Focus February 2015 by Charmont Media Global

FEBRUARY 2015 | R85.00

On Transport And Logistics focusontransport.co.za

BharatBenz: next stop Africa?

Hino

constructs new perceptions

On-site or dealer maintenance: which is better? Transport will make or break Africa! Scholar transport: have we learnt our lessons?

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E & OE

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FOTON TRUCKS SA | ISANDO b |FOCUS| February 2015

)27)2&

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FEBRUARY

Cover

contents 20

Since being introduced a year ago, Hino’s 700 8x4 models have been mixing it up in the construction industry. Turn to page 9 to read about the success of the 8x4 models.

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

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

20 FREEZING TIME Andrew Crafford, business development director at Imperial Logistics Refrigerated Services, and Francois van der Westhuizen, national sales manager – transport, for GEA

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

Refrigeration Africa, speak to us about transporting fresh produce.

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

25 MICROMANAGING MAINTENANCE We go through the nuts and bolts of choosing to maintain vehicles on site or sending

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

them to a dealer, and ask how to ensure that skilled hands are managing the wrenches.

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

We reflect on the fourth quarter, and full year, of 2014.

28 EHCVs AND BUSES TO THE RESCUE IN 2014

34 REFRESHED AND REINVOGRATED

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

The Renault Kangoo, last featured in April 2012, has undergone a mild facelift and engine replacement – addressing one of our biggest concerns.

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

57 TRANSPORTING THE FUTURE Each year, dozens of the nation’s young learners are lost on our roads, while travelling to school via unsafe, informal transport services. The long-awaited National Learner

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

Transport Policy aims to remedy this.

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

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 media global

2014

REGULARS 2 Steering Column 4 Wheel Nut 6 Vic’s View 7 Letters 50 Short Hauls 52 Subscription form 54 Naamsa figures 55 FOCUS on Bus and Coach 62 Global bus 64 Hopping off

February 2015 |FOCUS| 1

STEERING COLUMN

born to

truck Recently I met an incredible young man who rejuvenated my love for all things trucking (not that it’s ever waned really). Polokwane’s Dewald Coertse was clearly born to truck!

the medics. I learnt how to stop bleeding, for example,” he said. This knowledge came to the fore when he was first on the scene of an accident recently. “I saw a bakkie and a car being involved in a head-on collision. I immediately pulled to the side of the road and put on my hazards. I went to the driver of the car, got her attention and started to help her. I got her to close her eyes and broke the window to get access to the vehicle,” he explained. “Thanks to my training, I knew not to move her from the vehicle, but I also knew that it was vitally important that she remain calm. So, I

wife wants to be a truck driver too, so she would probably join him out on the road.) Now I bet I know what you’re wondering: so how did Coertse do at Scania’s Driver of the Year Competition? Not as well as he’d hoped. “I messed up,” he told me with a grimace. “But never mind. If you ask my wife and daughter, they will tell you that I am the best truck driver in the world!” Hats off to the winners of the competition, and to Scania for hosting a superb event. This competition acknowledges the importance of truck and bus drivers and I, for one, think that that’s a Seriously Good Thing! |FOCUS

Left: Dewald and Desire Coertse are passionate truckers! Right: Nicolaas Kallie Truter and Lawrence Nkwinika won the truck and bus driver categories respectively.

Charleen Clarke

met the inspirational Coertse during the finals of the Scania Southern Africa Driver Competition. Along with his wife and daughter, he had travelled to Nasrec to compete in the event. I’m not sure what excited him more: the chance to be behind the wheel of a Scania or the prize money (the winners received a whopping R50 000!) The officials practically had to pry him out of the truck after the competition had ended. “As I told Desire, my wife, it’s like a bug. I didn’t want to get out of that truck,” he conceded with a huge grin. Coertse was a hot favourite to take top laurels at the national finals, after coming first in the regionals, but, for him, his star performance at the regionals was relatively unimportant. “The knowledge that I gained was far more significant. For instance, I learnt all about the benefits of doing first-aid training. During the regionals I spent a lot of time in discussion with

2 |FOCUS| February 2015

stayed with her the whole time, keeping her calm while waiting for the ambulance to arrive. I knew exactly what to do. Had it not been for my training and my experiences at the Scania competition, I would have been in a flat spin!” he related. Sadly, Coertse’s sentiments are not shared by all truck drivers. During the competition, I witnessed one driver who refused to complete the first-aid module of the competition. “This is not part of my job,” he told the paramedics. Coertse says this is sad. “I wish truck drivers would take first-aid training more seriously. It would make the world of difference on the road. Truck drivers are often the first guys on the scene of an accident, but so many are clueless about first aid! I saw a truck driver at an accident recently and it was obvious that he didn’t know what to do …” he told me. Equally sad is the fact that Coertse is not working as a truck driver at the moment. “It just hasn’t been possible. I adore trucks and I would love to spend the rest of my life driving trucks. I’m thinking of starting a transport company within the field of recycling …” he revealed. (His

These are the winners and runners-up: TRUCK Nicolaas Kallie Truter – WS Transport Jacques van Eeden – Safika Oosthuizens Jacobus Venter – FMJ Trust Moonsamy Pather – Bakers Transport Felix Gunther – Zwartbooisberg BUS Lawrence Nkwinika – Great North Transport Paya Letsweletse – Botswana Defence Force Mothowetsho Motsumi – Botsa Express Frederick Hermanus – Hylton Ross Ronny Kaputjaza – City of Windhoek The drivers were rewarded with cash prizes while the operators received substantial vehicle discounts.

STEERING COLUMN

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February 2015 |FOCUS| 3

wheel nut

Idiots,

14 160 South African drivers (in general) polled by market research firm Ipsos last year, a massive 41 percent admitted to

idiots everywhere

texting, e-mailing or using social media while

A picture is worth a thousand

confessed idiot … I’m sure, though, the DoT is

One, we are one of the most guilty countries

words. What then do we make

playing at most motorists’ egos, who will tell

in the world when it comes to this act. Two,

you they are not idiots.

practically one in two drivers on the roads

of the rather large Department

driving. This statistic itself means two things.

of Transport (DoT) billboard on

Nonetheless, according to an article

are likely to be giving 400 percent more

published by ArriveAlive, it takes nearly

time to their phones than to paying attention

Main Road, just off Witkoppen,

three times longer to compose a message

to other motorists with whom they share

in Magaliessig, northern

from behind the wheel than from behind a

the roads!

Johannesburg?

desk, increasing the chance of a collision

When you think about it in those terms,

… Drivers who send text messages while

you can see what the DoT is getting at. You

driving spend a whopping 400 percent more

really are an idiot if you text and drive. I don’t

Gavin Myers

“T

exting while driving

Blunt, but true … texting while driving is extremely dangerous.

is for idiots. Don’t do

time with their eyes on their phones than on

know about you, but I’d rather not put my life

it. Unless you are an

the road!

in the hands of the 41 percent of road users

idiot.” it boldly reads.

ArriveAlive claims that the reaction times

who are clearly idiots.

Well, that’s putting it in such plain and

of a texting driver deteriorate by 35 percent.

You might even be guilty of this yourself,

simple English that even idiots who text and

This is worse than those who drink alcohol

though you may think: “But I only do it when

drive (and, as we shall see, there are many)

at the legal limit (12 percent), or those who

stationary, at a traffic light.” Think about it,

can understand it … If they’d take a moment

take cannabis (21 percent). The risk of a

that’s really no better. Not being aware of

to look up from their phones, of course.

heavy-vehicle or truck driver causing a crash

your surroundings opens you up to falling

There are a few important things to

or near-crash was found to be 23,2 times

victim to theft and/or hijacking, nor are you

consider, here. I admit having a bit of a giggle

higher when texting than a non-distracted

watching for the flashing lights of hurried

when I first noticed the billboard – which

driver.

emergency vehicles (you should see the lights

I imagine most people would. “I’d love to

(As an aside, for heavyweight drivers

meet whoever came up with that slogan,”

the risk of a crash or near crash is more

When you’re behind the wheel, distracted

I thought. Then I gave the message a bit

than 5,9 times higher when dialling, and 6,7

by a text message, e-mail or Facebook post,

more consideration and tried to figure out

times higher when reaching for or using an

you’re not thinking about driving; you can’t

what angle the DoT, in all its bluntness, was

electronic device, compared to non-distracted

act or react and you put yourself and other

coming from.

driving.)

drivers at huge risk.

After all, it could be construed that it is

These are some scary statistics – made

fine for you to text and drive if you are a self-

even scarier when you consider that, of the

4 |FOCUS| February 2015

before you hear the sirens).

It’s simple. Don’t text and drive – even if you are an idiot. |FOCUS

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You’re not buying this. What you’re buying is so much more than a coach. It’s a commitment. A partnership. A whole system designed and built around the working life of a vehicle. Founded on the principle that Total Operating Costs are more important than initial purchase costs. Fuel, as we all know, is the big one. A significant part of the Total Operating Cost over the lifetime of a coach. So it makes more sense to buy an economical coach than a cheap one. Which is why we make economical coaches. Not cheap ones. Reliability is a huge deal as well. So you won’t be surprised to hear that Scania coaches deliver the highest levels of uptime in Southern Africa, and our wholly-owned dealer network focuses all its energy on minimising downtime. Driver capability is another big cost area, which our driver training programmes are tailored to help you manage and develop. The same goes for our finance and insurance approach. We believe in understanding the daily needs of your business, rather than just looking at the risk. Also our new Fleet Management System is the perfect embodiment of our partnership attitude, giving you access to amazing detail on everything from coasting to heavy braking, and then the coaching support you need to help manage not just your fleet, but your entire cost base. So if you’re just buying coaches, we’re probably not the supplier for you. But if you believe what you’re actually buying is a partnership, a commitment, a total transport solution, then we should talk.

There is a better way. February 2015 |FOCUS| 5

VIC’S VIEW

South African drivers need a new

attitude

Poor driver attitude and a disregard for the rules of the road were the major causes of the unacceptable road deaths during the festive season

espite the stern effort that the Department of Transport and all the other traffic authorities around the country applied to traffic controls and roadside checks, 1 368 people were killed on our roads during the festive season, according to the latest media reports. This number of road-related deaths is totally unacceptable and the statistics prove that, although the extra roadblocks and traffic policing may have helped to curb the number of deaths, it is the poor attitude of drivers, who totally ignore the National Road Traffic Act rules of the road, that is responsible for the unacceptably high road deaths. Media reports during the festive season on the findings at the scene of accidents, and at the many countrywide road blocks, clearly indicated that speeding, driving under the influence of drugs and or alcohol, not

wearing seat belts and blatantly ignoring the rules of the road were the major causes of these fatalities. Traffic officials allegedly accepting bribes from motorists has resulted in many motorists adopting an attitude that they can bribe their way out of any traffic violation and, therefore, completely ignore the rules of the road. At many of the roadblocks that were manned during the festive season, officials found a number of drivers who did not possess a valid driver’s licence and some without a driving licence. Many of these people are prepared to take the chance of driving without a valid driver’s licence as they believe that they can buy their way out of trouble by bribing corrupt traffic officials. There were many media discussions regarding the reduction of the speed limits in the country and whether slower speed limits

would reduce the number of accidents. In my opinion, slower speed limits, on the busy ring roads around the major cities, would help to reduce the accident rate on these roads. If all motorists adhere to the speed limit, this would result in an even traffic flow and reduce the number of stop and start driving situations, which are often the cause of accidents that we continually experience on our highways. As the increased number of traffic officials manning our roads has not helped to drastically reduce the unacceptable number of road deaths in South Africa, and with the unacceptable projections by the World Health Organisation – that the number of road deaths will increase by 65 percent over the next 20 years – we urgently need to find more effective ways of getting drivers to change their attitudes and adhere to the rules of the road. |FOCUS

One of this country’s most respected commercial vehicle industry authorities, VIC OLIVER has been in this industry for over 50 years. Before joining the FOCUS team, he spent 15 years with Nissan Diesel (now UD Trucks), 11 years with Busaf and seven years with International. Do you have a comment or thought you would like to share based on this column? Visit www.focusontransport.co.za and have your say!

6 |FOCUS| February 2015

FOCUS

letters Best industry magazine and subscription Even though I’m not a member of the trucking community quite yet and simply an avid enthusiast, I always thoroughly enjoy receiving and reading the bounty of information proffered by FOCUS magazine. FOCUS is by far the best subscription I have to a local industry magazine, and you should stand tall for the content and variety you cover. You have the latest international news, the latest local news, and I hope that once you, Ms Clarke, have your EC licence, you will be offering us some tantalising reviews of the newest vehicles on our shores – in your always upbeat and succinct reports. A tremendous read! PS: Could we get a pic of the MAN TGX 25.540 you noted at IAA as being the perfect vehicle for South Africa? I also think that

a TGX long-haul vehicle will allow MAN to compete against the Volvo FH and DAF XF in the premium market; the TGS is more of a heavy hauler, and has, in the longhaul side, become a plain old fleet truck. Sincerely, Stefan van Veenendaal

Thank you for your enthusiastic praise, Stefan! We love hearing from readers as passionate and enthusiastic as you are! Our aim is certainly to be the best, and we’ll continue slogging away so that our readers get nothing but! PS: Here’s that pic you asked for … - Ed.

I’d like to save! As the cost and management accountant for a logistics company – Transit Freight Coordinators, based in Germiston – I found the article: 30 Percent! Like to save that on your energy and fuel consumption? in the December 2014 issue of FOCUS very interesting. These savings would go a long way in reducing pollution and our fuel costs. I need the contact details of the distributors of this fuel saving device (Molecule Enhancer) that is being distributed in South Africa by Bon. Would you be able to give it to me please? Thank you, Van-Lee Gunyere Transit Freight Coordinators (Pty) Ltd

We’re really glad you found the article informative, VanLee. You can contact the managing director of Bon Consumer, Ramakrishna Naag, on 021 830 5394 or rm@bonconsumer.com, or Chrystal Erasmus, the company’s executive director, on 021 555 3623 or chrystal@bonconsumer.com. All the best with your endeavours to reduce pollution and fuel costs – Ed.

Pointing fingers? The Hopping Off column in the October 2014 FOCUS refers. I am a member of the “cosy club”, but can obviously not speak on behalf of others. I have always envied and admired Vaughan Mostert for his stirring and straight shooting, but his accusations against the “cosy club” have lowered the level of debate in my view. Three brief comments: 1. To state that members of the “cosy club” pushed the Gauteng Freeway Improvement Project (GFIP) through, based on their experience with Gautrain, borders on ridiculousness, and I would love to hear Vaughan’s motivation for this. 2. Ditto for the role of members of the “cosy club” with regard to bus rapid transport (BRT). Many, including myself, have questioned several aspects of BRT. 3. The “cosy club” members are doing lots of work for government in the creation of infrastructure, but to imply that they are making the decisions for the spending (and for that matter, the collection) of public money – wow! Keep up the good work Vaughan, but please keep your credibility intact. Hein Stander (Pr Eng) Transportation Planning and Operations AECOM

Vaughan Mostert responds: Thanks for your questions, Hein. Pass my column along to as many people as you can! I never thought that Julius Malema would come to my rescue, but here goes (The Times, January 14): “It is not apartheid that delayed the completion of Medupi. It is the incapacity of the leadership, which gets involved in every big transaction and, as a result, they are unable to hold the contractors accountable because they are part of the mess.” Given the large number of problems facing South Africa in 2015, we need leaders who can stop our continuing slide into mediocrity, incompetence and corruption. In the field of transport, politicians are advised by engineers who control the planning process. I suggest that everyone gets hold of a copy of the Gauteng e-toll report released the following day, January 15. Although most of the commentary so far has been about gantries and tolls, a more sinister conclusion is the ongoing involvement of the transport “planning” profession with dysfunctional public transport systems in every city in South Africa. I urge every transport “planner” to start thinking about fixing the problems. P.S. Here are two challenges for the transport “planners”. First, electric trolleybuses could be the way to go on the Moloto Road, but no one has investigated them. Why not? Rail transport, which has been investigated by the “planners” for more than twenty years now, is even more vulnerable to cable theft and the vagaries of Eskom! Second, an easier challenge for the transport “planners” in Cape Town: try to get an all-day 20-minute bus service introduced between Bellville station and Tyger Valley. How about hybrids? I promise to use the route next time I visit! February 2015 |FOCUS| 7

focus letters

Anti-fatigue comes to a head! I’ve studied your awesome website with great interest and find it very interesting indeed. We share the same passion. I used to be an owner-operator for many years, but fell asleep at the wheel due to fatigue-related drowsiness. I quit trucking and sold the truck in 2005, in order to concentrate on the unique, life-saving Bluetooth iDriveALERT Glasses! I am a serious driver and road-safety fanatic, concentrating on driver fatigue and drowsy driving. I believe road safety is a basic humanrights issue and international priority, which needs urgent attention worldwide! The purpose of the glasses is to alert a fatigued driver in time to avoid him or her falling asleep at the wheel. Vibrations and fatigue alarms are activated when the driver’s head nods forward due to drowsiness. An alarm is sounded through the in-built earphones to alert the driver in time to stop and rest. The only safe driver is an alert driver. One life lost is one too many. These glasses can save lives. The driver can also communicate via the Bravo version Bluetooth Glasses, which can be paired with any Bluetoothenabled mobile phone or Bluetooth CB Radio. This is the safest hands-free device possible – there are no distractions. The driver simply presses the Bluetooth button on the glasses to activate the Bluetooth feature and can then communicate with others. The driver keeps both hands on the steering wheel and eyes on the road ahead while communicating effortlessly via the Bluetooth Glasses! I tested the Bluetooth Glasses with a Cobra Bluetooth CB Radio provided by Jean-Louis Poot (Cobra Ireland). This combination works like a dream. Michael Sweeney, a wellknown trucker in the United States, tested and evaluated the glasses for the Long-Haul trucking magazine and rated them 8/10 for safety! I would sincerely appreciate it if you could support me in my efforts to promote these unique glasses in order to save lives. More information is available on the www.i-Drive-ALERT.com website or I can be contacted on 072 233 0340. Gerhard Meyer Brackenfell, Cape Town

8 |FOCUS| February 2015

cover story

Hino shows how construction is done

With the introduction of an 8x4 chassis, Hino claims a stake in a niche segment in the small, medium and micro enterprise (SMME) sector

ino’s

two

construction

700

8x4

of the Hino Total Support philosophy, which

on high-rise construction sites.” There is also

models,

enables us to understand our customers

a Hino 700 3541 8x4 freight carrier in the

better.”

