emissions and

else,” notes Theron.

the new vehicles to Christo Theron, group

an impressively low cost per kilometre (CPK).

Imperial Cargo has its headquarters

managing director of the Imperial Cargo

Servicing blue-chip, fast-moving consumer

and three depots in the Western Cape with

Group at a function held at the Nelson Wine

goods (FMCG) clients like Distell, Woolworths

other depots in Gauteng, Kwa-Zulu Natal,

Estate in Paarl Valley on November 14. The

and Nampak, Imperial Cargo’s line-haul

the Eastern Cape and Namibia. Its cross-

handover was attended by management,

operation extends across South Africa and

border services include freight transport

staff, suppliers and clients.

Namibia. “Each truck carries a payload in the

to other sub-equatorial countries including

The 60 new trucks are expected to

region of 36 t and the TGS strikes the perfect

Zimbabwe, Zambia, Angola, Botswana and

travel an average of 16 000 km per

balance between power, tare mass and fuel

Mozambique.

month.

economy, giving us new benchmark total-

MAN vehicles in the fleet to over 100.

They

were

procured

on

a

36-month/600 000 km rental agreement, with the assistance of MAN Financial Services.

cost-of-ownership figures,” says Theron.

Du Plessis says: “A key objective of MAN in southern Africa is to gain market

“The MAN TGS 26.440 BLS is the only

leadership in the long-haul sector by supplying

derivative in our line-haul fleet achieving

fuel-efficient trucks that significantly lower

MAN & IMPERIAL CARGO HIT A

CENTURY 32 |FOCUS| December 2014

vehicle handover

total cost of ownership. The injection of 60

the last two years in our existing TGS fleet,

factors which are integral to our service

new MAN TGS 26.440 BLS derivatives into

the after-sales service we get from MAN’s

level agreements. Our team at MAN Cape

the Imperial Cargo fleet is testimony to the

Cape Town branch is exceptional. Response

Town is fully geared to satisfy all Imperial’s

technological leadership of the vehicle.

times are swift and monthly performance

requirements.”

“It is also extremely encouraging to

meetings between my team and MAN’s

Theron stresses that, while the handover

know that, as an organisation committed to

Cape Town branch ensure that we adhere to

was the highlight of the function, it was also

safety, quality and environmental protection,

our service-level agreements,” says Theron.

a celebration of the relationship between the

Imperial Cargo has found the MAN TGS more

“On-site vehicle servicing by MAN technicians

two companies, which is founded on trust,

than capable of meeting its stringent criteria

at our workshops keeps our uptime levels at

reliability and team support.

within these areas,” he says.

an optimum.”

Du Plessis says that being chosen for

Imperial Cargo deployed its first MAN

Warren Atkinson, key accounts manager:

superior technology and customer-focused

trucks in 2012, following successful in-fleet

Cape Region, MAN Truck & Bus SA, says that

after-sales service was hugely significant for

trials of the TGS 26.440 BLS. Theron

the industry watchword remains true: “Our

MAN. “This order of 60 TGS units proves

stresses that the company runs rigid test

sales team sells the first unit – the workshop

we have the right product for long-haul

programmes on all new trucks entering the

and after-sales service sells the rest.”

applications in southern Africa, as well as

fleet, primarily looking at fuel consumption

He confirms that service was a critical

the right people to service the trucks and

figures. It wasn’t solely the cost of ownership,

factor behind securing the order from

our customers in a manner that builds their

however, that persuaded the company to

Imperial Cargo. “As a quality-driven, RTMS-

business. All of us at MAN are proud to be

step up its MAN fleet.

accredited fleet, Imperial Cargo requires

associated with Imperial Cargo and we look

“Apart from the impressive fuel-consumption

hands-on service support and round-the-

forward to a partnership that continues to

figures, which have remained consistent over

clock availability of MAN technical personnel;

grow in strength.” |FOCUS

Above: MAN TGS 26.440 BLS truck tractors lined up for delivery in the livery of Imperial Cargo.

Left: From left: Geoff du Plessis, managing director of MAN Truck & Bus SA; Warren Atkinson, MAN key accounts manager, Cape Region; Christo Theron, group managing director, Imperial Cargo Group; Sally Rutter, MAN head of key accounts; Dave van Graan, head of truck sales, MAN.

December 2014 |FOCUS| 33

defence vehicles

iron fist, velvet glove

The annual Africa International Aerospace and Defence (AAD) Exhibition never fails to deliver the goods.

Mercedes-Benz South Africa used the opportunity to show what it has to offer

T

he Waterkloof Air Force Base was abuzz with the sound of light aircraft and armoured defence vehicles between September 17 and 21, as AAD again attracted a wide audience from both the public and defence sectors.

Mercedes-Benz was keen to show off its defence solutions, designed for its customers to respond to any and all tactical demands and logistical needs. “MercedesBenz is at the forefront of innovation and product development in the defence field, which makes us the manufacturer of choice for armed forces that require tailored solutions for differing missions,” says Christo Kleynhans, product manager, Mercedes-Benz Trucks.

The company certainly had a comprehensive assortment of vehicles on display, beginning with the van-based Sprinter 4x4. With all-wheel drive, the Sprinter 4x4 is designed for the most adverse conditions, adhering to the strictest of requirements

34 |FOCUS| December 2014

when it comes to traction. Mercedes-Benz claims it is a vehicle that caters for a wide range of applications, including defence use and other special purposes.

Next in line is the hulking Unimog U 5000 – designed for maximum mobility in the toughest terrain. The Unimog offers the greatest off-road capability in vehicles with a permissible gross vehicle weight of between 9,5 and 14,1 t. Thanks to this outstanding off-road capability, the Unimog is perfectly suited to defence applications in the most difficult terrain.

Finally, on a slightly smaller, albeit no less tough, scale, the Mercedes-Benz M-Guard gives its occupants the ride comfort they require, while providing outstanding protection. A raised seating height ensures a better view of surroundings and, as a special-protection vehicle, the M-Guard with integrated protective components meets all the requirements of Resistance Level VR4 – meaning it is rated to protect occupants against handguns as powerful as the

.44 Magnum. Further, its 4MATIC permanent all-wheel drive delivers outstanding traction and handling whether on- or off-road.

“Mercedes-Benz defence vehicles are designed with conflict situations in mind, and this guides us to provide solutions to fulfil the various demands placed by different missions. We offer logistics, armoured and high-mobility vehicles as well as other tailored solutions for our clients,” says Kleynhans.

These include a premium back-up and supply infrastructure, including customtailored defence-based solutions. In addition, Mercedes-Benz has also developed standard service solutions designed to meet specific customer requirements. Ongoing support is offered through the manufacturer’s extensive dealer network and support partners.

Mercedes-Benz says that those who purchase its defence vehicles are able to rely on the company’s faultless service and operational capability. It’s no wonder visitors to AAD flock to its stand every year. |FOCUS

December 2014 |FOCUS| 35

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??????? ???????

ocean race

It takes around seven months to produce one boat. Teams have to buy their boat for around €5 million (R69 million).

Spirit of adventure

Icebergs, searing heat, dead-calm waters and tropical storms are just some of the challenges contestants in the 38 739 nautical-mile Volvo Ocean Race have to tackle. GAVIN MYERS and JACO DE KLERK traded their trucking caps for life jackets to follow the action

T

he human spirit is an interesting thing. It pushes us to push ourselves. It pushes us to be the best; to set out on crazy, dangerous and wonderful adventures – and survive them.

Not for money, perhaps for glory, but mainly to prove that it can be done.

The Volvo Group, known for its hallmark of safety and quality, is not an organisation one might associate with such a whimsical attitude, but scratch a little deeper and you’ll find that the ties that bind go quite deep. The spirit of Volvo constantly pushes design, innovation, technology, strength, endurance and teamwork – all the cornerstones that comprise the spirit of the Volvo Ocean Race.