EHCV range, providing added capacity for the

introduced to the extra-heavy commercial vehicle (EHCV)

Both Agenbag and Leslie Long, senior

distribution markets.

sector last year, have seen their first full

manager for marketing and demand planning,

“And,” he continues, “in terms of the

year in action, and 2014 was an important

Hino South Africa, are quick to point out that,

quality, durability and reliability of Hino

stepping stone for the 3541 Tipper and the

while the premium European brands are

products, we are confident that our product

3541 Mixer. Aftersales proved to be merely

often viewed as the benchmark for quality,

will deliver on customer expectations.”

a mandatory course; not having to deal with

the Japanese brands are eroding this market

Long explains this claim: “Hino employs

any hiccups thus far.

with their durable and resilient “made for

both build quality and design quality in

Hino now offers a comprehensive range

Africa” products – with the “big boys” in

delivering trucks to the market. Build quality

of nine chassis designed to operate within

construction, such as Group5, recognising

obviously refers to controlling quality during

the construction environment – from a 300

the Hino offering.

the manufacturing process. Design quality

Series 915 freight carrier chassis, converted

“It’s all about perception,” adds Long.

refers to quality control in every step of the

into the Tipper, that is typically used by

“We’re changing the market perception

design, development and testing process.

smaller businesses (such as hardware stores

every day.”

This impacts directly on the durability and

for delivering smaller quantities of building

Hino introduced the 8x4 chassis in

materials) through to the two 700 Series

response to market demand, as Agenbag

reliability of Hino trucks under any operating

8x4 chassis aimed at the heavy construction

explains: “The heavy construction segment

Agenbag adds: “As we all know, the

segment.

is alive and well, as witnessed by the

trucking business is not just about the

conditions.”

Gert Agenbag, senior manager sales,

number of construction projects on the

product, and we have absolute confidence in

Hino South Africa, adds proudly: “We were

go throughout Gauteng and other major

the Hino dealer network’s ability to deliver the

the first Japanese original equipment

cities.”

kind of aftersales service and parts back-up

manufacturer (OEM) to introduce this

The Mixer chassis has an engine-driven,

that will delight the customer.

configuration into the South African market

constant drive power take off. Agenbag says:

“Hino’s total support philosophy of: ‘What’s

and are making good progress. This year, we

“This opens up many application possibilities,

good for the customer, is good for the dealer,

are looking to increase our volume by just

other than use as a mixer. For example,

is good for us’ will enable us to do just that,”

over 50 percent. This involves a great deal

concrete pumps of 46 m-plus, typically used

he concludes. |FOCUS

February 2015 |FOCUS| 9

2015

TRUCK TEST Their take on

Truck Test

The final countdown has begun: Truck Test 2015 is ready to rumble, come April. This second extra-heavy instalment promises to be the most significant and accurate yet. JACO DE KLERK talks to some of the sponsors, participants and partners to get their take on what Truck Test means to them

lexander Taftman, product

equipment manufacturers (OEMs) to get

again, be involved as one of the sponsors of

and marketing director at

together, test and compare products, as well

Truck Test 2015,” says Tjaart van der Walt,

Scania South Africa, says it

as share knowledge and build relations. We

Afrit’s Boksburg branch manager. “We feel

best: “The FOCUS Truck Test

cannot miss out on this great initiative.”

that this is a good platform for all the truck

is somewhat of a benchmark in the industry.

He isn’t the only one with positive

It’s a unique opportunity for all the original

sentiments. “We are very excited to, yet

manufacturers of South Africa to test their vehicles on a level playing field.”

ONBOARD TYRE INFLATION

10 |FOCUS| February 2015

He continues: “We believe that taking

The contestants aren’t only of European

for us to get our brand out there and to

the published results and comparing them

descent however … “We believe that the

show our commitment to the improvement

side by side might give truck and trailer

test affords manufacturers the opportunity

and growth of the transport market,” Van

buyers important information to help make

to compare their respective products under

der Walt points out. “And, it must be

an informed decision on which combination

controlled conditions, and obtain objective

said, working with the organisers has

works best for them, and which companies

comparisons,” says Cheng Zhang, marketing

always been a pleasure. Information is

supply these combinations.”

manager at FAW Vehicle Manufacturers

clear and concise, and the communication

South Africa. The company is entering its

and results are of a high standard. At

28.380FT truck tractor.

Afrit these are qualities we respect and

The Truck Tests have many other benefits as well. Enoch Silcock, managing director of Wabco, explains: “First, I think it is a

Afrit will help to ensure controlled

great exposure opportunity for the company.

conditions at Truck Test 2015. “Afrit will

live by.” This year’s event promises to be

Second, Wabco promotes efficiency of

be supplying nine of our standard 6/12 m

even better than before. “We are looking

operations through the use of technology.

tandem/tandem-axle interlink combinations

forward to Truck Test 2015 as it differs

This event is in line with our philosophy and

with sliding curtains to the respective truck

from the earlier years,” Taftman points

what we try to achieve through our products

manufacturers,” Van der Walt points out.

out. “The setup is more professional and

“These trailers will all be fitted with BPW

better coordinated than before. We are

He adds that these tests leave

air suspensions, Knorr electronic braking

also excited about the new route that will

operators better informed about the actual

system (EBS) brake kits, Alcoa aluminium

be used.”

performance of the vehicles available in

rims and Load Tech Constant Tyre Inflating

Van der Walt continues: “As mentioned

the South African market. “Although I

Systems (CTIS), making them packed to the

before, we believe the level playing field,

believe there are many factors affecting

brim with the latest technology available

the strict rules and judging criteria allow

the results, such as driver performance

to our market. These trailers are also

prospective buyers to get a thorough

and ability, the event still raises hype and

lightweight in design, allowing the test

overview of the truck brands available to

allows one to compare the vehicles out

participants the best possible payload.”

the South African market, and what they

on commercial vehicles.”

He adds that being one of the largest

can deliver. Prospective buyers now have

These include two 6x4 tractors from

suppliers of trailers to the South African

all the main market players being judged

Scania; one with 340 kW (around 460 hp)

market and, slowly but surely, other parts

and evaluated on exactly the same criteria,

there.”

and the other with 370 kW (more than

of the African continent, it is important for

thus providing probably the most accurate

500 hp) and a XF105 6x4, 460 hp with a

Afrit to be involved in Truck Test and see

information available to the market.”

ZF12 speed direct drive As Tronic gearbox

what impact road conditions, safety features

The event isn’t only about testing

from Babcock-DAF. “We are excited to be

and technology on trucks and trailers have

vehicles, however, as Webber points out,

testing our new configuration,” says Garry

when it comes to freight. “We value and

referring to what he is looking forward

Webber, head of the technical services

cherish our relationships with the truck

to the most when it comes to Truck Test

department at DAF.

manufacturers in South Africa and we are

2015 … “The participation, achieving good

committed to finding new and better ways

results, and obviously the social side of

to improve payload.”

the event; getting to meet the participants

The Volvo Group will enter units from two of its different stables: a FH 440, 6x4 truck tractor from Volvo Trucks, and a new

The Truck Test events also hold other

C Range 440, 6x4 truck from Renault Trucks.

benefits. “It’s definitely a great opportunity

from the other OEMs and catching up with old friends.” |FOCUS

We take the DRAG out of Trucking

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

SB + 1 / 9 Ê "

THE SCOTT BYERS NETWORK

Ê/

February 2015 |FOCUS| 11

TRUCK TEST 2015

Trans African Concessions (TRAC) is responsible for the 570 km stretch of road between Solomon Mahlangu off-ramp in Tshwane and the Port of Maputo in Mozambique. Through its involvement with Truck Test 2015 (the event will run on this route between Johannesburg and Komatipoort), TRAC is hoping to increase awareness in the industry regarding the dangers of overloading. CLAIRE RENCKEN reports

et’s

start

with

bit

background … TRAC owes its

access to global markets through the Port

the road surface, which leads to higher

of Maputo.

maintenance and repair costs and shortens

existence to a decision taken

The N4 toll route runs over a distance of

the life of a road. This, in turn, places an

in 1994, by the South African

almost 600 km between Gauteng (starting

additional burden on the state, as well as

government, to develop the so-called

just east of Tshwane) and the Port of Maputo

law-abiding road users, who ultimately carry

national route 4 (N4) – stretching from

in Mozambique. There are six toll plazas along

the costs of the inconsiderate operators who

Tshwane in Gauteng, to Komatipoort

the route.

are overloading.

in Mpumalanga, and beyond the South

Having signed a concession with the

A survey, conducted along the N4

African border to the Mozambican capital

South African National Roads Agency Limited

Toll Route in 2000, indicated that over

of Maputo – as part of a wider spatial

(Sanral), which is the implementation agent

32 percent of the vehicles travelling along the

development initiative for the region,

for the route, TRAC can charge toll fees

route were overloaded. Since then, TRAC has

comprising both countries.

to manage, fund, upgrade and maintain

entered into an operations agreement with

Development

the N4 Toll Route in South Africa. It has

Sanral in an attempt to address the issue

Corridor Initiative, the aim was to develop

Called

the

Maputo

a similar agreement with the National

on its route.

the N4 route to such an extent that it

Roads

would facilitate the stimulation of trade

(Administração Nacional de Estrada (ANE)).

and investment in the region and provide

Administration

Mozambique

Overloaded vehicles cause damage to

Lighten the

LOAD 12 |FOCUS| February 2015

TRAC has no law enforcement rights and, as such, manages 17 weighbridges in the Mpumalanga province and a further

TRUCK TEST 2015

two weighbridges in Mozambique, where

“One of our main objectives at TRAC is to

traffic officers are able to perform their law

engage with the industry and shine a light on

enforcement role. In Mpumalanga, there are

the problem of overloading. We are going to

With the cooperation of several national,

120 dedicated traffic officers working on this

use Truck Test 2015 as a platform to do so,”

provincial and local government departments,

project on a full-time basis.

says Potgieter.

Sanral, the concessionaires and the freight industry, meaningful progress has already

centres on the N4 Toll Route, more than

overloaded vehicles are dangerous, as they

been made in combating overloading of heavy

three million vehicles have been weighed, and

require longer distances to brake before

vehicles on the national roads throughout

overloading has been significantly reduced

coming to a stop. They generate high

South Africa.

on the route. Currently, only nine percent

centrifugal forces in corners, and shifting

“TRAC appreciates the commitment of

of the average daily heavy vehicle traffic is

loads or loss of tyre grip creates an instant

heavy-vehicle operators to curb overloading.

overloaded and less than two percent of this

safety risk. Overloading of vehicles results

We look forward to continuing to do

traffic is illegally overloaded.

in a reduced tyre life, an increased risk of

so in 2015 and beyond,” concludes

blow-outs and it reduces the driver’s control

Potgieter. |FOCUS

However, the problem is still a major

road

safety

of accidents occurring.

perspective,

Since the introduction of these load control

From

over the vehicle, thereby increasing the risk

concern. “Even though many vehicles are technically not chargeable, as they’re not illegally overloaded, they may still be carrying more than they should. Some operators have become experts at loading within the ‘grace zone’ – we allow a certain amount of grace on the axle, and also on the gross vehicle mass,” explains Thomas Potgieter, manager load control operations at TRAC. Some vehicles also travel on alternative routes in order to avoid the weighbridges. “Since it is way too expensive to build roads that can accommodate heavier loads, we need to rely on the industry to self-regulate. The new consignee/consignor regulations should also help in this regard. tly reduced Overloading has been significan on the N4 Toll Route.

February 2015 |FOCUS| 13

TRUCK TEST 2015

Getting ready to

rumble

Iveco South Africa has participated in Truck Test (excluding Truck Test 2014) since it kicked off in 2012. We talk to Christophe Longuet, the company’s marketing manager, to get Iveco’s take on this benchmarking event

lease

elaborate

your

afforded original equipment manufacturers

The Truck Test is an excellent platform from

company’s history with the

(OEMs) an opportunity to showcase their

which we are able to do this, and to prove our

Truck Test events. Were there

premium products on offer in the South

quality and sustainability for southern African

any noteworthy outcomes in

African market.

road conditions.

Iveco has been participating in Truck Test

What do you expect from this year’s event?

And what do you aim to achieve during this

events since 2012.

We believe that the FOCUS Truck Test team

year’s test?

We used the inaugural event as an

has identified “grey” areas within such an

We hope to establish the Iveco “Born in

opportunity to gain experience, as well

exercise and this year will produce a Truck

South Africa” campaign, which highlights the

as to benchmark South Africa’s market

Test whereby all OEMs will be placed on equal

local manufacture of specific Iveco products,

requirements in that particular sector.

footing.

as well as the company’s commitment to the

What are your general sentiments

Why did you get involved?

regarding the various tests thus far?

Our aim is to create a strong market

logo depicts a “stamp of authenticity”

The Truck Test events, thus far, have

presence for Iveco as a competitive brand.

certifying

previous years?

local market.

14 |FOCUS| February 2015

Iveco’s new “Born in South Africa” the

quality

the

Iveco

TRUCK TEST 2015

commercial vehicles assembled at the new

Why did you decide to enter these

facility in Rosslyn, Pretoria – by a local

vehicles?

workforce.

They are most suited to represent Iveco’s

This “stamp” encircles the soaring five colours of the South African flag: black,

vehicle offering in the Test Truck 2015 vehicle/application segment.

yellow, green, red and blue – evoking the concept of unity. The commercial vehicles bearing this

And how important is this segment to the company?

logo will be tailored for the African continent

This segment is considered as the pinnacle

with its varied terrain and challenging driving

of the Iveco offering. Currently we have two

conditions that demand specific vehicle

model ranges competing in this segment,

requirements.

the on-road Stralis and off-road Trakker. The Trakker single reduction, featured in this test,

Which vehicles are you entering into Truck

is the culmination of on/off-road capabilities

Test 2015?

that have been requested over an extended

We are entering Iveco’s assembled in South

period by our customers.

Africa, standard “off the shelf” vehicles. The vehicles models are:

What benefits do you think the Truck Test

• The Iveco Stralis Hi Way 480 hp (more than

events deliver to the industry?

355 kW), “eco” prime mover;

Customers do not always have an opportunity

• The Iveco Trakker Hi-Land 440 hp (nearly

to evaluate and compare results of various

330 kW) – single reduction on/off road, and:

competitors, without embarking on extensive

• The Iveco Stralis Hi Way 430 hp (320 kW)

testing and research, in the way Truck Test

prime mover.

2015 does. The event allows South African customers

What results do you expect the vehicles

to gain insight into the commitment of OEMs

will deliver?

to the market.

We are very confident that the results will confirm that Iveco is rightly considered as a

Do you have any final comment on Truck

serious competitor in the Southern African

test 2015?

market.

“Let’s get ready to rumble.” |FOCUS

Iveco is entering two Stralis Hi Ways and a Trakker Hi-Land single reduction into Truck Test 2015.

February 2015 |FOCUS| 15

????? ?????

16 |FOCUS| February 2015

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

February 2015 |FOCUS| 17

TRUCK TEST 2015

Great expectations Christo Kleynhans, product manager at Mercedes-Benz Trucks, is quietly optimistic about the brand’s performance at Truck Test 2015. GAVIN MYERS finds out what ace the company has up its sleeve

Trucks

efficiencies, and we believe it’ll be the

has featured in two

ultimate vehicle for a 49,5 t combination.

of the three previous

From that point of view, we believe it will do

instalments in the Truck

very well.”

ercedes-Benz

Test series, only skipping last year’s event as

Tasked once again with driving duties

this focused on a segment in which it does

is Naveen Sook, technical specialist at

not compete. With the running of 6x4 truck

FleetBoard South Africa.

tractors this year, however, the company will

This time round, the 6x4s will run

be entering one of its newest additions to the

along the N4 to Komatipoort. Kleynhans is

Actros range.

excited about this route. “Travelling towards

Mercedes-Benz Trucks had originally

Nelspruit, the dual highway lasts for only

planned to enter the Actros 2644LS/33

about the first 100 km, then it becomes a

model. Kleynhans explains: “By the time the

single lane. Traffic will play a much bigger

test is run in April, we will have a new vehicle

role this time, but it is what truck drivers

on the market – the Actros 2646LS/33,

have to deal with every day. They don’t

which will be launched in February. It’s pretty

always have the luxury of a highway. There’s

similar to the 2644LS/33 originally planned

nothing wrong with this route; it’s a great

for the test, just with a slightly different

variation from running to Durban.

driveline.”

“There are significant gradients on this

Kleynhans says it’s the vehicle he would

route; starting at over 1 400 m above sea

recommend for pulling a tri-axle semi-trailer

level, climbing to 1 800 m and then dropping

over a long distance. That’s the exact reason

down to around 600 m, so we expect

the company has chosen to enter this

positive results from this challenging route,”

combination, running a GRW tri-axle reefer.

Kleynhans continues.

“With the introduction of the new model,

Kleynhans explains that the Truck Test

we have focused our efforts on driveline

series is very important for Mercedes-Benz

18 |FOCUS| February 2015

TRUCK TEST 2015

as it allows the company to confirm that its products continuously exceed market expectations and, in addition, to observe what its competitors are delivering to the market. “It is good to get feedback from our drivers and observers about our vehicles and those of the competition.” “For example,” he continues, “in the 2013 Truck Test we entered distribution-type vehicles – there we learned a lot. We’re one of the few European manufacturers left in that market segment, and it was good for us to see that we did very well on fuel consumption and productivity. Regarding this year’s 6x4s, Kleynhans is interested to see what some of the new vehicles, which have entered the market in the last few years, have to offer. “You get facts from the test. It’s not just about perception. We are certain that the test will prove that we offer a superior product compared to our competitors, even though we expect them to perform strongly. Everybody wants to do their best and put their best vehicles to the test.” For Kleynhans and the Mercedes-Benz team, Truck Test is a learning experience. “We’re looking forward to this test and we’re really excited about the new vehicle that we’re entering; we believe it will be even more frugal than our current offering. Although it’s not a competition, we can at least notice our performance as a market leader,” he concludes. |FOCUS

Clockwise from left: A Mercedes-Benz Actros, similar to this red one, will again feature in Truck Test. The last time Actros entered was in 2012. The Atego performed impressively in Truck Test 2013.

February 2015 |FOCUS| 19

Refrigerated

transport

Freezing time Andrew Crafford, business development director at Imperial Logistics Refrigerated Services (ILRS), and Francois van der Westhuizen, national sales manager – transport, for GEA Refrigeration Africa, speak to us about transporting fresh produce

“H

urry! I never hurry.

fresh-produce

Crafford says that speed to market, loading

I have no time to

transporter, such as ILRS, time and being in

For

the

modern

and unloading times and on-time arrivals

hurry,” said Russian-

a hurry are what the game is all about.

are central to a successful supply chain.

born United States

“It’s all product-specific, though,” says

However, what happens if a truck breaks

composer, Igor Stravinsky. He was taking

Crafford. “So dairy would have a different time

down? “Speed of recovery is of the essence

his time, however, writing music, in an era

window to meat. You need to ensure planning

here, so a replacement or alternative vehicle

when motorised transport was just getting

is effective, so that loading or offloading does

needs to be despatched hastily. The effective

into its stride and the domestic household

not result in a constraint. It is all about being

insulation of the fridge bodies ensures that

refrigerator cost more than a Ford Model T!

on the clock!”

the product remains intact – for a period. It’s

20 |FOCUS| February 2015

Refrigerated

transport

crucial to ensure that effective preventative

will be required? You may need multi-

Vehicles must, therefore, be clean enough

maintenance programmes on the fridge

temperature compartments to distribute

to eat out of … “Regular cleaning of the

units and trailer are undertaken.”

either fresh or frozen products … What

inside of the truck bodies is undertaken

product will be transported?” he begins.

using food-grade cleaning materials, and

In this area, monitoring and tracking are essential. “It’s advisable to use remote

Absolute freshness, notes Crafford,

microbial growth is prevented by swabbing

temperature monitoring and vehicle tracking,”

starts with the inbound food supplier:

and sanitising. Maintenance of the cold chain

says Crafford. “Effective maintenance is

“The correct sourcing, and ensuring the

ensures all the preventative maintenance

also imperative to ensure total cold chain

manufacturing and production process are

is carried out effectively and on time. This

integrity.”

best in class, ensure product quality; for

means not missing any of the scheduled

Utmost care and attention needs to be taken when transporting fresh food.

Van der Westhuizen says that correct specifications and correct operating set-

example, adhering to ISO or HAZAP-type standards.”

maintenance programmes,” says Crafford. Van der Westhuizen notes that it is

up parameters, using best practice loading

What about the transporter? “Hygiene

important for there to be a support network

processes, will allow operators to get the

standards need to be maintained at all times!

between major hubs, should something go

most from their refrigeration units. And there

Every efficient supply chain professional

wrong with the refrigeration unit. “You want

are many considerations to bear in mind …

will tell you to try to limit the number of

to asses the reliability, service intervals, fuel

“You need to be cognisant of the size of

‘touches’ a product encounters,” Crafford

consumption and carbon emissions, as well

the load body and its type of insulation. How

notes. If this is not done, it is likely that the

as the lifecycle costs of the refrigeration units

many door openings will happen during a day,

product will be rejected, which will result

you fit to your vehicles.”

and what is the travelling distance and time

in massive waste within the overall supply

Managing these aspects of the supply

between them?

chain. Should any consumers suffer ill health

chain will ensure absolute freshness, and

from contaminated food, the result could be

that your transport operation stands the test

serious reputational damage.

of time! |FOCUS

“What

will

the

average

ambient

temperature be, and what temperature

February 2015 |FOCUS| 21

FUEL QUALITY

Amaglug-glug South Africa is experiencing an increase in new and more-advanced vehicles with particular fuel requirements. How ready are fuel companies for these changes, in terms of the quality of the fuel they are producing? CLAIRE RENCKEN reports

“M

odern

vehicles

“The key parameter is the sulphur

employ advanced

content of the fuel, as sulphur has a

international

the Euro-5 emissions standard) via the

standards

(for

example,

exhaust

after-

detrimental effect on the catalyst used

legislated South African Clean Fuels 2

treatment devices

in these devices. Fuel standards in South

specifications,” he adds.

to remove certain components from the

Africa are regulated by law and it is

engine exhaust and these devices require an

acknowledged that these standards lag

appropriate fuel to enable them to function

behind those of developed countries.

optimally,” explains Thomas Kock, manager:

“Current plans by the South African

technical services, retail and commercial at

Department of Energy are to move the

Sasol.

country’s

22 |FOCUS| February 2015

fuel

standards

closer

“Current plans by the South African Department of Energy are to move the country’s fuel standards closer to international standards.”

FUEL QUALITY

these

“Despite our international presence,

market. Our products are continually

specifications has been delayed, however.

The

implementation

Sasol remains a South African company,

being developed and optimised. It has

“Sasol, as a leader in ultra-low sulphur

which

been

technology fuels, has, in the meantime,

lubricants) are developed and tested under

performance, while at the same time

introduced Sasol turbodiesel ULS 10

local

providing optimum fuel economy,” he

parts per million (ppm), which is suitable

research facilities, for the South African

means conditions

that in

our our

fuels

(and

world-class

proved

that

they

deliver

high

concludes. |FOCUS

for the latest-technology vehicles. Sasol also supplies petrol with a similar lowsulphur content, which is available on Sasol forecourts, supplied by the Sasol Secunda refinery,” says Kock.

Caltex strives to make good diesel better

So, you might ask, what are companies such as Sasol doing to enhance the quality of their fuel? “Quality is a relative concept and could have different meanings depending on the context. Quality could mean the ‘right quality’ to enable new vehicle technology, the ‘right quality’ to ensure fit-for-purpose (or no-harm) operation or the ‘right quality’ for performance. Sulphur content is but one parameter (although one of the more critical ones) to describe fuel quality,” responds Kock. He goes on to say that, while enabling technology is largely addressed by the ultra-low sulphur content, Sasol fuels also contain advanced additive technology to ensure that they are both fit for purpose and deliver superior performance. “Furthermore, Sasol constantly has to find innovative solutions to the challenges of the day. One of the never-ending challenges is fuel consumption. For this reason, we are constantly looking at and testing new additive technologies to keep the engine and fuel systems clean and free of deposits, reduce internal friction in the engine, and assist the combustion process to optimise fuel consumption,” Kock explains.

On average, modern diesel vehicles

engine performance. As with any

burn 30 percent less fuel and produce

engine, keeping the fuel injectors clean

dioxide

is critical, since deposits can foul the

emissions than petrol vehicles. Diesel

injector spray pattern and hinder the

contains sulphur, however, which can

fuel/air mixing process, which can

be damaging to the environment.

result in decreased fuel economy and

Standard diesel is classified as 500

increased emissions.

percent

less

carbon

parts per million (ppm). Lowering the

Since the injectors are located inside

ppm concentration of sulphur results

the cylinder’s combustion chamber, a

in better diesel for the environment

diesel engine’s injectors are exposed

and for vehicles.

to tremendous heat, which makes

With

Caltex’s

Diesel

with

Techron D, all diesel vehicles can

them especially vulnerable to deposit formation.

benefit from the use of low-sulphur

In the latest diesel engines in

diesel. Caltex has introduced its 50

particular, each hole in a fuel injector

ppm diesel to accommodate the

nozzle may be as small as the width

increasing number of new diesel

of two human hairs. The potential for

vehicles entering the South African

negative consequences arising from

market that are specifically designed

injector deposits is therefore increasing

to operate on a maximum sulphur level

of 50 ppm. Many 4x4 vehicles, for

sophisticated, and the need for clean

example, require low-sulphur diesel in

injectors is greater than ever before.

order to perform optimally.

diesel

engines

become

During the course of its development,

The exclusive Techron D additive

Chevron tested the performance of the

has been tried and tested. It controls

Techron D additive in both old and new

deposits, helps maintain fuel injector

diesel engines, as well as in a range of

cleanliness and enables optimum

diesel fuel types, including biodiesel.

February 2015 |FOCUS| 23

vehicle

maintenance

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ON TRANSPORT AND LOGISTICS

24 |FOCUS| February 2015

vehicle

maintenance

Micro-managing

maintenance We go through the nuts and bolts of choosing to maintain vehicles on site or sending them to a dealer, and ask how to ensure that skilled hands are managing the wrenches

n the transport industry, reliable, well-

Isuzu Truck South Africa national service

maintained trucks are the lifeblood of

manager, Wayne Morgan, agrees. “Most

demand on-site servicing as well,” says Gram. Morgan adds: “Government institutions

an operator’s business. If something

customers don’t have the infrastructure

and vehicles operating within the mining

happens in some far-flung corner of

to service vehicles themselves and, when

industry have very strict rules for leaving

the country, immediate backup is required

comparing the cost to purchase or build

the premises. Most truck rental companies

to get the vehicle back on the road and to its

premises and equip them accordingly,

undertake their own servicing, as the vehicles

destination. This backup, together with the

franchise servicing is a better option.”

are their core business and the structure of

general maintenance of the vehicle, is often

Kgaogelo

Sebothoma,

service

and

their business caters for a workshop, and

provided by the vehicle original equipment

technical manager for Fuso Trucks at

manufacturer (OEM), but, in some cases, it is

Daimler Truck & Bus, says: “The dealer

usually includes a vehicle repair section.”

undertaken by the operating company itself.

network possesses the brand-specific

What would I need?

How do you decide which option is right

technical expertise to execute service,

Before diving in, Gram advises some careful

for you? And how do you ensure that the

maintenance and repairs on its brand of

consideration of certain issues. “There are

technicians working on your vehicles have the

vehicles, but, for some operators, it may

a number of factors to consider before

most up-to-date and relevant skill set to keep

be more convenient and cost-efficient to

setting up an on-site workshop, namely;

the wheels rolling?

maintain vehicles on site.”

fleet size, customer location, space, tooling

While the advantages of dealer servicing

and equipment requirements and the legal

Which way to go?

are

technical

aspects. If Scania has located staff at the

It would seem that the majority of the

support, repair and maintenance contracts,

customer’s premises, they can expect the

country’s transport operators choose to have

breakdown support, enhanced resale value

same service level that we offer in a workshop,

their vehicles maintained within the OEM

with a dealer full service history), maintaining

but on a smaller scale,” Gram says.

dealer network, “… at least for the Warranty

a vehicle on site is, in fact, sometimes the

period,” says Scania South Africa service

only option.

undeniable

(well-skilled

Sebothoma adds that staff (technicians and foremen), safety equipment, workshop

director, Steen Gram. “Through after-sales

“Operators within the passenger transport

products and service offerings tailor-made

sector (commuter buses) have scheduled

literature and brand-specific knowledge are

to customer needs, we see more and more

operating times and the demand on the OEM

Depending on the brand of vehicles in the

operators choosing the OEM to maintain

is for on-site servicing and repairs. Operators

fleet, certain OEM requirements for on-site

their vehicles.”

in the specialised application sector would

servicing will also need to be satisfied – though

imperative.

February 2015 |FOCUS| 25

vehicle

maintenance

most OEMs will work with the customer, not against them … “We offer some of our customers an agreement to provide their own service with very strict guidelines, but, if a customer has been approved to conduct their own servicing, the level of support from the manufacturer is the same as from a dealer,” Morgan explains. Knowing your torque wrenches from your trolley jacks Morgan warns, though, that finding the right staff is not as easy as one might hope. “Customers also realise that technology is changing at such a rate that finding skilled staff to maintain vehicles is very difficult and adds to the pressure of the transport business, which is already one of the most difficult industries in which to operate.” Ideally, says Gram, technicians should have a trade test qualification; including an N3 Certificate and three to five years of

Can you not worry about maintenance at all?

working experience. They should state what jobs they’ve performed (engine repairs/

Full maintenance leasing (FML) is an

lease the exact number of vehicles

option fast on the rise with companies

required for each contract won,

running fleets of smaller vehicles.

making costing and tendering and

“FML is like an operating lease.

project

management

easier.

The vehicle is owned by the financier,

“Overheads are kept to a minimum –

from whom the user rents, but with

when there is no project, there is no

one crucial difference – with FML,

vehicle,” explains Carike Bessinger,

the financier carries the responsibility

financial administrator from Ansys

and risks of maintaining the vehicle;

Limited.

including failures, breakdowns and

Belinda Olivier, fleet overseer at

tyres.” says David Molapo, head of

Dynamic Instruments, says that FML

Fleet Management at Standard Bank.

is more cost-effective in the long

“These costs are built into the monthly

term due to the tax advantages of

rental, which remains the same no

not having to buy vehicles as company

matter how many times the vehicle

assets. Olivier says FML had instilled

needs maintenance. At the end of the

new discipline into the company to

contract the risk of disposal resides

avoid repair charges from the financier

with us.”

when the time comes to hand back the

FML vehicles are leased over

vehicles. Each driver is held responsible

a certain period and for a certain

for unreported damage to the vehicle

distance (for example, 36 months/

that he drives.

120 000 km). The contract usually comes

parameters

end

are

when reached,

Olivier says that FML only makes

these

sense for the light vehicles used by

but

the company. “The heavy-duty trucks

extensions can be negotiated. There are measurable benefits to FML. It can allow a company to

used by the company, often fitted with cranes, last so long that it pays to purchase them outright.”

service

and

maintenance/gearboxes/

wheel alignment, and so on). “If they have attended other training courses, such as OEM or health and safety training, this is also advantageous.” “We have found that the best way to employ technicians is through a four-year apprentice programme, where the apprentice works within a service facility learning from a journeyman. At the end of the apprenticeship, the skills base can be assessed,” Morgan says. “Technicians need to undergo dedicated training

programmes

continuous

skilled,” Sebothoma points out. Individual OEMs have specific training requirements and offer theoretical and practical modules in order for technicians to work on their vehicles. Making the right decision Vehicle operators are exceptionally savvy; knowing what they need from their vehicles, what they expect from the OEM and how to crunch the numbers for optimal costs and profits. Deciding on which servicing and maintenance route to pursue is a decision to be considered wisely and in partnership with the OEM. |FOCUS

26 |FOCUS| February 2015

and

assessment; even those who are highly

T HE J UPITER D RAWING R OOM (CT) 45439/E

vehicle

maintenance

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February 2015 |FOCUS| 27

MARKET review

EHCVs and buses to the rescue in 2014

FRANK BEETON reflects on the fourth quarter, and full year, of 2014

t was noted, with considerable regret, that Mercedes-Benz South Africa recommenced the practice of reporting only aggregated monthly sales data for its Mercedes-Benz, Freightliner and Fuso commercial vehicle brands to the national Department of Trade and Industry (dti) during the fourth quarter of 2014. This practice of limited disclosure had been previously abandoned by the company in March 2013, and its resumption is presumably a result of a directive from its overseas principals. Given the acknowledged importance of vehicle sales statistics in monitoring the state of health of the national economy, this decision, by a major player in the commercial vehicle market, to withhold detailed sales reporting cannot be welcomed, as any deterioration in the quality of this data will, inevitably, compromise the ability of both public and private sector organisations to plan for the future. Unfortunately, the company withholding this data is a major participant in all four segments of the commercial vehicle market, and the absence of its detailed inputs will seriously impair the value of detailed trend analyses in the total market and its individual segments. We trust that efforts to resolve this situation will bear early fruit. In the meantime, the National Association of Automobile Manufacturers of South Africa (Naamsa) has estimated the breakdown of these aggregated

28 |FOCUS| February 2015

sales to individual model and variant levels. The following analysis has processed the resulting data on the assumption that it is the most accurate reflection of the true market composition currently available. Readers should please bear this situation in mind when comparing this analysis and its conclusions with previous articles in FOCUS’s series of market reviews. TRUCK MARKET RESULTS The final outcome for the South African truck market in the 2014 calendar year, as reported by Naamsa and subject to the circumstances described above, was a total of 31 551 units sold. This was the fourth highest total recorded in the history of the market, having only been exceeded by the 2006, 2007 and 2008 volumes, and it improved on the 30 924 unit volume recorded in 2013 by a margin of 2,03 percent. The market finished 2014 strongly, with the total volume of 2 572 trucks, buses and vans reported during the month of December, 2014, improving on the corresponding result recorded in December, 2013, by 10,5 percent. This reflected a concentrated effort by several prominent suppliers to maximise vehicle deliveries before the end of the year. In the comparison of the estimated individual segment performances for 2014, against their

QUARTERLY REVIEW This commentary reflects the state of the South African commercial vehicle market for vehicles with gross vehicle mass (GVM) ratings above 3 500 kg, as reported to the National Association of Automobile Manufacturers of South Africa (Naamsa). In line with the current reporting regime of that organisation, the market has been divided into the following segments: MCV – medium commercial vehicles, 3 501 to 8 500 kg GVM HCV – heavy commercial vehicles, 8 501 to 16 500 kg GVM EHCV – extra-heavy commercial vehicles, 16 501 kg GVM and above. Buses – passenger vehicles, 8 501 kg GVM and above. The review period for this commentary is the fourth Quarter of 2014 – i.e. October to December, 2014, inclusive – and also the 2014 calendar year. These reviews are presented on a quarterly timescale, in order to reduce the impact of short-term market distortions which are often created by specific bulk-buy deliveries, the launch of new products, and/ or the run-out of obsolete product ranges.