This race began in 1973, originally as the Whitbread Round the World Race. Volvo has been the title sponsor since 2001. The race is actually 50 percent owned by Volvo Group and 50 percent owned by Volvo Cars. Of course, a lot changes in 40 years and, although three lives were lost in that very first race, it was a lot more luxury sailing and a lot less of a professional sport.

This year saw entries from seven teams, including the first all-women’s team in ten years. The women’s team is allowed 11 sailors, while men’s teams are allowed only eight. This is to help level the playing field in what is an extremely physical event.

36 |FOCUS| December 2014

The teams stock only freeze-dried food and, although they eat around 6 000 calories a day, they lose about ten kilograms on each leg of the race! The team members are supposed to sail in four-hour shifts, but, even so, sleeping is difficult.

This 12th edition of the race is also the first in which all the boats are identical. Known as the Volvo Ocean 65, the highly advanced boats were designed to cut costs in half. Like Volvo’s vehicles they are of exceptional quality (they will last for two races) and offer improved safety and stability. A one-make race has the added benefit of putting focus on the individuals, rather than who can afford the most advanced vessel.

This was clearly evident as the boats began to pull into Cape Town at the end of the first leg on Wednesday, November 12; the race beginning in Alicante, Spain. Team Abu Dhabi finished first, with team Dongfeng arriving just ten minutes later! Teams SCA and Mapfre brought up the rear two days later …

In addition to the sights and sounds of the race village, a highlight of each stop is the in-port race. Held on Saturday, November 15, countless boats gathered in the bay to watch the teams attack the three-lap course. In the end it was teams Abu Dhabi, Brunel and SCA that took the top three spots of what was a very tight race. Points from the in-port races only

count in splitting ties at the end of the event.

Oh, there is also no prize money – the winners get to hoist the trophy and boast that they had the spirit to conquer one of the world’s most extreme sporting challenges!

By the time you read this, the teams will be well on their way to arriving in their next port – Abu Dhabi. Happily, each boat is fitted with five cameras and also carries a dedicated media representative, so you can watch the action live on the volvooceanrace.com website. You can also download the Volvo Ocean Race app to follow the action on your mobile devices.

Do it – you’ll be amazed at what the human spirit can achieve.

(The eastern) wind of change A truck manufacturer sponsoring a yacht in the Volvo Ocean Race? It makes perfect sense. But Dongfeng isn’t, exactly, the first that would come to mind … One of China’s leading truck brands, Dongfeng Trucks (with Dongfeng adequately meaning “the eastern wind”), is sponsoring the Dongfeng Race Team, in what is called the Everest of sailing.

The company wants to utilise the Volvo Ocean Race’s international platform to develop its overseas market. “The first thing is to promote our brand, so that people can know who we are – by means of this race, we can utilise the media resources to promote awareness to

ocean race Around the equator teams have to rely on ocean currents to carry them, as there is little wind.

the overseas markets,” says Liu Licheng, vice president of the manufacturing technology and overseas business departments at Dongfeng Trucks. “We want to shift Dongfeng Trucks from a Chinese brand to a global brand.”

In Cape Town, the Dongfeng pavillion was abuzz with constant activity – from Kung Fu warriors to interactive media via tablets, movies and the ever-friendly Dongfeng staff, and on the sea the company had another yacht – dubbed the Extreme 40 – to give guests a glimpse of what it takes to sail a yacht and to highlight the excitement.

“The team has traversed the first leg and encountered some problems, but they’ve

pushed through,” Licheng tells FOCUS. “Just like our Dongfeng trucks during our plans to expand into the overseas market.”

The company wants to first focus its attention on developing markets, before setting its sights on Europe. “We want to go global step by step. When we are mature enough, we will try to enter into the European market,” says Licheng.

The company isn’t going to just offer what it thinks these markets might want, however ... “We have some new products to be placed in those markets, but we first want to find out more about the market demand,” he says. “Then we can decide

which products we should place there and what kind of service network we should offer.”

South Africa is high on Dongfeng’s list.

“In 2015 we will set up a new after-sales and service network. Through these we will distribute throughout South Africa and into the whole of Africa.” Licheng adds that the company will provide more support to develop its market here.

Licheng eloquently summarises: “We are developing our overseas markets, which is uncharted waters for us – so we have to challenge ourselves, just like when we are facing the sea … everything is unknown, but we have to conquer the ocean and we have to conquer the markets …” |FOCUS

December 2014 |FOCUS| 37

Pics courtesy of Ainhoa Sanchez/Volvo Ocean Race.

Each person has only one set of clothing per race leg. There are no showers on the boats.

ITOY exclusive

Russian vehicle maker GAZ Group has launched its new medium-duty truck; the GAZon Next – and the company is eyeing the African market for introduction

G

AZ Group’s Gorky Automobile

Next light commercial vehicle. The model range

ZF clutch, Takata safety belts and Delphi

Plant – a part of Basic

will expand to include the Sadko Next off-roader,

ventilation systems.

Element, one of Russia’s

which will be released in 2015.

The truck is powered by the high-output,

largest diversified industrial

With a total investment in the GAZon Next

fuel-efficient YMZ-534 engine. The engine’s

groups – has kicked off production of the

truck family of US$ 60 million (R673 milion),

power output has been increased from 101 to

company’s new generation medium-duty

the vehicle was designed to be the perfect

111 kW (136 to 149 hp) when compared to

truck; the GAZon Next.

choice for professionals; combining state-of-the-

the outgoing model.

Russian

President

Vladimir

Putin,

art engineering solutions, a high level of active

The urban and universal versions of GAZon

together with Oleg Deripaska, head of Basic

and passive safety and excellent ergonomics in

Next are differentiated by wheel size and loading

Element’s supervisory board, and Vadim

the driver’s cabin.

height. The urban truck’s lower platform allows

Sorokin, GAZ group president, announced

The vehicle has been designed for a long

faster and easier loading/offloading, whereas

the launch via a televised session with the

service life and to pay for itself in a short period

the universal truck’s higher road clearance

plant’s workers in September.

of use in various areas of business. It features

enhances its off-road capability.

“GAZon Next is GAZ Group’s third new

an extended warranty, low maintenance costs,

GAZon Next has a payload capacity of

product launched in 2014. I hope the vehicle

high fuel efficiency and the best price in its

five tonnes – 500 kg more than previous

will become a new leader among medium-duty

class.

models of GAZ trucks. Due to the increased

trucks, since it has all the required technological features,” Deripaska says.

GAZon Next is built using systems

length and width of the cargo platform and

and components from the world’s leading

the increased height of the rectangular

Earlier this year, GAZ Group unveiled the

suppliers: ZF steering, Tenneco shock

canopy, the loading area has grown

19-seat GAZelle Next bus and a double-row

absorbers, braking components from Wabco,

by 20 percent and loading volume

cargo and passenger version of the GAZelle

CSA Castellon adjustable steering column,

(under canopy) by 42 percent.

A new entrant to

africa?

38 |FOCUS| December 2014

ITOY exclusive

A broader cargo platform can hold nine

seven seats, while a single-row model can

“Safety, ergonomics and comfort are the three

(standard wheelbase) or 12 (long-wheelbase)

accommodate three people. The spacious

basic principles of the new vehicle. State-of-the-

standard cargo pallets in one layer, compared

cabin is equipped with a comfortable anatomic

art technical solutions, together with the world’s

to six or ten pallets in older models.

driver’s seat with five adjustments and lumbar

leading suppliers of auto components, ensure

support.

the best guarantee in its class. None of our

GAZon Next’s double-row cabin has

competitors have similar warranty conditions.”

Its third new vehicle launched this year, the GAZ Group’s GAZon Next might find its way to Africa.

In preparation for the manufacture of these vehicles, GAZ auto plant dramatically upgraded its production facilities, including the installation of new welding lines and more than 100 advanced moulding tools.

Due to the vehicle’s reliability, the best-inclass price and low maintenance costs, the company says GAZon Next has high export potential, particularly for eastern European countries, Asia and Africa.

“A higher payload capacity, increased passenger capacity, ergonomics and better drivability makes GAZon Next an ideal choice for the business, social and utility sectors,” Sorokin concludes.

The truck is also equipped with a modernised

The GAZ Group is the biggest manufacturer

front and rear suspension and new hydraulic

of commercial vehicles in Russia, producing

power steering. Anti-lock braking and anti-

light and medium-duty commercial vehicles,

slip regulation ensure improved safety and

buses, trucks, passenger cars, powertrains

manoeuvrability.

and auto components. It is the leader in

With

an

extended

three-year

(or

the Russian commercial vehicle market, with

150 000 km) warranty, the truck has a service

50 percent of the light commercial vehicle

interval up to 20 000 km – the best in Russia’s

segment and nearly 65 percent of the bus

light and medium-duty segments. Sorokin notes:

segment. |FOCUS

As regular readers of FOCUS know, this magazine has been appointed an associate member of the International Truck of the Year (IToY)! FOCUS is the sole South African magazine to have joined this prestigious body. One of the advantages of this association is access to exclusive articles, specially written for FOCUS by ITOY jury members. This is one such article.

2014

December 2014 |FOCUS| 39

light brigade

Tail-waggingly

good The Ford Transit Custom is possibly the best medium-sized van you can buy, and the company wants a repeat performance from the full-sized version. GAVIN MYERS puts one to work and realises that it could be one of man’s best (load-carrying) friends

T

here I was, sitting in afternoon

this year brought on a lot of moving for my

trips were made (one load was exclusively pot

traffic, laughing out loud behind

family, as a few months after I made my

plants and garden ornaments – add a sun roof

the wheel of the new Transit.

move, it was my mother’s turn.

and it could’ve been a mobile greenhouse!)

No, Joburg traffic hadn’t finally

Keen to prove what its new Transit can

which gave the prefect opportunity for the

cracked me. I had realised that, front on,

really do, Ford South Africa very kindly lent me

2,2-litre Duratorq engine to show off its fuel-

the Transit actually looks like a pug, or

a medium-wheelbase (MWB) medium-roof

sipping abilities.

similar pup; what with its squashed up nose/

Panel Van version for the task. With a gross

grille, big googly eyes/headlamps and black

vehicle mass (GVM) rating of 3 300 kg, it only

consumption of 7,6 l/100 km on the

mouth/plastic bumper. My mind immediately

requires a general code 8/EB driving licence

combined cycle, the onboard computer

clicked to the “’84 Sheepdog” of Dumb &

(payload weighs in at 1 325 kg, with a gross

returned figures considerably higher at the

Dumber fame … and I didn’t stop giggling the

combination mass of 5 325 kg).

end of our week of 14,3 l/100 km. Bear in

Unfortunately,

while

Ford

claims

While this may be the smaller of the two

mind, however, that this was made up purely

Of course, there was an altogether more

panel vans available, its load area is certainly

of relatively short (up to 15 km) inner-city

serious side to my driving the new Transit.

commodious: at 3 044 mm in length,

trips, so better figures should be achievable.

You may have read our launch preview of

1 784 mm maximum width (1 390 mm

Nonetheless, Ford’s 2,2-litre diesel is

Ford’s new range of panel vans and chassis

between the wheel arches) and 1 886 mm

a peach (we already knew this from the

cabs in the October issue of FOCUS … A little

in height, over 9,1 m3 of volume – accessed

many kilometres spent with it in the Transit/

further into the magazine and you might also

through 270°-opening rear doors and a wide

Tourneo Custom and Ranger models).

have read my review of the VW Transporter

left-had side sliding door – swallowed up the

Producing 92 kW and 352 Nm in this front-

Crew Bus, which I was able to make use of

household goods with consummate ease.

wheel drive variant, the engine puts its power

whole way home.

while moving house. Well, the latter half of

40 |FOCUS| December 2014

Not all at once, obviously … Numerous

down quietly and smoothly (certain road

light brigade

surfaces might force through a hint of torque-

the passenger bench (although extra door

drivers to concentrate on driving. In the

steer) via a six-speed manual transmission.

pockets wouldn’t go amiss).

load compartment, ten tie-down hooks are

A point to note is that gears four to six

From the driver’s seat, the large side

are all overdrive ratios, so more highway

mirrors, with fantastic wide-angle mirrors,

Should you be looking to actually buy the

trips would have a positive effect on fuel

make blind spots non-existent. Our van was

Transit – for, perhaps, moving purposes – you

consumption.

fitted with the optional reversing camera with

will be pleased to know that the R399 900

front and rear parking sensors, which made

purchase price includes a four-year/

manoeuvring child’s play.

120 000 km comprehensive warranty, a five-

And driving the Transit is as easy as piloting a little hatchback … during the move

provided.

week I drove it in peak-time traffic to work and

Otherwise, Ford has endowed the Transit

year/unlimited kilometre corrosion warranty,

back, to the shops, everywhere – and it was

with a host of electronic driver aids as

and three-years of roadside assistance with

no headache at all.

standard, including ESP Traction Control

unlimited kilometres. A service plan is offered

You can certainly believe the “Transit legend”;

with failed boost support, Emergency

as a dealer option and service intervals are

of it being a favourite among British thieves for

Brake Warning, ABS anti-lock brakes with

15 000 km.

its manoeuvrability and handling – even today,

Electronic Brakeforce Distribution (EBD), EBA

At the end of our move week, I have to

laden or not, it must still be one of the leaders in

(Emergency Brake Assist), Hill Launch Assist

admit to developing a bit of a soft spot for

its class in terms of ride and handling.

and Roll-Over Mitigation.

the Transit. It oozes Ford’s corporate DNA

It is also because Ford has designed

To ease the drudge of working in a mobile

inside and out (the design elements of which

the Transit to make the task of driving

office, Ford has equipped the Transit with a

are certainly evident in that pug-like face). It’s

easier. It benefits from a well-thought-out and

rather decent sound system that includes

no more intimidating to drive than one of the

executed, high-quality interior that includes

remote steering controls. It has USB and

company’s family cars. It’s quite endearing:

numerous storage spaces, including under

Bluetooth hands-free capability, allowing

just like your favourite pooch. |FOCUS

December 2014 |FOCUS| 41

focus ?????on AVIATION ?????

Soaring

safety

or skyrocketing risks?

The aviation industry prides itself on being one of the safest around, but this year saw some cumbersome headlines that painted another picture … JACO DE KLERK takes a look at aviation safety and how it compares to other movement modes

A

Tyler,

“The focus on fatalities is primarily

With this said, Savage found that

director general and CEO of

motivated by a greater confidence that

mainline railroads claim an average of 876

the International Air Transport

this measure of safety is reported more

lives per year. Most of these fatalities occur

ccording

to

Tony

Association (IATA), around

consistently and accurately across modes

during collisions with highway users and

100 000 flights take to the air and land

and time,” writes Savage. “In general, cross-

pedestrians. “Per year, on average, only

safely each day. “The systems supporting

sectional and time-series comparisons in

seven passengers travelling on mainline

global aviation have produced the safest

fatalities are also indicative of differences

trains die,” the reference website cites

mode of transportation known to humankind,”

in non-fatal injuries, illnesses and property

Savage.

he points out.

damage, albeit that the correlation is not

“The overall fatality rate for long-haul

in

perfect. In particular, fatalities are a poor

train service is 0,43 per billion passenger

Transportation Economics: Comparing the

measure of some of the environmental risks

miles. Excluding pedestrians and others not

Fatality Risks in United States Transportation

associated with the transportation of oil

on trains – 64 percent of total fatalities

Across Modes and Over Time – as cited on

products and hazardous materials.”

assigned to railroads – the fatality rate is

A

2013

study

in

Research

the Journalist’s Resource (named one of the

He continues: “In addition, many of the

best free reference websites by the American

advances in safety in recent decades have

Library Association in 2013) supports this

focused on ‘crashworthiness’, whereby

For buses, on average, there are

statement.

design changes have been made to increase

approximately 40 fatalities per year – with

approximately 0,15 per billion passenger miles.”