MARKET review

Manufacturer Annual Performance 2014 Manufacturer Mercedes-Benz SA Change Volvo Group SA Change Isuzu (GMSA) Change Hino/Toyota Change MAN Group Change Scania Change Iveco Change Tata Change Volkswagen Comm Change FAW Change Powerstar Change AMH/AAD Change Babcock/DAF Change JMC Change Fiat Change Ford Change Peugeot Change Citroën Change VDL Change Totals

2 357

711

EHCV Units 4 314

232

7 614

657

1 311

3 704

109

5 781

2 300

1 279

458

4 050

2 278

1 156

410

3 844

124

1 441

498

2 063

MCV Units

HCV Units

Bus Units

Total Units

1 796

235

2 031

841

102

457

1 444

526

509

229

115

1 379

1 165

245

315

582

469

473 297

297

247

196

161

11 017

5 441

13 840

1 253

31 551

equivalent 2013 outcomes, only the entry-level medium commercial vehicle (MCV) segment deteriorated significantly – ending 2014 some 4,9 percent off its previous year result. In absolute terms, the cruiserweight heavy commercial vehicle (HCV) segment ended only three units short of its 2013 outcome, but the premium payload extra-heavy commercial vehicle (EHCV) and bus segments each returned substantial year-on-year volume improvements over the full 12-month period, to the tune of eight and 19,8 percent, respectively. It was pleasing to note that the market, despite some fairly serious environmental challenges during the past 12 months, ended 2014 with a measure of positive growth, which was better than the expectations of a flat yearend outcome that were widely held in the supply industry mid-way through the year. At that time, a combination of unresolved and widespread industrial action, escalating fuel prices and two interest rate hikes had undermined confidence in earlier consensus industry expectations of two to 3,5 percent year-on-year growth. It must be recognised, however, that the main engine behind this growth has been the outstanding performance of the EHCV segment, which has been driven largely by commercial activities across South Africa and outside of its borders, as well as a change in the acquisition policies of major operators to shorten their replacement cycles.

Market Share This Year Last Year 24,13 25,78 -1,67 18,32 16,4 1,92 12,84 13 -0,16 12,18 12,77 -0,59 6,54 6,71 -0,17 6,43 5,26 1,77 4,58 4,29 0,29 4,37 5,28 -0,90 3,67 3,06 0,63 1,84 1,08 0,76 1,50 1,69 -0,19 0,94 1,43 -049 0,78 0,37 0,41 0,62 0,68 -0,06 0,51 0,44 0.07 0,29 0 0,29 0,28 0,67 -0,38 0,10 0,37 -0,26 0,02 0,06 -0,03

SEGMENTATION DYNAMICS The premium payload EHCV segment has maintained its position as the market leader during the fourth quarter of 2014, albeit with a slightly reduced penetration level of 40,5 percent, compared to the 45 percent recorded in the preceding quarter. The entry-level MCV segment gained some market share as a result of the recovery in local trading conditions following the termination of lengthy strike actions in the mining and manufacturing sectors. It posted a penetration of 36,7 percent in the fourth quarter; up from the 33,6 percent level occupied in the previous review period. Similar macro-economic influences supported a substantial market share recovery by the cruiserweight HCV segment, which elevated its position from 17,4 percent in the third quarter to 18,6 percent in the quarter just completed. The passenger bus segment, at 4,3 percent total market penetration in the final threemonth period, has continued to benefit from deliveries of vehicles to several bus rapid transit (BRT) networks, and has been on a gentle, but persistent, upward trend, in terms of market share, since the beginning of 2014. We have noted that the market share positions occupied by the three goods-vehicle segments at the end of 2014 were remarkably similar to those held one year earlier. This seems to indicate that the displacements that

Market Position This Year Last Year 1 1 2 2 3 3 4 4 5 5 6 7 1 7 8 1 8 6 -2 9 9 10 12 2 11 10 -1 12 11 -1 13 17 4 14 13 -1 15 16 1 16 n/a n/a 17 14 -3 18 17 -1 19 19 -

took place during the year (elevation of the EHCV segment, and depression of the MCV and HCV segments) were the result of external influences rather than any significant change in the purchasing habits of South African operators. Once conditions in the domestic economy had stabilised, established buying patterns quickly re-emerged. This could be an important consideration to be borne in mind when planning marketing strategies going forward. The fourth quarter review of application performance levels within the MCV segment has freight carriers at 63 percent, integral vans at 31,6 percent, buses at 1,9 percent and tippers at 3,5 percent. This reflects a slight weakening of the freight carrier share, down from 67,2 percent in the third quarter, and a slight increase, from 29,9 percent, for integral vans. Research, carried out during 2014 in the MCV universe, revealed that an inordinately high percentage of integral vans (estimated at some 60 to 80 percent of total sales), are being converted in the aftermarket for passenger-carrying (midibus-taxi) duties. This argues against the notion that integral vans and freight carrier chassis/cabs are in competition for the same end-user market. It suggests rather that the shifts in this set of market share dynamics are a reflection of broader influences acting on the differing vehicle types, rather than any fluctuations in operator preferences

February 2015 |FOCUS| 29

MARKET review

at the lower end of the freight transport spectrum. We are still faced with the less than perfect market reporting caused by the unreported aftermarket conversion of integral van units into ambulances and midibuses, and freight carrier chassis/cab units being bodied as tippers, or commuter buses. These conversions are not currently reflected in the Naamsa statistics.

application of such a transmission to arrive in South Africa. The latest Canter line-up also introduces new crew-cab configuration to the range (see FOCUS October 2014).

MANUFACTURER PERFORMANCE The accompanying chart illustrates the relative market performance and ranking of each participating manufacturer in the year just completed, as compared to the returns for the immediately preceding year. The groupings contained in this section of the report are based on the rule that if a manufacturer/group sells more than one brand through its distribution channels, then all sales for those brands will be consolidated in the result for the manufacturer/group. Thus, Mercedes-Benz includes Freightliner and Fuso. Toyota/Hino contains both brands. MAN includes Volkswagen (Constellation) trucks and Volksbus passenger units, but not VW commercial vans (listed separately), while Volvo Trucks includes Volvo Buses, UD Trucks and Renault Trucks. Please note that, owing to Naamsa’s estimation of Mercedes-Benz, Freightliner and Fuso sales and the resulting total market and individual segment volumes, we have not commented on supplier market shares, as these are factually unknown. The market shares listed in the chart are, therefore, not necessarily accurate, and are included only for continuity. Our comments below will, therefore, concentrate only on absolute sales volumes and overall market positions for each individual supplier.

Volvo Group Southern Africa The Volvo Group Southern Africa occupied its now customary runner-up market position during 2014, with an improvement of 14 percent in the absolute total of units delivered when compared to its 2013 outcome. The group also held on to leadership of the HCV segment through the efforts of constituent member UD Trucks, and recorded a 21 percent gain in EHCV deliveries; mainly due to excellent early marketplace acceptance of newly introduced Volvo premium truck models. Renault Trucks launched its striking new K and C-ranges of construction specialist trucks during the fourth quarter, while UD Trucks reported the production run-out of its U41 MCV line-up in October. There has still been no firm announcement regarding the launch timing of the successor entry-level product, expected sometime during 2015, and the temporary absence of a presence in the MCV segment is likely to soften the Group’s overall market performance until this event takes place. UD will also launch its Thai-sourced Quester “emerging markets” EHCV range during the first quarter, further progressing the Group’s evolving strategy to reposition its constituent brands for less internecine overlap in the local market. The Volvo Group is building a rationalised regional parts distribution centre in Johannesburg; part of its policy of rationalising back office functions across the family.

Mercedes-Benz SA For reasons now explained, we can only report that the Mercedes-Benz family probably retained its overall leadership position in the market during 2014, with an estimated reduction of 4,5 percent in the volume of units delivered when compared to the 2013 outcome. It is also not possible to comment accurately on the individual performances of the constituent Mercedes-Benz, Freightliner and Fuso brands. The most important product event that took place during the fourth quarter of 2014, was the launch of new generation Fuso Canter LIFT range with its pioneering Duonic dualclutch gearbox; claimed to be the first truck

Isuzu Truck SA (GMSA) The intense battle between Isuzu Truck SA and Hino/Toyota for occupation of third spot in the supplier rankings continued throughout 2014, with the former emerging victorious at the end of the year, thanks to a 0,8 percent margin of improvement, in the number of vehicles delivered, in comparison with the previous year’s outcome. This increase was spread evenly over all market segments, with the exception of the EHCV category, where Isuzu delivered nine percent fewer vehicles than in 2013. Isuzu has built its recent run of success on the exploitation of important market niches, but recent product introductions by direct competitors should increase the level of

30 |FOCUS| February 2015

competition in a number of these areas during 2015. Hino/Toyota Toyota SA’s truck specialist division delivered 2,6 percent fewer units in 2014 than had been the case in the smaller total truck market one year earlier, but retained fourth position in the overall ranking of suppliers. During the year, third position in the rankings was achieved in two quarters out of four, while a considerably improved EHCV segment volume performance of 410 units was recorded. This latter outcome provides a firm base for the stated objective of the new management team to improve performance in this segment going forward. Other goals include raising the annual volume target to 4 000 units; some

Isuzu Trucks held on to third spot in 2014’s market rankings, holding off fierce rival Hino.

MARKET review

four percent above the 3 844 unit final total registered in 2014. New dealer premises were also opened in Tshwane during the fourth quarter of 2014. MAN Group The MAN Group’s 2014 sales volume ended 0,6 percent off its equivalent 2013 performance, resulting in a retained fifth position in the market standings. The group has re-established some level of dominance in the local bus segment, with 2014 deliveries of just less than 500 units, including continuing supply of 120 Lion’s City A84 buses ordered by Tshwane Bus Services, and the handing over of 12 new Performance Based Standardscompliant 172-passenger HB3 bi-articulated buses to Buscor.

One of the major challenges facing the Group’s recently reconstituted local management team will be to breathe some new life into the Brazilian-sourced Volkswagen Constellation range, which continued to disappoint in 2014 with 40 percent fewer sales than those recorded one year earlier, and very little presence in the cruiserweight HCV segment. Scania Scania experienced a highly successful year in 2014. It delivered nearly 25 percent more vehicles than in 2013, and was promoted from seventh to sixth position in the market listings. This improvement in performance was reflected in both the EHCV and bus segments, where Scania

currently conducts all of its South African business. Recent features of its local marketing model include an in-house financing facility, extensive driver training, a fleet of used trucks available for rental operation, and a free fleetmanagement solution with every vehicle sold. Scania has continued its efforts to promote alternative fuel usage in passenger transport, and recently sold ten CNG-fuelled K280 buses to Unitrans Passenger. Iveco Much publicity has recently surrounded the opening of Iveco’s $US 70 million (R814,5 million) Rosslyn truck and bus assembly facility, which is operated in partnership with the Larimar Group, and the concurrent launch of

February 2015 |FOCUS| 31

MARKET review

new Eurocargo series cruiserweight trucks, including 4x4 models. Appropriately, this was accompanied by a year-on-year market ranking improvement from eighth to seventh position, on the back of a 8,8 percent gain in absolute vehicle deliveries. It was noted that increased visibility for the parent CNH Industrial organisation was a feature of publicity surrounding the events described above, as was the appointment of Eamonn Parker as managing director of the local Iveco operation. Tata Tata’s 2014 outcome included a reduction of 15,6 percent in the absolute number of vehicle deliveries, and demotion from sixth to eighth position in the overall ranking of suppliers. The bright spot in this Indian manufacturer’s performance during the year was a 5,5 percent improvement in bus deliveries, leading to confirmation that it is now a significant participant in the passenger vehicle segment. FAW Chinese

manufacturer

FAW,

Powerstar sales were down 32 9,4|FOCUS| percent in February 2014. 2015

having

inaugurated its Coega assembly facility early in the third quarter, recorded an impressive 74 percent improvement in sales volume in 2014 over its 2013 performance level. In the process, the company earned promotion from twelfth to tenth position in the market rankings. The year-on-year volume improvement was spread across all three goods vehicle market segments, and was particularly notable for the 245 units reported in the cruiserweight HCV category. Powerstar Powerstar’s 2014 outcome, in comparison with one year earlier, included a 9,4 percent reduction in absolute deliveries, and demotion from tenth to eleventh position in the supplier standings. Notably, this brand has now established a regular presence in the cruiserweight HCV segment of the market in addition to its regular participation in the EHCV category. During the fourth quarter, a restructuring of the holding company, Ever Star Industries, was announced, along with the reintroduction of the

Shaanxi-sourced Powerland truck range and other construction-related products. AMH/AAD Despite the well-publicised opening of its Apex commercial vehicle assembly facility during the third quarter, the Imperial Group’s truck operation, which currently handles Hyundai’s MCV truck line-up, lost considerable ground in 2014. It recorded 32,8 percent fewer unit sales than the year before, together with a loss of one position in the market standings, to finish in twelfth place. Future plans for the local plant include an increased level of local content inclusion and the export of 20 percent of its output to Botswana and Namibia. Babcock/DAF Babcock/DAF’s reported 2014 sales deliveries of 247 trucks – an improvement on the equivalent situation in 2013 of no less than 115 percent. This resulted in a quantum leap up the market rankings for this supplier from seventeenth to thirteenth position. Part of this

MARKET review

success could be ascribed to an order for 133 XF105.460 truck tractors placed by Ngululu Bulk Carriers, reported to be the largest South African order received by the organisation to date. JMC JMC’s market participation is currently restricted to the MCV segment, and its reported volume of deliveries fell off slightly in 2014, by a measure of 7,1 percent, when compared to its 2013 result. This was accompanied by demotion from thirteenth to fourteenth position in the overall ranking of suppliers. VDL Developments at bus chassis specialist supplier VDL during 2014 included a management reorganisation prompted by the departure of well-known industry personality Sam Mansingh. The total sales of only seven units reported during the year just completed was less than half of the 19-unit total recorded one year earlier. This resulted in the retention

of nineteenth and last position, in the overall market order of merit. European van manufacturers Five vehicle manufacturers compete in the MCV segment of this market with Europeansourced integral vans and their derivatives; these being Volkswagen Commercials, Ford, Peugeot, Citroën and Fiat. Ford has only recently returned to the MCV segment of this market. The company began reporting its Transit/Tourneo family of vans and people movers from the third quarter of 2014, and had moved into sixteenth position in the rankings by year’s end. Of the others, ninth-placed Volkswagen and fifteenth-placed Fiat recorded year-onyear sales growth in 2014 (to the tune of 23 percent and 19 percent respectively), while the related seventeenth-placed Peugeot and eighteenth-placed Citroën brands suffered volume reductions of 56,5 percent and 70,4 percent respectively. It was noted that Citroën did not report any sales in this category during the fourth quarter. Non-reporting manufacturers Readers should note that local sales volumes of several commercial vehicle brands, including Dongfeng, Yutong, Foton and Ashok Leyland, are not yet reported to Naamsa, and are, therefore, excluded from the comments and data contained in this report. GENERAL MARKET COMMENTS In a recent review of the exchange rate trends of important truck-sourcing foreign currencies versus the rand, it was noted that the movements of the United States dollar, euro and Chinese yuan followed broadly similar patterns, but those of the Brazilian real and Japanese yen have taken radically different routes. Using a common base value of 100 for all the exchange rates prevailing on the first day of 2013, the positions of the first three currencies were at levels of 128, 122 and 131, respectively, on November 5, 2014, whereas the real and yen were positioned at 106 and 94 respectively on the same date. Should this situation persist, it is likely to have quite a significant impact on the comparative local prices of vehicles, components and parts sourced from these important manufacturing world areas. On November 23, 2014, the dti published the approved version of its Programme Guidelines for the Medium and Heavy

Commercial Vehicles Automotive Investment Scheme. This differs materially from the original document published on July 1, 2014, in that local assembly of truck cabs will become a non-negotiable qualifier for participation in the scheme from April 1, 2016. It also includes a provision allowing bus and truck body manufacturers to access incentives, provided that they form part of the supply chain linked to medium and/or heavy commercial vehicle original equipment manufacturers. The introduction of the cab assembly qualifier is not likely to materially influence the position of manufacturers already active in the South African market, who have decided, on economic grounds, to import their cabs in builtup and finished condition. On the other hand, the inclusion of the bodybuilding fraternity into the programme presents as a positive move, in that local manufacture of relatively simple bodywork makes more commercial sense than re-inventing the upstream base vehicle production and assembly process. We understand that discussions on this matter between the commercial vehicle supply industry and the dti are continuing, presumably because it does not appear that the programme, even in its updated form, will have much influence on established South African vehicle manufacturers, importers or their suppliers. There can be no doubt that the recent declining trend in local fuel prices, which are now at levels similar to those prevailing some two-and-a-half years ago, has been enormously beneficial to the road transport industry. Fuel makes up a major proportion of truck running costs, particularly for operators involved in long-distance high-utilisation applications, and the recently announced reductions in the regulated wholesale price of diesel are sure to be reflected in improved bottom lines for operators of all sizes. The recent decline in global crude oil prices, despite some rand weakness, has worked in South Africa’s favour, and promises to mitigate inflationary trends in the local economy, with resulting interest rate stability, for some time to come. While serious challenges in the power supply area and labour relations environment are still a prospect, and their impacts on the local economy difficult to predict, the consensus industry forecast of 4,6 percent growth for the 2015 truck market, to an absolute level of around 33 000 units, appears achievable at this early stage of the year. |FOCUS

February 2015 |FOCUS| 33

light ????? brigade ?????