The reference website notes that the

the survivability of crashes and mitigate

drivers and other bus-company employees

researcher, Ian Savage of Northwestern

the severity of injuries. Consequently, it is

representing 25 percent of lives lost. “The

University (a private research institute based in

possible that a reduction in fatalities may be

fatality rate per billion passenger miles for

the United States), prefaces his findings with an

partly compensated for by an increase in the

buses is a relatively low 0,11,” the study

important “caution” on measures of “safety” …

number of injuries.”

notes. “However, this is still 65 percent

42 |FOCUS| December 2014

focus ??????? on AVIATION ???????

greater than that for aviation, and doesn’t

broadcasting its identity and presence on an

Tyler says that the second task is equally

include victims of crime.”

open and busy air corridor at an altitude that

important, but comes with a longer time

was deemed to be safe.

frame. “We will find ways, through international

The Journalist’s Resource adds that the majority of aviation fatalities that occur each

“Civil aircrafts are instruments of

law, which will force governments to institute

year (85 percent) involve private aircrafts.

peace,” says Tyler. “They should not be the

better control of weapons that have the

“On average, 549 people die each year

target of weapons of war.” In retaliation

capability to pose a danger to civil aviation.”

in activities such as recreational flying

the IATA joined with the International Civil

(41 percent of flight hours), business travel

Aviation

Airports

for controls on the design, manufacture

(24 percent), and instruction (17 percent).”

Organisation

(ICAO),

IATA and the rest of the industry called

Council International (ACI) and the Civil Air

and deployment of anti-aircraft weapons.

It states that Savage found that (excluding

Navigation Services Organisation (CANSO)

“Weapons of war – including powerful anti-

acts of suicide and terrorism), commercial

in a declaration committing the parties to

aircraft weaponry – are also in the hands of

aviation was the safest mode of travel in

review processes for flying over conflict

non-state entities,” Tyler points out. “We have

the United States, with 0,07 fatalities per

zones.

conventions that address chemical, nuclear

billion passenger miles. “A person who took

This included a commitment by ICAO to

and biological weapons, plastic explosives as

a 500-mile flight every single day for a year,

establish a task force, comprising various

well as the trade in weapons generally, but

would have a fatality risk of one in 85 000.”

industry experts, to address the civil aviation

there is no international law or convention

The Journalist’s Resource says that takeoffs

and national security issues that arose from

to manage them – as exists for many other

and landings are where the risk is, not in

MH17. Two critical tasks were awarded to

forms of weaponry.”

the number of miles flown, so risk-per-flight

the unit. “The first, and most urgent, is to

He adds that MH17 showed us that there

calculations are higher.

ensure that governments provide airlines

is a gap in the international system that

This safety record was challenged

with better information with which to make

must be closed. “Under ICAO’s leadership,

earlier this year, however, when Malaysia

risk assessments of the various threats they

I am confident that we can find ways within

Airlines Flight 17 (MH17), an international

may face,” said Tyler when the task force was

the United Nations’ system, to augment the

passenger flight scheduled from Amsterdam,

announced.

international law framework to ensure that

in the Netherlands, to Kuala Lumpur, was

He adds that members of the aviation

sadly shot down on July 17, over eastern

fraternity were told that flights traversing

Ukraine.

countries fully understand and discharge their responsibilities in this regard.”

Ukraine’s territory at above 9 750 m would

The aviation industry, like other modes of

“The tragic shooting-down of MH17

not be in harm’s way. “We now know how

transport, isn’t without its tragic blights, but

was an attack on the whole air transport

wrong that guidance was. It is essential that

it is taking a firm stand against them. “There

industry,” states Tyler. “The world’s airlines

airlines receive clear guidance regarding

is no need for major surgery, but we must

are angry.” He adds that MH17 was a clearly

threats to their passengers, crew and

identify and close some specific gaps in the

identified commercial jet and it was shot

aircraft. Such information must be accessible

system that, however infrequently, lead to

down – in complete violation of international

in an authoritative, accurate, consistent and

unspeakable mistakes and tragedies,” Tyler

laws, standards and conventions – while

unequivocal way,” he reiterates.

concludes. |FOCUS

December 2014 |FOCUS| 43

focus ????? on ????? rail

I

n her piece: Ten Failed Doomsday Predictions, Rachel Cole, research editor of Encyclopædia Britannica, states it best: “Religious leaders, scientists, and even a hen (or so it seemed) have been making predictions for the end of the world almost as long as the world has been around. They’ve predicted the destruction of the world through floods, fires, and comets – luckily for us, none of it has come to pass.”

Prophesising poultry? Yip, you read right – Cole tells the story of the clairvoyant hen of Leeds: “In 1806, a domesticated hen in Leeds, England, appeared to lay eggs inscribed with the message ‘Christ is coming’,” she reports.

“Great numbers of people reportedly visited the hen and began to despair of the coming Judgment Day. It was soon discovered, however, that the eggs were not in fact prophetic messages but the work of their owner, who had been writing on the eggs in corrosive ink and reinserting them into the poor hen’s body.”

However, no one has to torture a poor hen to know that our country and continent’s rail infrastructure is in a state of disrepair …

“South Africa’s biggest challenge is the old infrastructure that is currently available,” says Mandla Mlangeni, CEO of the cost engineering and construction economist consultancy firm MMQS. “In the rest of the continent, it is either nonexistent or the capacity is simply not available,” he points out. “That is one of the biggest challenges that the rail infrastructure must overcome.”

It would seem that government is responding to this plight … In February, in his budget speech, the South African minister of finance highlighted the fact that the Passenger Rail Agency of South Africa (Prasa) will spend R16,3 billion on upgrading Metrorail coaches, R1,1 billion to modernise 140 stations and R5,5 billion to buy locomotives – over the threeyear medium-term expenditure framework.

An important aspect with such projects is the need to control resources – a valuable yet

Everything will be all right in

often understated function. “That is where we come in, in terms of project management and cost management – to assist guys like Prasa to overcome the budget management hurdles,” Mlangeni points out. “Overruns usually come in on planning and when the project finishes – so we ensure that the budget and timeline is accurately estimated in the initial scoping of the project.”

Another development that made the headlines popped up in April when Prasa and Gibela Rail Transportation (a joint venture led

by Alstom and co-owned by local shareholders, Ubumbano Rail and New Africa Rail) concluded a commercial contract signed on October 14, 2013, for the supply of 600 commuter trains (3 600 coaches) over the next ten years.

The contract, with an overall value of €4 billion (around R55 billion), includes the construction of a local manufacturing facility in Dunnottar, 50 km east of Johannesburg.

The first 20 units will be manufactured at the Alstom Lapa plant, in Brazil, with the initial

the end?

The end, it would seem, is always nigh as doomsday predictions form part of humanity’s history and continue to roll in. However, another year has come and gone without our extinction … but, taking the state of Africa’s rail industry into account, you might think that Armageddon has passed? On the other hand, 2014 was filled with some exciting rail developments that hold massive promise – are these more guesses or a matter of fact?

44 |FOCUS| December 2014

??????? focus on ??????? rail

trains scheduled to arrive in the fourth quarter of next year. In addition, Gibela will provide technical support and supply spare parts over an 18-year period.

Alstom adds that this project is one of the biggest in rail transport worldwide and is the largest contract ever signed in its history.

Lucky Montana, Prasa group CEO, adds: “We are proud of successfully conducting one of the biggest railway procurement processes in the world.”

He continues: “Thanks to this contract, the old generation will soon be replaced by over 3 000 new Metrorail coaches, specifically designed for South Africa, with high standards of safety, reliability and comfort. This will substantially change the quality of passenger service and will improve the daily journeys of more than two million South African people.”

As for the rest of Africa, renting might be a plausible option … Zithulele Gumede, marketing manager of the DCD Rail cluster (part of the manufacturing and engineering company DCD Group), explains: “Although the leasing of rolling stock in Africa is not common, a few South African rail firms are promoting this model to

combat underinvestment in locomotives and wagons.”

He adds: “A lack of funding has led to a downturn in rolling stock fleets on the continent.

It is believed that a leasing model will offer greater flexibility and stimulate the sector.” This is in line with international trends, which are moving away from outright purchase of rolling stock to leasing. “Africa is still lagging in this regard,” says Gumede.

According to Gumede, the current drive to get parastatals to lease rolling stock offers them a more cost-effective means of transportation than road, or purchasing locomotives and wagons themselves. It also provides them with an easier means for the transportation of goods.

“The concept of leasing rolling stock is in its infancy in Africa, so it is understandable that there is a degree of scepticism. Some of this could be as a result of a lack of understanding of the concept and residual risk of the leasing option,” he points out.

“For the leasing companies, the lack of interoperability of rolling stock between different countries increases the residual risk, so

standardisation is important. Further education of the industry needs to take place in order to promote this alternative model.”

Gumede adds that there is room for the development of rail infrastructure in Africa, where the transportation of goods is a difficult and costly affair. “There are many opportunities for rail within the mining industry in Africa.

Commodities have to be transported from mines to ports, but there is a lack of rail infrastructure in many African countries. These commodities therefore have to be transported via roads, which is not cost efficient.”

Things might change, however, as various players within the rail industry are uniting to tackle both our country and continent’s problems – but we can’t say if it will be hit or miss …

Perhaps the fictional character Sonny, hotel manager of the Best Exotic Marigold Hotel (featured in a 2012 British comedy-drama film of the same name and based on the 2004 novel These Foolish Things by Deborah Moggach), is right?

“Everything will be all right in the end. If it’s not all right, it is not yet the end” … |FOCUS

December 2014 |FOCUS| 45

WORLD ON

WHEELS Lending a (mutual)

helping hand South America is made up of developing and emerging markets.

It’s not surprising, therefore, that various companies want to get in on the action. This region does, however, present numerous challenges … but original equipment manufacturers aren’t letting these get in the way

D

uring the last few years, South America (and specifically the Latin American region) has grown in importance for original equipment manufacturers (OEMs) the world over, as its developing markets show a lot of promise …

Martin Ståhlberg, head of Scania’s Latin American operations, explains: “Latin America today represents about 20 percent of Scania’s vehicle deliveries, and the region has accounted for reasonably stable growth in recent years, despite the economic downturn during 2008 and 2009.”

Latin America isn’t only Scania’s second biggest region, it’s also an important region for the world, with its different countries presenting various demands, conditions and, unfortunately, challenges …

According to statistics from companies linked to the freight carrier segment and

46 |FOCUS| December 2014

insurance industries – as mentioned in the Volvo Group’s 2012 Sustainability Report – close to 91 000 accidents involving freight vehicles occur every year in Brazil. “In these accidents, 12 000 people die, and approximately 4 000 of them are truck drivers,” the publication relates.

Atlas da Acidentalidade no Transporte Brasileiro (loosely translated as “the Atlas on Brazilian accidents in transport”) – published by the Volvo Traffic Safety Programme (VTSP)* earlier this year – adds to this tragic picture as it details the main causes of accidents involving commercial vehicles, and the sections with the highest number of accidents and deaths on the four busiest highways in the country.

These include the Presidente Dutra (colloquially known as Via Dutra – which forms part of the BR-116, one of Brazil’s most important highways – connecting the cities of São Paulo and Rio de Janeiro), the Régis Bittencourt (another section of the BR-116,

reportedly considered as one of the most dangerous highways in Brazil, connecting São Paulo to Curitiba in the South Region), Fernão

Dias (which runs in the state of São Paulo and, northwards, in the southern region of Minas Gerais) and BR-040 (connecting Brasilia to Rio de Janeiro).

According to the study, in 2012, more than 70 000 of the accidents from the highway quartet involved commercial vehicles. These, sadly, resulted in 4 230 deaths, but the totally unacceptable number of lives being lost, forms only part of the devastation being suffered …

Peter Cooke, a VTSP consultant, elaborates: “The problem of accidents and fatalities, involving commercial vehicles, is extremely serious. It entails losses that would adversely affect one of the key sectors needed to develop the country.”

He adds that statistical work is paramount, as the dimensions of a problem are needed in order to address its causes.

LD ON W

H

E E

W

OR

E

LS

LS

LD ON W

H

E customers, carriers, employees, suppliers, government and society in its vision of zero accidents.

Anaelse Oliveira, the coordinator of the VTSP, adds: “Even with the vehicles considered the safest in the market, we know that they alone cannot prevent all accidents.” She says that the Group wants to join other efforts to reduce accidents. “To achieve this ideal future, it is important to have the involvement of enterprises and organisations in the transport

OR

In 2012, both truck and bus accidents happened in greater numbers during the week, but were more lethal over weekends.

For trucks, Saturdays saw 81 deaths per 1 000 accidents and Sundays 106 for the same total.

A lack of attention led to the most accidents (21 860 out of 2012’s 62 852 truck crashes), but the accidents with higher mortality were caused by improper overtaking (accounting for 2 036 crashes), followed by alcohol abuse

W

(1 286 accidents) and speeding (which led to 5 368 collisions).

For buses, weekends looked worse than weekdays. Saturdays averaged 116 deaths per 1 000 accidents and Sundays 138. In 2012, there were 10 630 accidents on federal highways involving buses. Inattention was also a major reason for collisions, but dozing off at the wheel was the primary cause of lethal occurrences. Improper overtaking, speeding and “driving under the influence” played their part as well.

These figures, however, didn’t stop Volvo Trucks Brazil joining the vision of “Zero Accidents”, launched by the Volvo Group in Europe, in July this year. “It’s a pretty bold and challenging goal, which reflects and reinforces the brand’s commitment to safety in commercial transport,” says Solange Fusco, corporate communications manager of the Volvo Group Latin America.

To achieve this goal, the VTSP is developing a series of actions to engage the brand dealers,

sector, which will directly benefit from the increased safety and reduced human and financial losses resulting from accidents.”

To engage stakeholders, Volvo is hosting the Volvo Traffic Safety Award, which recognises practices that contribute effectively to the reduction of accidents involving commercial vehicles. The company is also engaging stakeholders, through various mobilisation campaigns, both regionally and nationally, and promoting debates on topics regarding security in commercial transport.

Brazil, however, isn’t the only country where the Volvo Group is showing its commitment to the transport industry, as it has opened new headquarters in Buenos Aires, Argentina, which include a 1 500 m2 multi-dealership for Renault Trucks, Volvo Trucks and Volvo Buses.

“We strive for customer satisfaction, and with these new facilities we’ll be able to provide even better service for all our brands,” says Giovanni Bruno, director general of the Volvo Group in Argentina, at the inauguration of the dealership.

Volvo states that this new facility is part of an ambitious expansion and renovation of the dealer network, and new points of customer service, in different regions within the country.

Bruno adds: “This is a great moment for the Group. It is accepting the challenge to further strengthen its operations in the region, in response to the trust that our customers have shown through their increasing preference of our products.” He says that the Group is committed to expanding its ability to take care of its vehicles throughout the country …

It’s clear that OEMs aren’t only seeing this sub-continent (and particularly the Latin American region) as a place for growth, they are investing in the safety of its road users and enhancing the services to the operators in these developing markets as well … a win-win situation for all involved. *VTSP was launched by the Volvo Group in the late 1980s to help lower traffic accidents and death rates in Brazil, which are among the highest in the world. It has become the country’s longest running traffic alleviation programme, mobilising governments, traffic agencies, businesses, schools and universities as well as the media and the general public. |FOCUS

December 2014 |FOCUS| 47

SHORT

HAULS

Transport industry lagging behind in hazardous chemical compliance Toxic and reactive substances can cause great harm if not dealt with properly.

These hazardous chemicals and products must be managed in compliance with global standards to reduce the potential of human injury and environmental degradation.

The Responsible Packaging Management Association of South Africa (RPMASA), an industry body dedicated to compliance throughout the supply chain, is concerned by the large number of companies in the South African transport industry who do not comply with the global requirements when dealing with hazardous chemicals.