Refreshed and reinvigorated

The Renault Kangoo, last featured in April 2012, has undergone a mild facelift and engine upgrade – addressing one of GAVIN MYERS’s biggest concerns

he automotive “midlife facelift” exists

for

number

reasons. A restyled body and interior, improved engines and

mechanicals, updated features, and even all-new models, are added – anywhere from three to five years into the vehicle’s life cycle – to keep the range up to date, refreshed and appealing in the face of newer

competition. The facelifted Renault Kangoo Express has benefited from its midlife refresh in some very important aspects, but, strangely, not in others … Focusing on the core changes, Renault has updated the Kangoo’s looks to more closely align with the rest of its portfolio. The large Renault badge sitting proudly in the bold front grille, flanked by redesigned headlights, endows the new model with a funky, yet smart, front end. The remainder of the vehicle largely remains as it was, with black plastic bumpers, mirrors, door handles, and bump strips. As the main shell of the body remains unchanged, so do the interior and load dimensions: payload weighs in at 800 kg, while the load volume measures three cubic metres from load-compartment dimensions of

34 |FOCUS| February 2015

1 476 (l) x 1 218 (width between the wheel arches) x 1 251 mm (h). The second aspect of the update has addressed my biggest concern with the old model; the 1,6-litre eight-valve engine that wasn’t strong enough for the application. Renault has replaced it with a new 1,6-litre 16-valve engine. The 16-valver is noticeably stronger; producing 77 kW at 5 750 r/min and 148 Nm torque at 3 750 r/min. That’s, roughly, a 20 percent increase in power and 15 percent increase in torque. These gains are very welcome in terms of everyday driveability, pulling power and fuel consumption – Renault claiming 7,7 l/100 km as opposed to the previous 8,2. The remainder of the driving experience is very much the same. The Kangoo grips and handles well and the anti-lock braking system (ABS) equipped brakes, with Electronic Brakeforce Distribution, are strong – albeit with soft, long, difficult-to-modulate pedal travel that can result in one uncomfortably applying more pressure than is needed. The driver’s seat is comfortable and the cabin is simple and functional. However, there are some issues … First, Renault has removed

the overhead parcel shelf; significantly reducing cabin storage space. Access to some of the storage trays between the front seats is also compromised, due to the oddly designed “aviation-style” handbrake lever. Significant blind spots behind the driver and to the side, especially when looking left, also hamper the driving experience – wide-angle mirrors should definitely have been a feature of this facelift. Standard equipment includes a rubberised load bay, a driver’s airbag, air-conditioning, an on-board computer, follow-me-home lights and remote central locking. An MP3- and Bluetoothequipped radio is available as a dealer extra. The Kangoo Express benefits from Renault’s standard five-year/150 000 km mechanical warranty, six-year anti-corrosion warranty and three-year/60 000 km service plan – all included in the R209 900 purchase price. Overall, it’s nicer to drive and live with than the significantly more expensive Nissan NV200 1,6, but it can’t quite match Volkswagen’s Caddy 1,6 which, however, is R5 000 more expensive and does not include standard air-conditioning. For something a little different, and a little less expensive, the facelifted Kangoo is definitely worth a look. |FOCUS

light brigade

Exhibition Focus Areas Automechanika Johannesburg represents the ideal opportunity to:

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Showcase to the automotive aftermarket in a face-to-face environment where visitors can experience your products or services first-hand. Generate sales leads, advance the sales cycle and close sales Build relationships with prospects and meet new industry role players Cross-sell existing clients by informing them of products or services they may not be aware of Recruit new clients and distributors Build your brand and increase market awareness of your brand Launch new products/services or new applications and enhancements of your existing products/services.

www.automechanikasa.co.za Cement your position as an industry leader by entering the Innovation Awards staged alongside Automechanika Johannesburg. Open to entries demonstrating the latest technological advances and innovations the Awards provide a foretaste of the automotive aftermarket of the future. Enquiries: Wynter Murdoch – wynter@thefuture.co.za

Register for the Truck Competence listing and display the decal on your exhibit stand to demonstrate your capabilities in the commercial vehicle sector. Covering the entire value chain of the commercial vehicle aftermarket from parts and components to specialist workshop and collision repair equipment the Truck Competence programme recognises the important role of the commercial vehicle sector. Enquiries: Philip Otto – amsa@sashows.com

Planning of the Automechanika Academy programme is underway in consultation with industry associations and organisations. The programme of conferences, workshops and demonstrations is designed to keep you updated on the latest trends and technologies in the industry. Enquiries: Robert Kaiser – robert@automechanikasa.co.za

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Enquiries: Robert, Perusha or Tina Tel: +27 11 494 5003 | e-mail: amsa@sashows.com

www.automechanikasa.co.za February 2015 |FOCUS| 35

WORLD ON

WHEELS

Africa shifts into

top gear

Our continent has become a popular investment destination over the past few years, so the role of transport and logistics has taken on greater significance. Africa’s future growth and development will depend on the quality of its infrastructure and the efficiency of its transport networks. CLAIRE RENCKEN reports

n 2013, PricewaterhouseCoopers

In fact, when it comes to roads, ports and

quality among the countries studied. Only

(PwC) conducted a study focusing

air transport infrastructure, South Africa

14 percent of roads are paved in Kenya and

on ten African transportation and

actually scores better than China, but the

its capital city, Nairobi, suffers from massive congestion too.

logistics “hotspots”, namely Algeria,

People’s Republic has a clear edge when

Angola, Democratic Republic of Congo (DRC),

it comes to rail. Transport and logistics

Where roads are currently adequate,

Egypt, Ghana, Kenya, Mozambique, Nigeria,

companies entering the market need to

road maintenance is looming as a potential

South Africa and Tanzania.

understand local constraints and plan

problem. For example, Nigeria’s roads

accordingly.

carry more than 90 percent of domestic

According to the report, based on the findings taken as a whole, Africa’s

passengers and freight. However, capital

infrastructure lags well behind that of the

Getting around local

expenditures there aren’t keeping up with

rest of the world. However, between the

markets

the need for preventive maintenance – just

regions, there are significant differences.

Most freight in Africa gets transported via

three quarters of federal roads are in good

While none of the African countries

road, yet most of the continent’s roads are

or fair condition, and regional roads are in

analysed comes close to the United States,

still unpaved, and many paved roads are in

worse shape. The situation is similar in other

and China still has an edge too, South

poor condition. Quality tends to deteriorate

African countries.

Africa’s overall transport infrastructure has

significantly once you leave international

an almost identical score to that of India,

trunk roads.

Africa’s rail networks are generally in even worse shape than its roads. In many

and scores better than Indonesia. Egypt and

The situation is particularly dire in the

countries, most rail lines are still left over

Kenya score lower, but they’re still ranked

DRC and Angola – and even in Kenya, which

from the colonial period. They are in poor

higher than Vietnam.

scored just below South Africa in road

state of repair and are out of date.

36 |FOCUS| February 2015

E E

LD ON W

E There are some notable bright spots,

According to experts, this stretch of road

of Luanda); at Lobito in Angola; at Lekki in

however – between 2006 and 2011, South

isn’t an available freight route at present,

Nigeria; in the east at Lamu in Kenya; and

Africa invested more than US$ 5 billion

with some sections unfinished and others

Musoma in Tanzania. While these projects

(about R56 billion) in railways. That’s had a

frequently subject to floods. However, in the

will be a big step in the right direction,

profound impact – but investments are set

future it could develop into a viable corridor.

demand is rising even faster and congestion

to increase further in the coming years, as

What about rail? Regional integration

South Africa still lags well behind China and

with new rail lines and the extension of

In the south, Durban is indisputably the

India in rail infrastructure. Mozambique also

existing tracks has started in southern and

number one port – not only in southern

has major plans to improve its rail network;

eastern Africa. South Africa is collaborating

Africa, but the whole of the continent. In the

start-up difficulties notwithstanding.

with Swaziland on a joint rail project. In the

north of Africa, by far the most important

east, Tanzania is working with neighbours

shipping route is the Suez Canal in Egypt.

Connecting within and

Rwanda and Burundi on plans to link the

The transhipment centre of Port of Said has

across Africa

gateway city of Dar es Salaam with Kigali

emerged as a state-of-the-art facility since

One of the most important factors in Africa’s

in Rwanda and Musongati in Burundi. And

it began operations in 2004, serving the

future development will be increasing cross-

Kenya is already connected to neighbouring

Mediterranean as well as the entrance of the

border trade, both within Africa and with the

Uganda via rail. Rail integration in the west is,

Suez Canal.

rest of the world. That means solid road and

however, almost non-existent.

rail networks that span regions and, indeed, the continent will be required. There are already a number of trans-

will remain.

While there are a number of competing ports in both eastern and western Africa,

Gateways to the rest of the

there are big issues with capacity and

world

efficiency.

African highways, and several, like the Lagos-

While transport within Africa is important,

Africa has a number of international

Abidjan highway through West Africa, already

so is getting the continent connected to the

airports for passenger traffic across the

include expansion plans. A quick look at the

rest of the world. That’s where gateways –

continent. The busiest ones are O.R. Tambo

map suggests that the highway network

ports and airports – come in. Ports are by

International Airport in Johannesburg, South

provides good access for road travel all

far the most important entry point to the

Africa (with a capacity of almost 21 million

across the continent.

African continent with most goods travelling

passengers annually) and Cairo International

Sadly, appearances can be deceiving.

by ship, but there aren’t enough ports to

Airport in Egypt (which processes 13 million

Road quality is very patchy on these highways.

handle existing traffic, much less to allow for

passengers annually).

While some offer a good transport route,

growth.

others are in such a bad state of repair that they are essentially unusable. One example is the Beira-Lobito corridor.

So, Africa certainly has what it takes

That’s set to change. There are currently

to be the next land (or rather continent) of

plans to build, or significantly expand, five

economic opportunity. Here’s hoping we get

ports – in the west at Barra do Dande (north

it right! |FOCUS

February 2015 |FOCUS| 37

FOCUS ON AIR

The air transport industry certainly had some highs and devastating lows during 2014 … What does 2015 have in store for this sector? JACO DE KLERK investigates

ast year delivered a major milestone in the air transport industry as Tony Tyler, director general and CEO of the International Air Transport Association (IATA), explains: “The year 2014 marks the centennial of the birth of commercial flight.” * Heartbreakingly, 2014 saw some major sorrow as well … On March 8, Malaysia Airlines Flight 370 (MH370) mysteriously disappeared en route to Beijing (China) from Kuala Lumpur. This led to the largest and most expensive search in aviation history. However, no debris of any kind has been found from the flight. July 17 brought more sadness when flight MH17 was shot down while flying across an area of conflict near the UkraineRussia border. “Last year was marred by the two terrible tragedies of MH370 and MH17,” Tyler reiterates. “Our thoughts and prayers go out to all those involved. And, as with any accident, we will learn lessons from each one in order to make the industry safer.” Despite these and other heartbreaking headlines, air transport remains a driver for the global economy. “Without aviation our world would be very different – less connected and much less prosperous,” says Tyler. Preliminary figures for scheduled services, released by the International Civil Aviation Organisation (ICAO), reveal that

3,2 billion passengers used air transport for their business and tourism needs last year. “The annual total of passengers was up approximately five percent compared to 2013 and is expected to reach over 6,4 billion by 2030, based on current projections,” the organisation points out. “Aircraft departures reached 33 million, globally, during 2014, establishing a new record and surpassing the 2013 figure by roughly one million flights.” The ICAO adds that solid global economic growth and improving world trade helped world-scheduled passenger traffic grow at a rate of 5,9 percent in 2014 (expressed in terms of revenue passenger-kilometres or RPKs), compared to 5,5 percent in 2013. “The Asia-Pacific region was the world’s largest air travel market in 2014, with a 31-percent share in terms of world RPKs,” it states. “The second and third-largest air travel markets were Europe and North America, representing 27 percent and 25 percent, respectively.” The Middle East region (accounting for nine percent of world RPKs) recorded the fastest growth rate at 12,8 percent. “The region comprising Latin America and the Caribbean increased by a solid 5,9 percent, while African growth registered in at 1,5 percent,” notes the ICAO report. World scheduled freight traffic, measured in freight tonne-kilometres (FTKs), grew strongly by 4,6 percent in 2014, a rebound from the 0,4-percent growth rate registered

CLEAR

in 2013. The ICAO report states that this is a reflection of improvement in world trade. The report shows that the Asia-Pacific region was the largest air freight market in 2014 with a 40-percent share in terms of world FTKs. Europe and North America came in at 22 percent and 21 percent, respectively, while Middle Eastern airlines recorded the fastest growth in freight traffic in 2014 with a growth of 11,3 percent. It’s no wonder that the IATA announced an outlook for improved industry profitability in its Economic Performance of the Air Transport Industry report. It notes that airlines reached a collective, global net profit of around US$ 19,9 billion (more than R230 billion), up from the US$ 18 billion (around R210 billion) projected in June. “For 2015 we see airlines making a collective US$ 25 billion (around R290 billion), net profit, says Tyler. “Stronger industry performance is good news for all. It’s a highly competitive industry and consumers – travellers as well as shippers – will see lower costs in 2015 as the impact of lower oil prices kicks in,” he points out. The report notes that, after adjusting for inflation, average return airfares (excluding taxes and surcharges) are expected to fall by some 5,1 percent on 2014 levels, and cargo rates are expected to fall by a slightly higher 5,8 percent.

skies? 38 |FOCUS| February 2015

FOCUS ON AIR

Tyler continues: “Airline investors will see return on invested capital move closer to the weighted average cost of capital. And a healthy air transport sector will help governments in their overall objective to stimulate the economic growth needed to put the impact of the global financial crisis behind them at last.” Operators shouldn’t keep their heads in the clouds, however, as the expected US$ 25 billion (R290 billion) net, posttax profit represents a 3,2 percent margin. Tyler explains: “At the global level we must recognise that a US$ 25 billion (R290 billion) profit on revenues of US$ 783 billion, (more than R 9,1 trillion), amounts to a net profit margin of just 3,2 percent. That’s just a little better than the 3,1 percent margin generated in 2010. On a per passenger basis, airlines will make about US$ 7,08 billion (R82,3 billion).” He puts this into context: “By comparison, Starbucks can charge about US$7 (R80) for a coffee in Switzerland. Let’s assume that

the average global margin of 14 percent applies. If that is the case, Starbucks will retain as much from selling seven cups of coffee as an airline will make selling an average ticket.” Tyler continues: “The industry story is largely positive, but there are a number of risks in today’s global environment – among them political unrest, conflicts and some weak regional economies. And there is not much of a buffer to absorb a significant change for the worse in the operating environment.” He remains positive, however: “It is an exciting prospect to think that in the next 20 years more than twice as many passengers as today will have the chance to fly. Air connectivity on this scale will help transform economic opportunities for millions of people.”