Liz Anderson, executive director at RPMASA, says: “We are aware of a lot of transport/freight companies dealing with hazardous chemicals that are currently not aware of, or compliant with, the latest regulations in the supply chain. For instance, requirements such as implementing the Globally Harmonised System of Classification and Labelling of chemicals (GHS), and having a designated 24-hour helpline, are not being met.”

The GHS is the new global requirement for chemical classification, Safety Data Sheet (SDS) and product labels, aimed at protecting and informing people.

Anderson mentions that the requirements are global standards, and many South African industrial and retail companies that export their products are missing out on trade opportunities, due to non-compliance. Another consequence of non-compliance is that companies bear the financial responsibility if an accident or incident occurs.

RPMASA’s services include chemical management supply chain solutions for companies dealing with hazardous chemicals. The Association offers basic and advanced training in GHS, and has set up a 24-hour call centre hosted by TrenStar, as well as a toll-free number that companies can use to access information on product packaging, labelling and transport vehicles. This service is available to members and non-members.

The company’s SDS is uploaded and updated seamlessly onto the cloud-based, REACH Delivery system in the United Kingdom, which is accessed by the call centre and provides up-to-date product and transport information. The REACH Delivery system produces a receipt for the uploaded SDS, which is then used as proof of compliance.

“We urge all organisations, big and small, to participate in RPMASA’s GHS training programmes, which are offered throughout the country. We also offer services to assist them to comply with the global standards,” concludes Anderson.

48 |FOCUS| December 2014

Brake better together According to Wabco Automotive South Africa, specifying one supplier for trailer brake and vehicle control systems holds numerous economic, value and relationship benefits for fleet operators.

Enoch Silcock, MD of Wabco Automotive South Africa, says that customers have access to an extensive network of service partners and distributors throughout southern Africa, offering a broad range of services that include: spare parts; counter sales; laptop diagnostics; workshop facilities; truck, trailer and bus services; anti-lock braking system (ABS) and electronic braking system (EBS) support services; and 24-hour service and roadside assistance.

“When Wabco systems are specified across a fleet, it allows us to implement our Fleet Support Programme, which is fairly unique in this industry in terms of the range of support provided,” he notes.

This programme includes providing preferential specialised training to technicians on the fleet’s own vehicles, basic airbrake courses, EBS training that includes ABS and other advanced control systems, diagnostic and test-equipment training, as well as driver awareness instruction.

On the technical side, Silcock explains that Wabco provides the fleet operator with brake system checklists, maintenance and technical manuals, product data sheets and bulletins, as well as a quick reference parts catalogue.

“Problems in a fleet are pinpointed through ‘health checks’ which also identify recurring issues such as brake binding or excessive lining wear. Underpinning all this is technical advice that enables the compilation of a comprehensive brake specification, as per the fleet’s application, for future trailer builds,” he says.

Silcock also points out that truck and trailer compatibility is an important component of this programme, which identifies and addresses any causes of incompatibility between truck tractor and trailer. “Wabco also offers access to its Rolling Road and test facilities for advanced fault finding and vehicle investigations,” he concludes.

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SHORT ???????

HAULS

PBS pushes Timber24 forward Continuing its endeavour to lead the timber transport industry, Timber24 has introduced its fourth-generation PBS timber vehicles – marking a first for the local industry.

The innovations are improvements on the old PBS design and include adjusting the under-slung hitch position, changing the A-frame design and shortening the trailer length. These all focus on making the combination as short as possible without sacrificing payload or safety.

“It marks the first PBS combination of this design, which brings new possibilities and ample benefits,” says Blake Ferguson, MD of Timber24. The benefits include a ten to 15 percent saving in the delivery cost to customers. Because the PBS vehicles can carry higher payloads per trip, fewer trips are needed – thereby reducing road risk and exposure by up to 25 percent.

In addition, the more tractable design ensures that PBS vehicles can access tighter routes, due to improved tracking, with less swept width required.

The revised design and shorter length allows for more flexibility on the routes on which they are allowed to travel, with fewer limitations expressed by the Department of Transport.

“All of these changes equate to a significant annual saving, the benefit of which would be shared by the customer and the haulier,” concludes Ferguson.

Farewell old friend UD Trucks Southern Africa recently bid a bittersweet farewell to the company’s legendary medium commercial vehicles (MCVs) as the last of the U41 range, a UD 40, left the assembly line. More than 13 000 units of the range have been sold since its introduction in 1996.

The U41 range was predominantly sold in southern Africa, with a small number of units also sold in Thailand and Malaysia.

The end of this era won’t just fade into the background … To celebrate the local legend, UD Trucks donated the last unit to the Legends Rhino Orphanage, in Limpopo. The non-profit company will utilise the truck as an animal ambulance to transport and care for baby rhinos that were left orphaned after their mothers were killed for their horns.

“Seeing that the legendary U41 range is now extinct, so to speak, we wanted to help the Legends Rhino Orphanage prevent a living legend, the rhino, from becoming extinct as well,” says Rory Schulz, acting managing director of UD Trucks Southern Africa.

The Legends Rhino Orphanage was founded by Arrie van Deventer in 2012. The orphanage is the first specialist, dedicated, non-commercial centre that cares for orphaned or injured baby rhinos with the aim of releasing them back into the wild.

“UD Trucks and its staff truly have hearts of gold,” says Van Deventer. “This donated UD 40 is greatly valued and will go a long way in supporting our activities to save baby rhinos from certain death. I would like to thank everyone at UD Trucks who played a part in assembling and donating this very special vehicle.”

Schulz continues: “Although this might be the end of our current MCV range, UD Trucks has an exciting future ahead. Over the next few years we will be introducing various new models. This will renew our product offering to our customers, and challenge the way one thinks about the local transport industry.”

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December 2014 |FOCUS| 49

naamsa

Commercial vehicle sales report for October 2014 Note: For the time being, Great Wall Motors SA (Pty) Ltd will only report aggregated sales data. The GWMSA market split volumes are estimates based on historical trends and forecasting techniques.

Light Commercial Vehicles < 3 501 kg AMH Fiat Group Ford Motor Company GMSA GWM – estimate Jaguar/Land Rover JMC Mahindra Mazda South Africa Mercedes-Benz SA Mitsubishi Motors SA Nissan Peugeot Citroën SA Renault TATA Toyota Volkswagen SA

Total: 15 827 775 15 3 129 2 701 198 49 73 218 51 36 61 2 852 21 12 170 5 006 460

Medium Commercial Vehicles 3 501 – 8 500 kg AMH FAW Fiat Group Ford Motor Company GMSA Iveco JMC Mercedes-Benz SA Peugeot Citroën SA TATA Toyota UD Trucks Volkswagen SA

Total: 937 15 1 13 15 231 67 22 172 8 48 158 87 100

Heavy Commercial Vehicles 8 501 – 16 500 kg FAW GMSA Iveco MAN Mercedes-Benz SA Powerstar TATA Toyota UD Trucks

Total: 531 27 102 7 20 58 1 34 119 163

Extra-Heavy Commercial Vehicles > 16 500 kg Babcock DAF FAW GMSA Iveco MAN Mercedes-Benz SA Powerstar Renault Trucks Scania TATA Toyota UD Trucks Volvo Trucks

Total: 1 312 23 31 46 20 178 376 38 34 172 30 59 149 146

Buses > 8 500 kg GMSA Iveco MAN Mercedes-Benz SA Scania TATA VDL Bus & Coach SA Volvo

Total: 111 2 4 63 13 15 7 3 4

*Source: National Association of Automobile Manufacturers of South Africa (Naamsa).

50 |FOCUS| December 2014

??????? ???????

Using Autotrak will enable you to · Track fuel levels in all your vehicles in “real time” · In real time identify fuel theft including driver identity, vehicle location, date, time and amount of fuel stolen · Identify the location, date and time of any fuel fill ups in your vehicles · Compare fill ups against fuel billing · Fuel usage and consumption reports · Report on total fuel pumped from an individual or multiple bowsers · Real time identification of excessive water ingress into the fuel tank

MORE THAN JUST TRACKING

p 0860 200 553 | m tel esal es@ au totrak. co. za | www.autotrak.co.za December 2014 |FOCUS| 51

patent pending

With Autotrak – South Africa’s first “real time” electronic fuel theft detection and management system

touring ????? sa by ????? bus

Bussing around town

With the weakening rand, South Africa is becoming more affordable for the international tourist wanting to tour our country. CLAIRE RENCKEN speaks to a couple of bus and coach operators that are positioning themselves to take advantage of this trend

S

haun Mason of City Sightseeing

“City Sightseeing is a globally connected

industry which need to be overcome. “The

South Africa, based in Cape

brand, which is locally operated in over 100

high fuel and labour costs have significantly

Town, is one such operator.

cities around the world. Local and international

affected the transport industry. We have had

“The tourism industry has

tourists, wanting to explore our beautiful city

to work smarter to streamline the expenses

always been very competitive, especially

in a safe and reliable way, identify with our

within the business to allow us to focus on

with there being so many bus and coach

recognisable brand, and with our affordable

what is important to us – our passengers,”

operators in the marketplace. The key factor

ticket prices.”

says Mason.

is to offer the best service at the most affordable price.

52 |FOCUS| December 2014

Needless to say, there are several challenges facing the bus and coach tourism

An

exciting

development

for

City

Sightseeing has been the low-emission

touring ???????sa ??????? by bus to City Sightseeing allows visitors to Cape Town and Johannesburg own experience these cities at their . pace

staff is also a necessity, as they are our ambassadors for the country,” stresses Mason.

Another

recognised

brand,

which

continues to do well in the industry, is Springbok Atlas. For more than six decades, the company has, literally, moved millions of people, safely and reliably, to and from their destinations in its fleet of luxury coaches and vehicles.

From humble beginnings back in 1946, involving just one bus, transporting groups place in South Africa, we have adapted to the

from the Johannesburg area to the Kruger

changing needs of the tourists in order to

National Park, Springbok Atlas Luxury Charter

offer them a variety of touring options.

has grown into one of the largest, complete

“For example, in the past, we had live

luxury transport management companies

guides giving commentary on the buses.

in South Africa and Namibia. Today, it has a

However, over time, we needed to offer

fleet of over 80 luxury vehicles, and is owned

commentary in additional languages. So, we

by Cullinan Holdings.

developed a multi-language commentary

It is now in the trusted position of official

system, which can be accessed at every seat.

transport provider to some of South Africa’s

It is available in 16 different languages and

national treasures – the Springbok Rugby

even includes a kids’ channel. Earphones are

Team and Kaizer Chiefs. It was also the official

provided with the purchase of a bus ticket, to

transport provider of choice for the 2010

reduce the noise factor,” Mason elaborates.

Soccer World Cup teams and supporters.

Looking back on why Claus Tworeck

How does this complete transportation

decided to start the company, Mason

management specialist remain successful in

reflects: “There were many operators in the

today’s tough economic climate? “Simple –

marketplace all offering the same service,

by meeting the needs and high standards of

but we saw an opportunity to offer something

its client base, which includes tour operators,

totally different. Operating double-decker

corporates, incentive experts, government

buses, which allow a regular hop-on and -off

departments, conference organisers, event

service, was something that enabled us to

managers, sports bodies and educational

connect people to the various attractions

institutions,” explains Geert van Doorn, CEO

in the city, but at the same time afforded

for Cullinan Transport Division.

them the freedom to plan their time as they needed.”

The company owns all its modern luxury coaches and vehicles and takes full

City Sightseeing’s topless buses cover

responsibility for rigorous vehicle maintenance,

the inner city area, and operate in both Cape

servicing and hygiene, as well as thorough pre-

Town and Johannesburg. “We bring the city

departure and safety inspections.

engines in its imported buses. “We were

and its attractions to the tourists, in that we

It provides a full turnkey service with

also the first bus company in South Africa

connect the dots, and provide an affordable,

sophisticated ground handling, on-board

to be accredited as ‘carbon neutral’ with

safe, fun and educational way of exploring the

computer

the offset of our carbon emissions. We feel

city. In Cape Town, we offer our ‘red’ city tour,

communications, to ensure the highest

that we are the leaders in the bus industry in

as well as the ‘blue’ mini peninsula tour. In

standards of customer service. Furthermore,

this regard, and encourage others to do the

Joburg, we also offer a ‘red’ city tour, as well

its professional drivers are engaged in an

same,” he adds.

as a Soweto tour,” he says.

ongoing in-house programme of driver

monitoring

and

24-hour

training, motivation, customer service and

City Sightseeing has been in operation

The company has a sizable fleet, to enable

for more than ten years. During that time,

it to operate buses every 15 minutes, seven

the bus and coach industry has certainly

days a week, from 09:00 until 17:00. “We

It would seem that the old adage “the

seen some major changes. “The industry has

ensure that our vehicles are maintained in

customer [or in this instance, the tourist] is

grown in leaps and bounds over the years.

perfect running order and thus operate at

always right” definitely applies to the bus and

With many international events now taking

maximum efficiency. Having correctly trained

coach tourism industry. |FOCUS

performance management.

December 2014 |FOCUS| 53

global bus

FleetBoard is watching (and guiding) you!

FRANK BEETON reports that Daimler has developed a bus-specific version of its well-known FleetBoard solution, and that an interesting Turkish joint venture could highlight an innovative way of midibus construction

T

he increasing level of technology applied to motor vehicles is a subject for constant debate, the main focus recently shifting to autonomous, or self-driving, vehicles. It is notable that research recently carried out by the University of Michigan-Dearborn, in the United States, identified 2020 as the year in which the automated vehicle era is most likely to begin.

Respondents to the research predicted that, initially, some back-up reliance on a driver would be retained, followed by progressive evolution to full automation around 2030. In the interim, the incidence of devices and services intended to assist drivers and operators to more effectively manage their vehicles is likely to increase.

Daimler’s FleetBoard intelligent management service is one such medium, enabling more effective management control to be exercised. The system makes use of telematics-supported internet technology to enable bidirectional information exchange with vehicles and their drivers, in real time, while they are on the road.

At the recent FIAA International Bus & Coach Trade Fair held in Madrid, Spain, FleetBoard introduced a new optimised modular portfolio specifically intended for bus operators.

Utilising its integral “Messaging” and “Logistics” functionalities, the bus-specific FleetBoard service works through the DispoPilot.guide integrated in the vehicle, together with its seven-inch colour display.

54 |FOCUS| December 2014

This enables the driver to send and receive messages relating to navigation, and the exchange allows the traffic office to determine the expected arrival time at destination.

The system also measures performance analysis, trip recording and driving behaviour in terms of cruise control, speed limiter and Predictive Powertrain Control (PPC) usage, as well as the upper and lower speed tolerances defined by the driver.

On the Euro-6 Mercedes-Benz and Setra bus and coach models, AdBlue consumption and tyre pressures are also monitored, allowing for the more effective planning of vehicle servicing. Driver behaviour can then be influenced to optimise important operating parameters, such as fuel consumption.

Daimler’s Predictive Powertrain Control technology operates in conjunction with the vehicle’s adaptive cruise control system, and an on-board GPS, to coordinate engine and transmission management, using controlled coasting and auxiliary brake functions to simulate the actions of a highly skilled driver.

This ensures that the vehicle achieves optimum efficiency and performance.

Isuzu’s Turkish buses The technical layout of truck chassis presents some design challenges when used in bus applications, particularly in respect of the positioning of the driving position in relation to the front-mounted engine. This usually dictates the location of the passenger entry door behind

the front axle, or, in the case of a front entrance, it results in a narrow and steep passageway leading from the entrance into the saloon.

Anadolu Isuzu, a joint venture between Isuzu Motors, Itochu Corporation and Turkish interests, which was established in Turkey in 1984 to build light-duty trucks and midibuses, has found a way to overcome this challenge.

Its range of midibuses, midicoaches and low-entry city buses utilise monocoque – or chassisless – construction, meaning that the major driveline components can be positioned optimally to suit passenger configurations. The city buses have their engines positioned at the extreme rear, which allows for up to three low-entry doors to be provided for boarding and alighting passengers.