Tyler concludes: “The first century of air travel has seen about 65 billion passengers take to the sky. The next 65 billion will fly in just the next 20 years.” * It all began with a 23-minute flight, in the United States, across Tampa Bay, Florida, on January 1, 1914, thanks to three visionaries: Percival Fansler, an entrepreneur who saw commercial opportunity in the technology of flight; Thomas Benoist, who built the aircraft; and Tony Jannus, who safely piloted the plane to its destination. “They could see the value in transporting people quickly over geographic obstacles,” Tyler points out. “But, more importantly, there was a fourth man, Abram Pheil, who understood the value well enough to purchase the first air ticket at an auction.” |FOCUS

February 2015 |FOCUS| 39

trailer steering

Manoeuvring a rig along tight routes, through busy intersections or into small spaces is often tricky for even the best of drivers, but it doesn’t have to be …

magine a 22 m truck and trailer that can turn like a car. Not possible? Of course it is. You don’t even need a special horse, just some extra steering axles … on the trailer. And not a special imported unit, either – you can now buy a locally made trailer, fitted with one of the leading trailer steering systems available: the Tridec trailer steering system. Part of the Jost Group, Tridec is now offered locally. “We are the only supplier in South Africa that supplies a trailer steering system to local trailer builders,” says Christo de Clerk, product manager: Tridec Steering at Jost South Africa. The company has supplied units to Cobalt Engineering, Henred Fruehauf (SA Truck Bodies), Ilcor Trailers and Martin Trailers. De Clerk is, understandably, enthusiastic about the offering. “The system allows you to build a local trailer to local standards that will provide optimal loading and stability. Local buyers can now buy what they need, not what’s available overseas.” One of the company’s most recent installations has been for abnormal-loads haulier Transcor, for which the Tridec HF-E system has been fitted to a six-axle trailer built by Martin Trailers. The HF-E system works off a steering wedge fitted to a standard 38c fifth wheel skid plate (which means the fifth wheel and the trailer turn together). This is connected to two hydraulic cylinders at the back of the trailer that are mechanically connected to the steering axles, which apply the right amount of counter-steering to the trailer’s axles. The trailer thus follows a similar path to the truck, which means that the turning

Paradigm

radius and swept path are greatly reduced. And, because the trailer axles turn, its wheels do not scrub on the road surface, thus reducing tyre wear, fuel consumption and vehicle maintenance. “The system is extremely responsive and gives absolute control,” says De Clerk. “But drivers need to get the feel for it. If you put in too much steering angle, the trailer will push out too wide and you’ll take out what ever is on the right of the vehicle!” Graham Leith, MD of Transcor, says his drivers love the system. “These trailers are interesting because they behave differently to the conventional trailers, but once the drivers see what the trailers can do, they don’t want to stop using them.” Being fully computerised, the Tridec system is intelligent, too. For example, it has a built-in over-speed sensor that deactivates the system at speeds over 20 km/h. It also incorporates the Tritronic2 remote control, which is able to independently increase or decrease the steering angle. “The ability to independently steer the trailer with the Tritronic system is a paradigm shift,” Leith notes. Tritronic2 can also control an extra five hydraulic and eight electric functions. “You can programme a hooter, lights, hydraulic landing legs, lead-on ramps – anything,” enthuses De Clerk. “It also has a ‘Go button’ – press this and the whole rig will straighten up by itself!” he smiles. De Clerk is also keen to point out that the system is not driven by the horse, having its own hydraulic pump and twin 12v batteries. This does, however, need a 70 mm2 power cable, connected to the truck, to keep the batteries charged.

shift 40 |FOCUS| February 2015

“The trailer is no longer just mechanical; there are a lot of sophisticated electronic components in it. These units require backup, and the service from Christo and Tridec has been 100 percent,” Leith says. To that end, De Clerk adds that Tridec is fully backed in South Africa by Jost, which offers a one-year warranty on the system. This can be extended when the trailer builder sends back the warranty form. “The way forward is modern technology; we need to embrace it even if it is more expensive, but one must view a trailer as a long-term asset rather than a short-term expense. The advantage is definitely there and we are looking at buying more Tridecequipped trailers, probably five-axle units,” concludes Leith. |FOCUS

Graham Leith (left), MD of Transcor, and Christo de Clerk, product manager, Tridec Steering at Jost SA.

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

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www.mixtelematics.co.za February 2015 |FOCUS| 41

????? ITOY exclusive ?????

Taking the market

by storm

In only two years BharatBenz has practically revolutionised the Indian heavy truck market. GIANENRICO GRIFFINI brings us an exclusive interview with Marc Llistosella, head of marketing, sales and after-sales at Daimler India Commercial Vehicles (DICV)

an you outline a short history of Daimler India Commercial Vehicles (DICV), its origins and its major developments? We started the project in 2006 and got parts from all the joint-venture partners in 2009 (DICV was founded April 2009). We then built a 32 000-unit plant, which can be enlarged to build 80 000 units. Over the last five years we’ve built a dealer network of 75 3S dealers and 82 locations. Even in these sluggish conditions we had no problem finding good partners. We were able to choose the 32 best options from 1 200 potential partners. We felt we only had one chance to build a network based on pride, integrity and business understanding. Our milestone plan is to have completed the network by 2015. We’ve now launched all the products that we said we would. The quality is perceived to be state of the art, which is clearly appreciated by the customers. It is now a brand built on reputation, which people aspire to own. Our competitors use our brand as a benchmark, so we’ve done something right. This year we will easily pass the 10 000unit mark; last year we sold 6 500 units and

42 |FOCUS| February 2015

we feel we’ll double that. Our mandate is that we have to deliver what the customer in this country needs. What’s the best selling model in the BharatBenz stable today? The 3123 four-axle rigid is our bread-andbutter product, then the 2523 tri-axle rigid, the 2523 6x4 construction/mining model, and the medium-duty rigid trucks. These four models make up roughly 70 percent of the sales. In the first year, we started every month with 300 units. Last year we increased it to 500 units. In the second half of the year we increased to 700, and we are now on 1 200 units. It makes no sense to ramp up production in the first few months – a step-by-step increase is more sustainable to maintain our position and reputation. It’s a good, reasonably priced product and the customers perceive it to be very reliable. They say they are proud to be connected to this brand. Customers want to make an investment that is not seen as cheap; they want to be seen to have made a smart choice and to have the best product. This is why building the reputation of the brand was

very important to us. Word of mouth is really important. Tell us about localisation of components. The products are 85-percent localised. We want to have everything localised because the foreign exchange rates swing up and down. It’s not only about the import duties; we need the flexibility to react fast. Initially we thought we’d build to stock the dealerships, but as the customers take up the product we have to build more and more to order. This shows that we don’t just dump our trucks on the market. We have a very fast turnover – the average time for stock to remain in a dealership is no more than 20 days. So you adjust to the market trends? Currently our competitors have stock in India of 40 000 to 50 000 trucks and monthly sales volumes of 14 000 to 15 000 – they have stock to last three months. Can you describe the Indian market segment? Subcontractors are very common and they often make up the second lifecycle of the truck. They have huge fleets of 4 000 to

??????? ITOY exclusive ???????

BharatBenz currently produces 1 200 units a month for the Indian market. It sold around 10 000 vehicles last year.

5 000 trucks, but there are also a lot of smaller fleets: 140 of the biggest fleets combined would make a fleet of roughly 120 000 trucks. Yes, we’re increasingly targeting the smaller fleets, but the opinion makers are the big fleet owners. What about the total volume of the Indian market? I refer to the market between six and 49 t, and in our case between nine and 49 t. The segment between six and 49 t is roughly 2 000 units a month, or roughly 24 000 units a year. This year the market was between 180 000 and 200 000 units. Last year it was 206 000 units, and in 2011 it was 311 000 units. In India there are 1,3 billon people, and in five years the population will exceed that of China … The potential of this market is at least 500 000 to 700 000 units. What is the most popular truck configuration in India? It’s the 25 to 31-t three or four-axle rigid trucks, which account for 80 000 to 120 000 units. What we want to push is the 49-t 6x4 truck tractor.

What about regulations in India? The laws are there. Business leaders have high hopes for the new government; the leader is a very reasonable and businessoriented person, who is interested in the opinions of business owners. Changes will come step by step. Enforcement is a huge problem and efficiencies are suffering. We can’t afford these obstacles. There has to be a framework.

are starting to develop chassis with rear engines. Front-engined buses make up over 90 percent of the market. We are also able to export the chassis from India, which have been tested in northern Africa and Chile. Next year we will show off our BharatBenz secondwave vehicles, which will also include these buses. You’ll like them. They have a cool design!

Are European emission standards being followed, and what about fuel quality? Yes, they are on Euro 4 – we call our vehicles “Bharat 4”. Euro 5 will come in about a year, but we are already selling “Bharat 5” vehicles. Fuel quality is not bad. The sulphur content is much lower than in places such as Indonesia and Africa. Diesel is sometimes diluted with kerosene, which is subsidised, making it cheaper. During the past two years we haven’t had a problem with fuel.

There is talk about BharatBenz looking at overseas markets … We decided to merge our two Asian entities into Daimler Truck Asia and we’re asking whether we should go into all the markets that have our family brands. In some markets it makes sense and others it doesn’t … But why should we not use this platform, especially in markets such as Africa? We can leverage the advantages of the production costs of both companies (Fuso and BharatBenz). Sourcing could be incomparable. For customers in these countries, under the Fuso brand, products will be robust and reliable, easy to repair and will feature very good operational economics. |FOCUS

Will we see BharatBenz buses and coaches? We have an independent bus and coach unit in DICV that we support heavily. We

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

February 2015 |FOCUS| 43

GLOBAL FOCUS

Fiat Powertrain

Technologies – An emerging force in global engine supply

In his monthly review of global news for local truckers, FRANK BEETON writes about the emergence of Fiat Powertrain Technologies as a global force in the “loose engine” business, reviews some predictions for the global truck market, discovers a move to AMT by Tata, and details Hyundai’s first entry into the “EuroVan” sector

he term “loose engines” has

In some cases, the true identity of the

as iconic among transport operators. Truck

been used in North America to

engine was openly acknowledged, while in

manufacturers in North America (and even

describe what otherwise may

others the vehicle manufacturer applied

some in Europe) were more than happy to

have been known as “proprietary

its own nameplate to the power unit, and

offer engines supplied by one or more of

engines” in other parts of the English-speaking

avoided any above-the-line reference to its

these brands as standard and/or optional

world. In essence, it refers to power units

real source.

equipment in their catalogues. However,

made by a specialist engine supplier, and

In the commercial vehicle industry, famous

following a number of ownership changes,

then sold on to vehicle manufacturers for

names such as Cummins, Detroit Diesel, and

Detroit Diesel was incorporated into the

fitment in their products.

Caterpillar were regarded, for many years,

Daimler global family. It was subsequently

44 |FOCUS| February 2015

GLOBAL FOCUS

announced that its engines would not

FPT was established as far back as 2005

More recently, we have read that FPT

be supplied to vehicle manufacturers

to consolidate the engine and transmission

Industrial has sealed a new contract with

activities of Fiat Auto and Iveco, and to

Tata Daewoo for the supply of Euro-6,

market their products independently from

6,7-litre NEF and nine-, 11- and 13-litre

the Fiat Group’s whole-vehicle operations.

Cursor engines, extending their coverage up

outside of that family after 2006. Then, in 2008, Caterpillar entered a complex cooperative process with Navistar International Corporation,

In 2007, FPT signed a long-term

the Novus range, and, presumably, replacing

which saw its branded engines

powertrain cooperation agreement with

the MAN-derived engines inherited with the

also exit the “loose engine” market

DaimlerChrysler’s Truck Group (as it was

product from its Daewoo originator.

for on-highway vehicles.

then) and, in 2009, FPT began supplying

FPT Industrial has also signed new

its F1C engines for the new generation

contracts with the Zyle Daewoo Bus

Mitsubishi Fuso Canter range.

Corporation (not associated with Tata

So, of the three iconic brands: Cummins, Detroit Diesel and Caterpillar, only Cummins

During 2010, we read that the Fiat empire

Daewoo), and China’s Xiamen King Long

currently remains

was reorganising into two distinct groupings;

United Automotive Industry Company Limited

as a potential

Fiat Group Automobiles and Fiat Industrial

for the supply of Euro-6 Cursor 11 and nine-

supplier

SpA. While the former would concentrate on

litre engines, respectively, for installation in

light passenger vehicles (and subsequently

those manufacturers’ coach models.

become Fiat Chrysler Automobiles), the latter, which included FPT, would focus on

Global truck market

capital goods and emerge as CNH Industrial.

projections

Since then, it has been notable that the

From a South African viewpoint, it is a

engines fitted to Fiat and Iveco commercial

somewhat sobering experience to consider

vehicle products have been given a clear “FPT”

the magnitude of global vehicle markets,

identity, thus ensuring an increased level of

given that our own annual domestic market

visibility for the powertrain manufacturer.

for all vehicle types only runs to some

FPT was also noted for achieving Euro-6 compliance without resorting to the

around 85 million!

employment of Exhaust Gas Recirculation,

If we restrict the discussion to the types

by using High Efficiency Selective Catalytic

of commercial vehicles of most interest to

Reduction (HI-eSCR) technology, which

FOCUS readers, the numbers are not quite

was claimed to achieve a nitrogen oxide

so daunting, but we still emerge as a very

(NOx) conversion efficiency of more than

small player on the world stage.

95 percent; about ten percent better than previous industry best practice.

of engines to

650 000 units, while the world total is

Nevertheless, it is useful to keep an eye on the global picture, if only to maintain our

The philosophy behind this solution was

perspective. We recently read about a study

to concentrate on optimising the engine’s

undertaken by consultancy AT Kearney in

fuel economy, and keeping particulate matter

association with the German Verband de

emissions at low levels, while leaving an

Automobilindustrie (VDA), which ventured

enhanced catalytic reduction process to deal

some forecasts of volumes in the global

with the NOx emissions.

and regional markets for trucks with gross

those commercial

Globally, the FPT name also has a presence

vehicle mass (GVM) ratings above six tonnes,

vehicle manufacturers

in China, through the SAIC-Iveco FPT Hongyan

for the year 2020. It indicated measures of

joint venture.

expected growth off a 2013 base, and made

using bought-in power units. There are, of course, other engine

Back in 2006, Indian manufacturer Tata

manufacturers, such as the Navistar group

extended its Korean-built Novus range down

fascinating reading!

in North and South America, and Weichai

market to include lighter 4,5- to seven-tonne

baseline used in the study did not align well

in China, serving varying segments of the

payload 4x2 models. Surprisingly, given Tata’s

with the South African market recording

commercial vehicle spectrum. However,

diesel-building joint venture with Cummins in

structure, as it cut through the middle of

the disappearance of Detroit Diesel and

India, these units were equipped with six-

our very significant medium commercial

Caterpillar from the open market has left

cylinder, 5,9-litre Iveco New Engine Family

vehicle (MCV) segment. This is a reflection

something of a void, and it now seems that

(NEF) common-rail diesel engines, supplied in

of the European situation, where the space

the Fiat family, through its Fiat Powertrain

terms of a partnership agreement between

below six-tonnes GVM is mainly occupied

Technologies (FPT) operation, is moving

Tata Daewoo Commercial Vehicle Company

by integral panel vans and their spun-off

increasingly into the available space.

and Iveco/FPT.

derivatives.

Unfortunately,

the

six-tonne

GVM

February 2015 |FOCUS| 45

GLOBAL FOCUS

Many of the chassis/cab-based light trucks

recognised as a region in this study, which is

The executive summary offered the

produced in Japan, India and China, which are

regrettable, given the similarity of that market

opinion that the global supply industry was

very popular in markets such as South Africa

to our own, and somewhat puzzling, because

likely to gain and lose some manufacturers

and Australia, were thus excluded from the

the combination of sales in Australia and New

through consolidation and attrition. In its

volumes reflected in the study.

Zealand would have exceeded the annual

opinion, global groupings would need to

volume indicated in the study for North Africa.

leverage scale in order to satisfy regional

It is also notable that Australasia was not

market preferences. This has already Region

2013 Volume

2020 Forecast

Compound Annual Growth

been evident in the recent actions of the

North America

421 000 units

545 000 units

3,8 percent

Daimler and Volvo families, with increasing

South America

252 000 units

310 000 units

3,0 percent

rationalisation of technical components

Western Europe

230 000 units

330 000 units

5,3 percent

across geographic regions.

East/Central Europe

178 000 units

299 000 units

7,7 percent

India

210 000 units

410 000 units

10,0 percent

to technology innovation, with the “Triad”

China

1 047 000 units

1 375 000 units

4,0 percent

markets (North America, Europe and Japan)

Japan

72 000 units

85 000 units

2,3 percent

133 000 units

184 000 units

4,7 percent

North Africa

23 700 units

34 500 units

6,4 percent

Sub-Saharan Africa

60 500 units

85 200 units

5,9 percent

ASEAN*

*ASEAN = Association of Southeast Asian Nations, consisting of Brunei Darussalam, Cambodia, Indonesia, Lao PDR, Malaysia, Myanmar, Philippines, Singapore, Thailand and Vietnam.

It also noted a two-pronged approach

opting for greater sophistication in order to achieve lower ownership costs, while emerging markets were expected to prefer a slower rate of innovation, with a continuing emphasis on lower up-front acquisition costs. In our view, this trend has already become evident within our own relatively miniscule market, where the larger and more sophisticated operators have chosen the former route to ensure greater levels of operational economy and safety, while others continue to apply a “hands-on” approach using more basic equipment and management systems. We have created column graphs to illustrate the study’s statistical outputs, which are presented on the left. The margin of compound annual growth estimated for the global total over the 2013 to 2020 period was 4,8 percent, while the corresponding margins for each of the identified regions is listed below left. Tata Adopts AMT Early in 2012, Global Focus drew readers’ attention to a new Tata truck range; the Ultra series, that was exhibited at that year’s AutoExpo in Delhi. Our impression was that this product had more potential to move this manufacturer closer to international standards in the medium payload spectrum than had been the case with its earlier product offerings. As announced, the Ultra line-up was positioned to cover the GVM spectrum from five to 14 t, although the 714 and 1017 launch units, as the designations suggested,

46 |FOCUS| February 2015

GLOBAL FOCUS

were rated at all-up masses of seven and ten

local market entry in 2014. Interestingly,

and global commercial vehicle markets, with

tonnes, respectively.

the specification profile provided for this

more than half-a-million units sold each year.

Design features included a walk-through

8 000 kg GVM model included Tata’s

The term “integral”, in this case, refers

cab design, dash-mounted gearshift, hydraulic

3,8-litre 497 TCIC Euro-3 engine, developing

to the incorporation of the driver’s cab into

cab tilt, adjustable tilt/telescopic steering

93 kW (125 hp), which seemed to indicate

the main panel van structure, and does not

column, mechanically suspended seats with

that the series also incorporates some

necessarily indicate monocoque construction

integral headrests, optional cruise control and

flexibility

as some models do, in fact, retain self-

air-conditioning, roof hatch, entertainment

according to market.

system, and leather-finish dashboard.

major

component

choice

supporting chassis frames.

At the time the of writing, we are not

Until now, the category has been

The launch technical specification included

aware that any Ultra models have been sold

dominated by products of European origin, but

three and five-litre DICOR NG diesel engines –

in South Africa as yet. However, recently,

their migration across the North Atlantic in

these being of a new generation, electronically

we have read that Tata intends to introduce

recent years has resulted in some adaptation

controlled,

automated

technology,

to suit American tastes, including market-

design – with outputs of 103 kW (138 hp)

direct-injection

common-rail

incorporating actuators and control units

transmission

specific branding and the fitment of larger

and 125 kW (168 hp), respectively, driving

sourced from Wabco Holdings Inc., of

displacement petrol engines.

the rear wheels through six-speed manual

Belgium, on its Ultra 812 and 912 models.

Now, in a seemingly opportunistic move,

transmissions with aluminium casings.

The company also intends to extend this

South Korean manufacturer Hyundai Motor

The chassis frame was made up of

feature to other models in its range including

Company has signalled its intention to take

straight profile Domex 650 steel rails, with

buses and the Ace mini truck. The AMT

on the European market with its own integral

bolted cross members, with the axles carried

option is to be made available on new build

van product. Designated H350, Hyundai’s

on parabolic leaf springs at the front, with

vehicles and as a retrofit option.

van, and its spun-off 15-seater bus version,

semi-elliptic main springs and parabolic

were revealed to the world at the 2014 Paris

helpers at the rear. The vacuum/hydraulic

Hyundai’s “EuroVan” emerges

(smaller models), or air/hydraulic (ten-tonne

The “European integral van” vehicle category

With GVM ratings of 3,5 t (van) and 4,0 t

GVM) braking systems actuated discs on the

has frequently been a subject of discussion in

(bus), and a freight payload capacity of up to

front axle and drums at the rear.

Global Focus. As we have stated previously,

1,4 t, this product line-up, which also includes

Subsequently, an Ultra 812 was exhibited

this grouping, which also includes some spun-

provision for chassis/cab-based open load

at the 2013 Johannesburg International

off freight carrier derivatives, makes up an

body derivatives, will compete with models at

Motor Show (JIMS), with the promise of a

important component of both the European

the lower end of the EuroVan spectrum.

and Hannover motor shows.

Tata’s Ultra MCV range will soon include Automated Manual Transmissions.

February 2015 |FOCUS| 47

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48 |FOCUS| February 2015

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GLOBAL FOCUS

The panel van line-up offers overall length dimensions of 5,5 or 6,2 m, with internal load

springs. There are gas-filled shock absorbers

local MCV market, the Hyundai marque’s

at both front and rear.

local level of success, and its apparent

volumes of 10,5 and 12,9 m³ respectively.

The H350 has a substantial list of standard

growing local interest in commercial vehicles,

The larger model can accommodate five

and optional safety systems, including airbags,

we are sure that the topic will be under

standardised 1 200 x 800 x 900 mm Euro

Vehicle Dynamic Control, Hydraulic Brake

consideration.

pallets. Overall height is set at 2,69 m for

Assist, Hill-Start Assist, Roll-over Mitigation,

both van wheelbase options, and access to

and Lane Departure Warning.

the load space is obtained through sliding side and twin swinging rear doors.

However,

substantial

percentage

of integral vans are converted locally for

Styling is said to follow current Hyundai

midibus taxi applications, and the apparent

passenger car themes, and standard

lack of dual rear wheels in the present H350 Hyundai plans to tackle Europe’s finest integral vans with its new H350.

The H350’s technical specification includes

2,5-litre,

four-cylinder,

features include full monocoque chassis

line-up may present as an initial obstacle to

construction,

local introduction, despite the availability of a

engine

stop-start,

air-

common-rail turbocharged diesel engine,

conditioning, keyless entry, electric windows

with optional Euro-5 outputs of 110 or

and rain-sensing windshield wipers. Optional

Dual rear wheel fitment appears to be the

125 kW (150 or 170 hp), driving the rear

equipment includes cruise control, cooled

configuration of choice among taxi operators,

wheels

glove compartment and Android-operated

presumably in the interests of greater stability

audio/video/navigation system.

at speed, and protection against rollover in

through

six-speed

manual

transmission.

dedicated passenger-carrying derivative.

Front suspension is by MacPherson

There is no indication, at this early stage,

the event of tyre failure. It will be interesting

struts and transverse leaf spring, while the

that Hyundai’s H350 will come to South Africa.

to see if a suitably adapted H350 derivative

rear axle is carried on single-leaf parabolic

Given the popularity of European vans in the

appears in due course. |FOCUS

Global FOCUS is a monthly update of international news relating to the commercial vehicle industry. It is compiled exclusively for FOCUS by Frank Beeton of Econometrix. Do you have a comment or thought you would like to share based on this column? Visit www.focusontransport.co.za and have your say.

February 2015 |FOCUS| 49

SHORT

HAULS Isuzu Trucks planS further growth for 2015

Good times for UD Trucks A new managing director, segment-leading performances during 2014, and lots on the cards for 2015 are giving the staff at UD Trucks Southern Africa much to smile about. The Polokwane dealer also won the company’s inaugural global “Gemba Challenge”. All this jubilation was clearly evident at the company’s annual beginning-of-year press conference held during January. “Over the last number of years, we have invested significant time and resources to ensure that we offer the right type of products for our local customers, backed by the professional support of our 65 region-wide dealers. We believe that this renewed focus has been one of the reasons for our success in 2014,” says managing director Rory Schulz. Overall, UD Trucks outpaced the growth in the industry as a whole during 2014, increasing its overall sales by 9,29 percent to 3 365 units, compared to the industry average of 2,04 percent. (The market ended on 31 554 units.) This netted the company a market share of 10,66 percent (up from 9,96 percent in 2013) and fourth position overall. Despite saying goodbye to the 18-year-old U41 range in October, the company managed to increase sales of the range by 3,96 percent to 657 units. UD Trucks was again the topperforming heavy commercial vehicle (HCV) range in the market, with a 23,94 percent market share. In the extra-heavy commercial vehicle (EHCV) segment, sales of the Quon range grew by a significant 24,9 percent, compared to

50 |FOCUS| February 2015

7,68 percent for the total segment. This gave the company a 10,12 percent segment share, equivalent to fourth position. Export activities were also on a high during 2014, with the brand’s total sales in sub-Saharan Africa, excluding South Africa, increasing by 44,68 percent to 544 units. Looking to 2015, the company expects the construction and vehicle transport sectors to decline. Overall, the company forecasts 2,05 percent market growth for 2015, while it predicts that its own sales in the HCV segment will decrease by three percent and sales of its EHCVs will increase by two percent. “Exchange rates remain a problem for the industry, with the effects of the weak rand in 2013 and 2014 to be felt, through higher-thaninflation product price increases in 2015, by all truck manufacturers,” says Schulz. Nonetheless, in March the company will launch its new Quester EHCV – which it describes as “the first of a new generation specifically developed for the world of extraheavy transport.” The Volvo Group – under which UD Trucks falls – will also open a new multi-million parts distribution centre for all of the Group’s brands in Jet Park, Johannesburg, during the first quarter. There is also a driver training programme on the cards. Finally, UD Trucks is looking forward to celebrating its global 80th birthday during 2015 – meaning there will certainly be a lot more to smile about and celebrate over the next 12 months.

Despite financial woes, political uncertainty and labour unrest, Isuzu Truck South Africa boasted substantial sales in 2014, resulting in a two percent annual growth towards the end of 2014. Isuzu Truck South Africa’s sales in the medium commercial vehicle (MCV) segment dropped by 4,9 percent, while its heavy commercial vehicle (HCV) sales recorded a decline of 2,1 percent. Sales in the extra-heavy commercial vehicle (EHCV) segment, however, grew by 8,7 percent. The company reported a solid performance at the end of 2014 with 4 046 units sold, exceeding the 4 000 unit sales mark for a second year in a row. In the MCV segment it maintained a strong presence with a current market share of 12,8 percent. The Isuzu N-Series accounted for 21 percent of the MCV market, leading the sales in this segment while the F-Series collected 23,4 percent of the HCV market. The FX-Series achieved 3,3 percent of market sales since its introduction. “The fundamental driver of our solid performance is the Automated Manual Transmission Technology (AMT), which Isuzu brought to the MCV and HCV market in South Africa, and uses extensively across the product range. In some cases one will find that AMT-enhanced models account for up to 70 percent of total sales in a specific range,” explains Craig Uren, chief operating officer at Isuzu Truck South Africa. The company plans to continue trials on the environmental front with alternative fuel sources, as well as the testing of hybrid models with selected customers in the local market. The company has also revealed plans for significant investments into local businesses in 2015 and 2016 to enhance the Isuzu Trucks business model. These include developing local communities and promoting entrepreneurship on the social responsibility front. Details of its plans will be revealed in due course. According to Uren, the factors that can influence the growth of the truck market this year are gross domestic product, inflation/deflation, cost of transport, politics and e-tolls. He adds that, although the economic figures are not looking good, there is still opportunity for good business in many areas. “Isuzu will continue building on the good growth of 2014 and will continue to drive product innovation and constantly seek opportunity in adversity,” Uren concludes.

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we think transport February 2015 |FOCUS| 51

SHORT HAULS

It just is cricket! DEON VAN DER WALT joined supporters of the three-pointed star at the recent Proteas versus West Indies cricket match at SuperSport Park, hosted by MercedesBenz Commercial Vehicles Centurion. This dealership knows that building a relationship with family takes time, effort, dedication and respect, all of which are important values to the Mercedes-Benz Commercial Vehicles brand, as it is not simply selling some of the marque’s product ranges, but taking care of customers. A great time was had by all and the game was a festival of “fours and sixes”, despite delays due to the rain. Happily, though, this gave Van der Walt the opportunity to ask Martin Liebenberg, brand sales manager at Mercedes-Benz Commercial Vehicles, a few questions about where the brand is heading. How would you explain the MercedesBenz Commercial Vehicles’ brand, and what sets it apart from the competitors? It is all about the heritage and history of Mercedes-Benz. We have been in the commercial market for a long time. We think in terms of “up-time”, or how many days a week a vehicle is running. Everything in the industry is about time and serious

demand. Nowadays, trucks don’t stand for days, only hours. Are there any major changes lined up for Mercedes-Benz, in terms of products, or will the company stick to its current winning recipe? Mercedes-Benz is introducing new technology in the 26-t range, specifically the Actros, to give the brand an extra

powered truck in South Africa for the last two years. It is, however, best suited to local distribution. One of the leaders in the drive for cleaner alternative fuels would be the bus industry. What services does Mercedes-Benz offer its clients? We have all the traditional services, but we also offer special alternatives. We

Mercedes-Benz Commercial Vehicles staff and clients showing their national pride at the Proteas versus West Indies cricket match at SuperSport Park in Centurion.

competitive vehicle in terms of fuel consumption. The important thing is not the price tag of the vehicle, but the life-cycle cost. In Germany, a new model range of trucks has also been launched. We are also experimenting with alternative fuels. There has been a gas-

offer on-site servicing, which is basically taking the dealership to the client. We also have mobile servicing at the client’s home, making it more cost effective for clients as they don’t have to bring their vehicles all the way to the dealership. We are also looking at night services in the future.

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Initials:

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Tel No:

Cell No:

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Postal Address: Company’s main product or service:

Fax to 011 782 1073 or post to PO Box 957, Fontainebleau, 2032

52 |FOCUS| February 2015

Signature: Postal Code:

A Daimler Brand MBSA/1822/BUS

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February 2015 |FOCUS| 53

naamsa

Commercial vehicle sales report for DECEMBER 2014 Note: For the time being, Great Wall Motors SA (Pty) Ltd (GWMSA) and Mercedes-Benz SA (MBSA) will only report aggregated sales data. The GWMSA and MBSA commercial vehicle market split volumes are estimates based on historical trends and forecasting techniques. The totals listed below do not include MBSA figures. 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 – estimate Mitsubishi Motors SA Nissan Peugeot Citroën SA Renault Suzuki TATA Toyota Volkswagen SA

Total: 12 965 428 26 3 089 2 170 174 42 57 132 68 15 57 1 414 2 7 9 55 4 676 544

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

Total: 1 005 31 5 12 325 74 18 188 2 14 194 52 90

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

Total: 436 9 137 13 6 52 13 28 120 111

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

Total: 621 18 10 43 54 97 342 17 79 8 42 92 161

Buses > 8 500 kg MAN Mercedes-Benz SA – estimate Scania TATA Volvo

Total: 99 42 17 30 20 7

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

54 |FOCUS| February 2015

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

On BUS AND COACH

VDL

reinvents itself!

Do we finally have a scholar transport plan? Who constructed the “attrocious daily trauma of public transport”? February 2015 |FOCUS| 55

cover story

Reinvigorated and ready TO

roll VDL Bus and Coach has some exciting new products, services and support systems lined up to ensure it gives its customers exactly what they need, when they need it. GAVIN MYERS reports

DL Bus and Coach is looking forward to the future, having renewed its relationships with established bodybuilders and launched a new aftermarket dealership network. Sharon Coopsamy, newly appointed GM, responsible for day-to-day running of the company, says there’s more in the pipeline … “We want to be able to provide a product that’s complete,” she begins. “We’re looking at supplying more built-up buses – we want to put rubber on the road.” This means the company’s previously ad hoc relationship with major bodybuilders, such as Marcopolo, MCV and others, is now in full swing – and the bus you see splashed out on these pages is one of the newest re-engineered models available. Coopsamy gives us the details: “It’s based on the existing, but now upgraded, TBR 2175 4x2 chassis – which we now call the TBR 2175 PR. The six-cylinder Paccar engine has undergone some Engine Control Unit (ECU) tweaks, so it now produces 183 kW (250 hp).” This added grunt drives through a Voith four-speed automatic gearbox, which has a built-in torque converter and retarder. A sixspeed ZF manual is offered as an option. “The gearbox is mid-mounted which assists in weight distribution between the axles and allows for easy maintenance. It’s much more accessible,” Coopsamy says. “The electric system is relatively simple too; it’s easy to carry out fault-finding diagnostics and maintenance.” The package is rounded off with a hypoid rear axle for better fuel consumption; all-round

56 |FOCUS| February 2015

disk brakes, with the latest electronic braking system technology; and steel suspension, to cope with bad road conditions. “It’s a South African-spec bus. With 65 seats it’s perfect for stop-start commuter applications such as on mines or scholar transport,” Coopsamy adds. VDL has also recently refreshed its 6x2 chassis, which is aimed at the semi-luxury coach market, but can be used in commuter applications as well. In semi-luxury spec it seats 71 passengers, while commuter-spec seats 80. The tag axle is air-suspended and the Paccar engine churns out 228 kW (310 hp) in this guise. “We’ve chosen to fit a bigger Paccar engine to handle Africa’s tough environment; it has proven to be much more robust and durable in stop-start situations. It withstands the test of time … There are VDL buses running that have already exceeded one million kilometres. In most cases, they haven’t even had major breakdowns like lost engines. Our buses can withstand African conditions,” she adds.

Despite this “made for Africa” toughness, the company’s renewed focus on after-sales support ensures it’s on the ball with the type of backup its customers demand. “Our aftersales support will be available throughout South Africa. We started our relationship with the service provider in October, 2014, and we look forward to a more streamlined and even stronger relationship with our customers as a result,” notes Coopsamy. The company will hold parts for maintenance and be responsible for sales, with more fast-moving items held in major centres. “The parts business has picked up nicely. We’re now more competitive in terms of pricing, stock has increased substantially and we’re able to distribute more easily,” she continues. That’s not all, though … VDL will also soon be launching a toll-free number for customers to easily access this after-sales network. “In terms of dealerships, maintenance and aftermarket support, we have a much stronger focus and vision to move our customers forward,” Coopsamy concludes. |FOCUS

Scholar Transport

Transporting the

future

Each year, dozens of the nation’s young learners are lost on our roads, while travelling to school via unsafe, informal transport services. The long-awaited National Learner Transport Policy aims to remedy this

ohannesburg,

Wednesday

who survived and was acquitted, blacked

Almost

out when crossing the dam. The website

exactly 30 years ago, South

westdene1985.co.za – dedicated to the

March

27,

1985.

nobody knows exactly what happened. The event was declared a national disaster by the government of the time.

Africa experienced what some

memory of the disaster – offers the opinion

Today, though, one has to ask if similar

regard as the second-worst bus accident in

that, as the regular bus driver and with five

incidents would trigger the same reaction.

the country’s history. Forty-two high-school

children of his own, malicious intent on the

In recent times, there have certainly been

learners from Hoërskool Vorentoe drowned

driver’s part was very hard to believe. An

more fatal accidents involving school children

when the municipal double-decker bus they

account, by one of the survivors, notes that

than should have occurred … usually involving

were travelling in inexplicably left the road and

the bus was travelling much faster than usual,

overloaded minibus taxis and open bakkies

plunged into the Westdene Dam.

though the vehicle’s tachograph confirmed it

which, in many instances, are the learners’

was not over the speed limit … To this day,

only means of transport to and from school.