The Anadolu Isuzu range provides accommodation from 16 to 39 seated passengers, while the Citibus low-entry model can carry up to 69 seated and standing passengers. Power is provided by various derivatives of the Isuzu 4HK1 engine family, while transmission options include manual, power-assisted and automatic units.

Clearly, the monocoque construction technique is more expensive and less flexible, but it has struck a chord with operators in its home country, where Anadolu Isuzu is the secondbiggest seller of midibuses. It also developed a healthy export business to northern African and European markets. Total vehicle production since the formation of the joint venture stands at nearly 150 000 units. |FOCUS

BUS

STOPS Tag team public transport?

Most South Africans are glad when a bus rapid transit system (BRT) comes to town. The construction is disruptive, but enhanced public transport is always a good thing. There are those who abhor the idea, however – especially taxi drivers, as this directly impacts their livelihood.

To address this, Yarona – Rustenburg’s BRT system – has announced the formal signing of the Negotiation Framework Agreement (NFA) between the Rustenburg Local Municipality and the taxi and bus industry.

Yarona, which is derived from the Setswana

Ya Rona – meaning “it is ours”, states that the NFA paves the way for formal negotiations to start, and will guide the transition process for all parties.

Councillor Amos Mataboge, a member of the mayoral committee (MMC) for Planning and Transport Services, adds: “This is a significant milestone for us all, and is a testament to the open dialogue and engagement we have had between the municipality and the existing transport industry since 2010.”

The BRT system points out that there will be negotiations between three parties; overseen by an appointed, independent facilitator, which will have the support of a secretariat.

Marks Rapoo, director of Yarona, adds: “In any negotiating process, tensions do run high with views from different perspectives and different needs, but we are all committed to using the NFA as our guide where we have committed to professional, ethical and honest behaviour.”

The NFA covers details on the scope of negotiations in three main areas: operator transition, employee transition and business transition.

In addition, the NFA outlines the structures that have been set up to support the negotiation process; including technical working groups, joint sub-committees and the Negotiation Plenary where final decisions will be ratified and referred

Daimler demonstrates its BRT expertise in Japan Daimler’s sustainable transportation concepts are meeting with a great response all over the world. In November, a forum organised by MercedesBenz and Fuso provided information about the bus rapid transit (BRT) system to almost 100 customers, as well as to Japanese politicians, administrative officials and media representatives. Interest in intelligent mobility services is especially strong in Tokyo, as the city will host the Summer Olympics in 2020.

Hartmut Schick, head of Daimler Buses, explains: “Daimler is a leading provider of mobility services. A good example is our extensive expertise with BRT. We provide big cities with ways to bring more and more people in urban areas to their destinations in a reliable, environmentally friendly and affordable way.”

Albert Kirchmann, president and CEO of Mitsubishi Fuso Truck and Bus Corporation, adds: “We are pooling the strengths of our Mercedes-Benz and Fuso brands in order to make transportation sustainable.”

Daimler Buses has extensive experience with BRT. The company installed a BRT system in Adelaide, Australia, during the 1980s. Today more than 30 cities all over the world, including Rio de Janeiro, Istanbul, and Strasbourg, rely on Daimler’s BRT specialists.

The team of BRT experts at Daimler Buses not only supports the development of fleet concepts worldwide, but also helps cities and operators plan and introduce overall systems that are tailored to their specific needs.

BRT systems generate lower construction and maintenance costs than other means of transport with a comparable passenger capacity. In addition, express bus lanes can be set up more quickly than tram or subway lines.

The barrier-free stops, that are typical of BRT systems, make it easier for people whose mobility is impaired to enter the buses. Lastly, the advance ticket sale feature reduces waiting times, thus making the system even more appealing for operators and passengers.

“BRT has been a success story on all continents. We are sure that the concept will also effectively complement the mass transit infrastructure in Japan,” concludes Gustav Tuschen, head of development at Daimler Buses.

to the ultimate decision-making bodies of each party for sign-off.

December 2014 |FOCUS| 55

hopping off

My Christmas

wish list

As we all wind down for the year-end break, we must remain ever “razor-sharp” as 2015 rolls around

M

y reference last month to 2015 and the e-toll report was perhaps a bit premature, but the report hasn’t emerged as yet. That’s just as well, though, as a few developments have taken place that should give us more food for thought over the Christmas period …

The Business Day of November 7, carries three articles that have a bearing on the impending e-toll report. On the front page, we read that Moody’s has downgraded South Africa’s credit rating one notch. On page two, we read that the e-toll review panel heard more evidence on the economic benefits of road upgrades. Further inside, on the editorial page, the political correspondent of Business Day, Natasha Marrian, describes the e-toll panellists as “razor-sharp”.

Well, let’s see how sharp they are. Heaven knows, we need people who can cut through the morass of guesswork, thumb-sucking and sheer incompetence that permeates the transport industry, particularly on the passenger side.

A significant development is that the South African National Roads Agency Limited (Sanral) is still punting the sponsored 2008 report produced on its behalf by the University of Cape Town. To refresh readers’ memories, the report calculates that for each R1 spent on tolling, motorists would get R8,40 back.

A previous Hopping Off column suggested that this report had been quietly shelved, but no – it has been re-submitted to the panel. I look forward to seeing what the panellists have to say about this figure. If it is remotely near

the truth, as a panellist I would want to know why we don’t have toll roads everywhere, and why we have taken so long to introduce them.

South Africa desperately needs this kind of boost to its flagging economy!

In the Western Cape, where wages and the value of time are, presumably, lower than in Gauteng, perhaps the benefits will only amount to R6,40, but still well worth going for.

Perhaps KwaZulu-Natal (KZN) will only show benefits of R5,40 – sorry KZN – no disrespect intended! On receiving news such as this, perhaps Moody’s will upgrade us!

Seriously, though, we can only express the hope that the panel’s report will include at least the following (in no particular order): 1. Question the role of the academic world in all of this. What do the engineers, sociologists, accountants and economists have to say?

Previous Hopping Off columns have referred to the dismal performance of bodies like the National Research Foundation. Has it submitted independent research to the panel? Or does only “sponsored research” count?

2. Question why car usage is rocketing in South Africa, while all other indicators are stagnant.

3. Link this with the shocking state of public transport in South Africa. This is why more cars are being bought, congestion is increasing and more road space is needed.

4. Suggest that the current drop in the fuel price be used to cushion later increases in energy costs. Use the money to start a ring-fenced fund; not for road maintenance,

but to start to even out the horrendous discrepancies in fares and service levels on public transport.

5. “Who should administer the fund?” I hear you ask, and I share your cynicism. Preferably not only the Treasury, which has shown itself to be on Sanral’s side in all of this. At least one of its employees sits on Sanral’s board, and the Treasury has made no meaningful suggestions to fix the country’s disorganised state of public transport funding. Why do taxi passengers get six cents while Gautrain passengers get R77?

6. Look at the composition of the Sanral board and inlcude some taxi passengers. Don’t laugh – could they do worse?

7. Tell the faith-based organisations to broaden their vision on transport issues. It isn’t enough to support the Opposition to Urban Tolling Alliance (Outa), which represents car users, who should have enough economic clout to look after themselves.

Churches should be doing more for really poor and unemployed people, who get no benefit from the unconvincing excuse that public transport is “exempt” from e-tolls. The poor need to benefit from really low fares on public transport. Churches should insist that the massive distortions between rail and taxi subsidies be addressed, and draw attention to the fact that the poor would benefit from consistent fares, irrespective of the mode of travel.

Well, that’s my Christmas wish list. Are there any “razor-sharp” people out there who agree? |FOCUS

Vaughan Mostert is a senior lecturer in the Department of Transport and Supply Chain Management at the University of Johannesburg. He developed a love for public transport early in life, which led to a lifelong academic interest in the subject.

Through Hopping Off, Mostert leaves readers with some parting food for thought as he continues his push for change in the local public transport industry.

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