SA History Online states that the driver,

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Scholar Transport

These stories make the news â&#x20AC;&#x201C; and thatâ&#x20AC;&#x2122;s normally where it stops. The question is raised: Why has formal scholar transport

mandate of the department to provide a safe

there are currently in the region of 3Â 500

and efficient transport system,â&#x20AC;? it states.

buses in total,â&#x20AC;? he continues.

The primary objectives of the policy

The policy states that only registered

are to provide a uniform approach, norms

operators with approved modes of transport

â&#x20AC;&#x153;The Southern African Bus Operators

and standards, promote coordination and

may be contracted for the provision of

Association (Saboa) has been pushing for a

cooperation among stakeholders, and a

learner transport. The duration of learner

national scholar transport policy for the last

framework for monitoring and evaluation of

transport contracts will be seven years as

20 years,â&#x20AC;? says the Associationâ&#x20AC;&#x2122;s executive

learner transport services.

contemplated in the National Land Transport

not been prioritised?

manager, Eric Cornelius. â&#x20AC;&#x153;The Association

â&#x20AC;&#x153;Learner transport will be provided on

Act, no. 05 of 2009, and may vary from short

is happy to note that the draft document

the basis of a number of guiding principles,

to long term depending on the merit of the

was eventually published for comment last

including: operational safety and efficiency,

services.

November.â&#x20AC;? (Comments closed in early

broad-based access, equity and redress,

â&#x20AC;&#x153;A standardised measure of remuneration

December, 2014.)

operational sustainability and multi-modal

for subsidised learner transport shall be

integration,â&#x20AC;? the draft continues.

based on total kilometres travelled. Factors

The

National

Learner

Transport

Policy, developed by the Department of

â&#x20AC;&#x153;Scholar transport has always been

such as road conditions and travel distances

Transport (DoT) and the Department of

provincially based, where each province

shall determine the cost of a service,â&#x20AC;? the

Basic Education, acknowledges that the

decides on the rules of the transport

draft states. Funding will be through the

transportation of learners to schools has

tenders and how to manage them,â&#x20AC;? explains

fiscus by provincial treasuriesâ&#x20AC;&#x2122; allocations and

always been a challenge facing the South

Cornelius. â&#x20AC;&#x153;Not all provinces have contracts

â&#x20AC;&#x153;other streamlined funding mechanisms.â&#x20AC;?

African Government.

with operators for formal scholar transport

In the long term, the DoT envisages that

â&#x20AC;&#x153;This policy recognises the need to bring

services. There are a few in Gauteng,

learner transport be integrated into the

a uniform approach to the transportation of

Western Cape, Eastern Cape, KwaZulu-Natal,

public transport system, as per the National

learners and the fulfilment of the constitutional

North West and Limpopo â&#x20AC;&#x201C; I would imagine

Land Transport Act and the White Paper

+YP]LU I` ,MĂ&#x201E;JPLUJ` 0TWYV]LK KYP]PUN JVTMVY[ JV\WSLK ^P[O ML^LY JVZ[Z =VP[OÂşZ +0>( H\[VTH[PJ [YHUZTPZZPVU VMMLYZ `V\ H ZVS\[PVU [OH[ PZ VW[PTHSS` [HPSVYLK ;OL [VWVNYHWO` KLWLUKLU[ NLHY ZOPM[PUN WYVNYHT :LUZV;VW PUJYLHZLZ KYP]PUN JVTMVY[ HUK ZPNUPĂ&#x201E;JHU[S` YLK\JLZ M\LS JVUZ\TW[PVU >P[O H J\Z[VTPZLK ZLY]PJL JVUJLW[ =VP[O LUZ\YLZ [OH[ `V\ ^PSS HS^H`Z IL YLSPHIS` VU [OL TV]L =VP[O +0>( H\[VTH[PJ [YHUZTPZZPVUZ! .L[[PUN `V\Y I\ZLZ [V [OLPY KLZ[PUH[PVU TVYL LMĂ&#x201E;JPLU[S` JVTMVY[HIS` HUK LJVUVTPJHSS`

58 |FOCUS| February 2015

5L^! >L VMMLY [YHPUPUN JV\YZLZ *VU[HJ[ \Z MVY TVYL PUMVYTH[PVU 6Y [V ZL[ \W HU HWWVPU[TLU[ ;LS! PUMV ][aH']VP[O JVT ^^^ YZH ]VP[O[\YIV JVT

Scholar Transport

on Transport Policy. For now, though, the implementation of the National Learner Transport Policy aims for: • Timeous delivery of service; • A reduced rate of road accidents; • A coordinated approach in relation to planning and implementation; • Learner transport operators that adhere to road traffic regulations; • Viable and sustainable operations; • Uniformity of services and tariff structure; • A

coherent

performance

monitoring

system. “In Saboa’s view, passengers, whether adult or children – and there is a lot of emotion involved in the transportation of children – should be transported in vehicles that are properly designed for the purpose,” says Corneluis. “Currently there are many informal

allowed to continue to transport passengers

Here’s hoping that the draft policy

in, or on, vehicles that are not properly

is enacted and enforced as a matter

and

designed and approved, or do not meet with

of urgency, and that the nation’s many

‘transport operators’. It’s purely a case of

the requirements for the transportation of

learners lost on our roads will not have died

enforcing the law to make sure they are not

passengers,” he adds.

in vain. |FOCUS

arrangements

between

parents

Producers of luxury and Semi luxury coaches

Head Office | T +27(0)12 661 1927 | F +27(0)12 661 1928

Sales | Thomas Spencer | C 082 614 2122 | E tommy@irizar.co.za

Sales Manager | Ryan Levendale | C 082 603 2813 | E ryan@irizar.co.za

SABOA PREVIEW

With the Southern African Bus Operators Association (Saboa) conference coming up in March, we decided to catch up with MAN to discuss the company’s plans and expectations for the conference. CLAIRE RENCKEN reports

aboa is known and respected

du Plessis. “MAN has been involved in the

solutions. This enables us to ensure that our

as the voice of the bus industry

sponsorship of many conferences, provincial

technical products are in line with current

and represents its members

meetings and the Saboa technical weekend.

and future expectations.”

at national and provincial level

MAN has always been a key part of the Saboa

Kalil-Zackey concludes: “This year, the

with government. It also fulfills a watchdog

executive and has been actively involved as an

minister of transport will be the guest speaker

function regarding policy and legislation,

associate member,” he explains.

on the first day of the conference, which is of

facilitates training and negotiates benefits for its members.

Andrew Mark, head of department – bus

great interest to us, as it enables us to gain

retail, at MAN, adds: “The Saboa conference

more insight on the government’s transport

This year, the association will have its

is a great follow-on to the recently held Saboa

strategy. The conference is also a great

annual national conference and exhibition on

strategic planning workshop (which took place

platform for us to receive feedback directly

March 4 and 5, at the Council for Scientific

in January). It is also a fantastic networking

from the bus operators on the day-to-day

and Industrial Research (CSIR) in Pretoria.

opportunity for us – we can reach over 400

challenges they face. This information allows

people through this event. We also acquire

us, as an original equipment manufacturer,

information regarding the latest trends and

to understand their needs in order to look

market developments in areas such as bus

for opportunities and develop strategies to

rapid transit (BRT) and integrated transport

support their operations.” |FOCUS

“The conference is a great platform for us to receive feedback directly from the bus operators on the day-to-day challenges they face.” At this year’s conference MAN will showcase the innovative RR9 high-floor bus, which has a 186 kW (250 hp), Euro-5 rearmounted engine. “Our team of experts – from sales and product, with the technical knowhow, to our financial services specialists – will be on hand to assist,” says Philip Kalil-Zackey, head of bus sales at MAN Truck & Bus South Africa. MAN’s association with Saboa goes back many years, according to MAN’s MD Geoff

The best

MAN for the job 60 |FOCUS| February 2015

SABOA PREVIEW

February 2015 |FOCUS| 61

global bus

Alexander Dennis Limited (ADL) has launched an advanced low-height, inner-city double-decker bus, writes FRANK BEETON

ast year, we reported on the

already on offer. The manufacturer claims

26 500 kg, and the vehicle has an overall

launch of ADL’s new Euro-6, two-

that this new option has retained the

width of 2 520 mm. Passenger capacity

axle double-decker; designated

same interior dimensions as the higher

is stated as 86 seated and 14 standing,

Enviro400.

models.

and accommodation for two wheelchairs

Powered

Euro-6 6,7-litre Cummins diesel engine, it

(Note: South African regulations limit

is provided.

featured a lightweight bolted structure

the maximum height of double-decker

The low-height Enviro500 is capable

of aluminium extrusions, stainless steel,

buses to 4,65 m, and other vehicles to

of operating in most of the United States

composite roof panels and an integrated

4,3 m.)

of America (USA) and Canada without

steel chassis frame. The E400 line-up

The technical specification of the new

requiring an over-height permit. Orders

included low-height (4,3 m) and standard-

12,9-m-long Enviro500 includes a Cummins

for more than 60 units were placed on the

height (4,4 m) variants.

ISL9 turbocharged and intercooled six-

first two days of the show. These covered

ADL has a strong focus on international

cylinder diesel engine, developing 246 or

vehicles intended for inner-city transit and

business, with partnerships in North

285 kW (330 or 380 hp) with EPA 2013

inter-urban commuter operations, and the

America, Hong Kong, Malaysia, New

compliance; Allison B500R, Voith D854.6

manufacturer expects strong demand to

Zealand, Australia and the Middle East.

W53 or ZF 6AP1700B 6-speed automatic

continue.

the

American

Public

Transit

Association’s exhibition, held in Houston

transmissions; integral retarder and full air suspension.

Enviro500

buses

for

the

North

American market are currently built in the

British

The low height is obtained by using a

United Kingdom, but contract manufacture

manufacturer announced the development

deep drop-beam front axle, drop-centre

in the USA is reportedly envisaged, should

of a new low-height version of its three-axle

rear axle and deep drop-beam steering

the level of demand warrant such a

Enviro500 design; adding a 4,1-m-high

rear trailing axle.

step. |FOCUS

during

October,

2014,

the

option to the 4,27 and 4,17 m versions

The gross vehicle mass rating is

Alexander Dennis’s Low Height

‘Decker 62 |FOCUS| February 2015

BUS

STOPS Bustruck to the rescue Vehicle bodybuilder Bustruck has come to the aid of Novalis House – a Johannesburg-based organisation that cares for adults with intellectual disabilities – by refurbishing its Iveco Daily bus. “The seats were in a shocking condition, but the job took us just two days so, even though we repaired their vehicle during the school holidays when it was not needed, they had the vehicle back swiftly,” explains Greg Ball, CEO of Bustruck.

Mary Owen, general manager of Novalis House, says that Ball and Bustruck really did come to the rescue: “We were originally given a quote for over R20 000 to have the seats recovered and then I was referred to Greg Ball by Casa do Sol School, whose bus was repaired by Bustruck. I told him our story and he said that if we took the bus there, he would do it for us without any charge!” Novalis House is next door to Casa do Sol School and grew from the needs of the school’s learners, who had nowhere to go when they reached school-leaving age. The organisation’s protective workshop in Linden started as an adult centre. A residential facility in Midrand was also established. The bus ferries residents between the two facilities every day. Owen is understandably thrilled with the support the school has received from Ball and his team. “The upholstery was beautifully done and he was such a gentleman – a really nice man!” she smiles. In addition to the work undertaken for Novalis House, Bustruck performs between five and ten bus conversions a year for charity organisations. “We’ve been doing repairs to the Casa do Sol fleet for three or four years. I originally came across the school socially and I heard it was having terrible trouble with maintenance and finances, so I offered to fix its vehicles. We’ve had around eight of the school’s vehicles in for repairs. It’s quite an aged fleet. The school can’t afford to buy new vehicles and these were originally built many years ago,” Ball explains.

Solaris develops bi-articulated electric bus “The first Polish mega class bus with multi-axle electric motor, powered by lowemission gas” is the official project name of the joint action of Solaris Bus & Coach S.A., Warsaw University of Technology and Poznan University of Technology. This impressive endeavour is financially supported by the National Centre for Research and Development (NCBiR) within the InnoTech programme. The ambitious project is about designing, building and eventually testing a mega class bus of over 20 m in length, which is to be powered by electric motors and fuelled with low-emission gas. The total volume of the project is nearly

€3 million (R40,4 million), of which almost €1,5 million (R20,2 million) is funding from the NCBiR. The implementation of the project was planned for the period from December 2012 to November 2015. Solaris recently applied similar drive technology in two 18,75-m articulated electric buses, which were delivered to Hamburg in December 2014. Apart from the general blueprints of the bus, the new vehicle’s visual design has also been completed. The 24-m Solaris will be based on the new version of the Urbino family that had its world premiere at the IAA Motor Show in Hanover in September, 2014.

Ripe with pootential Life is generally a wonderful thing – but sometimes it happens, or hits the fan … for the United Kingdom’s Bath Bus Company, however, poo doesn’t symbolise something negative – it is what keeps it going. The 40-seater “Bio-Bus”, in service between Bristol Airport and Bath city centre, runs on biomethane gas. This is generated through anaerobic digestion; where oxygen-starved bacteria breaks down biodegradable material and thereby produces methane-rich biogas. To power a vehicle, the biogas undergoes “upgrading”; carbon dioxide is removed and propane added – impurities are removed to produce virtually odourfree emissions. This compressed gas is

then stored in dome-like tanks on the roof of the Bio-Bus. The combustion engine, which is similar to diesel equivalents in conventional buses, can travel for up to 300 km on one tank of gas, which takes the annual waste of about five people to produce. It emits up to 30 percent less carbon dioxide than its conventional counterpart. Bristol’s sewage treatment works is also rife with potential for the BioBus, as it processes around 75 million cubic metres of sewage waste and 35 000 t of food waste each year … A total of 17 million cubic metres of biomethane is generated at the plant through anaerobic digestion.

February 2015 |FOCUS| 63

HOPPING VIC’S VIEW OFF

More conspiracy

theories? What do construction lobbyists, economists and transport planners have in common?

was going to use this, the first column of 2015, to suggest that the government use part of the current fuel bonanza to start buying out minibus taxi operators in fairly large numbers countrywide. It should offer owners at least R1 million each, not the rather miserly R350 000 being offered under the Go!George scheme. Those who want to stay in the business could then go onto gross contracts as part of regional transport plans. (That’s government policy by the way.) When the oil price starts going up again, we will have a half-decent public transport system in place to offer motorists as an alternative to private transport … We don’t have any workable transport plans, though, do we? This has been emphasised by the recently released Gauteng e-toll report, so we need to follow up on the role of the construction lobby in undermining public transport. Loane Sharp, an economist with the Free Market Foundation (FMF) made a very valid point in Business Day of December 12, 2014: “Academic economists are no longer impartial, as many of them benefit heavily from the R22,1 billion of government grants to universities, making them shameless co-conspirators in the government’s manifold regulatory agenda”. The FMF has been around for a long time and makes a lot of sense in its frequent contributions to the media. I agree with Sharp – there are a number of academics (probably not only economists) who neatly fit that description. Sharp writes about health issues here, however,

not transport. Could his comments apply to transport as well? Back in 2003, Jim Peron, writing for the FMF, challenged the claim that Gautrain would create 50 000 jobs. Sadly, 20 years before that, the FMF was also showing itself to be part of the construction lobby. The old hands among us will remember that, during the early 1980s, the promotion of “free markets” in transport (read: minibus taxis) was all the rage in South Africa. Our approach was based on the British White Paper, which optimistically predicted that “new and better services would be provided … more people would travel (on) a greater variety of services using different types of vehicles running on different routes or frequencies, offering more choices to meet people’s needs. Operators will not be slow to find out what passengers want”. These flowery predictions have failed to materialise in Britain 30 years later, and even less so in South Africa. Nevertheless, at that time, the FMF was an enthusiastic participant in this “privatisation” campaign. Between 1983 and 1990 the FMF sent its representatives to one transport conference after another, where they would indulge in a few curious claims of their own. Space is limited, so I’ll just quote two of them. First quote: “There is more and more evidence that many taxi fares are cheaper than the unsubsidised bus fares. Where this occurs, it is clear that savings could be achieved if those passengers, who are subsidised, were to use taxis rather than buses.” The maths is a bit complicated, so I won’t bore you, but if all bus passengers went by taxi,

the total cost to the community would be higher than before. Next quote: “What is required is not a producer-side subsidy, but a consumer-side subsidy – such as transport vouchers. This would neutralise the advantage that subsidised operators have and enable the small bus operators to enter the market”. Strange that no one has suggested “transport vouchers” for the users of Gautrain or bus rapid transit (BRT)! Let’s try vouchers as part of Ekurhuleni’s proposed BRT scheme! Neither do I see any objection to the subsidy of R77 per passenger on Gautrain! Where are we going with this? The following recent quote from Thabo Thwala, a regular contributor to Business Day (December 4, 2014) underlines just how successful the construction lobby has been in achieving its objectives: “It is a fact that workers try as best they can to buy cars, instead of building homes and improving their families’ lives. They do this to escape from the atrocious daily trauma of public transport vehicles, especially taxis and the always full and chaotic trains, to and from work, and thereby enter the world of e-toll payment.” There you have it. After 60 years, the construction lobby has achieved its objective – keep on undermining public transport so that people will want to buy cars, use more road space and get in each other’s way. Convince the public that more roads need to be built and then hammer them with tolls! Mission accomplished? Done deal? Let’s hope not! |FOCUS

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

64 |FOCUS| February 2015

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66 |FOCUS| February 2015