Focus June 2015

JUNE 2015 | R85.00

On Transport And Logistics focusontransport.co.za

Volvo SA pulverising the rocky road of expansion

FOCUS Conference: rules, regulations and labour problems Sex, drugs and truck hijackings ...

Nampo 2015 – simply UNREAL! GABS makes history!

We reveal how …

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b |FOCUS| June 2015

Cover

JUNE

Volvo Trucks Southern Africa explains how it has expanded and strengthened its dealer network on page 9.

contents 23

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

10 KNOWLEDGE AND PASSION It’s difficult to sum up the first-ever FOCUS Conference. In a word we would call it “successful”, but it was so much more than that … We bring you the “executive summary”.

SUB-EDITOR Jeanette Lamont Cell: 083 447 3616 email: jeanette@charmont.co.za JOURNALISTS Jaco de Klerk Cell: 079 781 6479 email: jaco@charmont.co.za

18 SEX, DRUGS AND TRUCK HIJACKIGS …

Crime is, unfortunately, a part of everyday life … distressing headlines litter news channels both locally and abroad. The South African trucking industry is, however, being hit particularly hard.

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

20 THAT INNER DRIVE FOCUS puts the power down and (somewhat simplistically) explores what components make up a drivetrain, and how these have changed over the years to become modern-day technical achievements.

INDUSTRY CORRESPONDENT Frank Beeton Tel: 011 483 1421 Cell: 082 602 1004 email: frankb@econometrix.co.za TECHNICAL CORRESPONDENT Vic Oliver Cell: 083 267 8437 email: voliver@mweb.co.za

23 TROUBLED TIMES AHEAD Grain SA’s Nampo Harvest Day must be the finest exhibition on the planet … but the farming sector is facing some challenges, as FOCUS discovers in Bothaville.

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

36 TRACK THROUGH TIME Trains have catapulted development and shrunk the world, but are they still relevant today? We track through time to find the answer.

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

56 TEARING UP THE TRADITIONAL TICKET FOCUS investigates how some operators, particularly in the United Kingdom (UK), are facilitating access to public transport by offering an integrated ticketing and payment system.

Megan du Toit Cell: 060 503 3092 email: megan@charmont.co.za CIRCULATION MANAGER Bev Rogers Cell: 078 230 5063 email: bev@focusontransport.co.za

56

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.

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REGULARS 2 Steering Column 4 Wheel Nut 6 Vic’s View 8 Letters 46 Global Focus 50 Short Hauls 51 Subscription form 53 Global bus 60 Hopping off

June 2015 |FOCUS| 1

steering column

Open letter to the Minister of Transport

Charleen Clarke

D

ear Minister Peters First, I must say that it was an honour to meet you at the Golden Arrow Bus Services function in Cape Town recently, when you officially handed Road Transport Management System (RTMS) accreditation to this superb bus operator.

As an aside, I have to tell you that your presence cost me a beer. Having attended so very many official functions in the past, which your predecessors or members of your department were meant to attend (but didn’t), I thought you probably wouldn’t make it either.

So I bet one of the delegates a beer that you wouldn’t arrive. I have to say that it’s the one bet that I actually wanted to lose … because I wanted to meet you.

It was thus that, when you did arrive at the event, I was one beer poorer, but one meeting richer.

Anyway, I digress. It was good to meet and listen to you. I love your sense of humour (when you commented that your bio sounded like an obituary), your humble nature and the fact that you’re really down to earth.

Gosh, we even shared a glass of wine together after the official proceedings had ended (neither of us was driving so it was quite okay). I was quite sorry when your bodyguards rushed you out of the function room.

I really need to chat to you, however, about something that’s really close to my heart: the regulations you want to introduce at the end of

2 |FOCUS| June 2015

this year. Maybe if I ask nicely … unlike all those nasty people on social media who say you don’t know what you’re doing … you will reconsider.

Just maybe … Now I know that you deal with new regulations each and every day, so allow me to remind you about the regulations to which I am referring …

The first is the requirement for a driver evaluation before a licence is renewed. You know what? In theory it is a cool idea, but let’s face it, this is just not the most practical of notions. How on earth are you going to get this right? It’s going to involve employing a small army of people. I hope it doesn’t give officials more opportunities to earn bribes (ag, I am sure it won’t; I’m just being a cynic again).

Perhaps it would be easier to crack down on false licences?

Then there are the rules pertaining to people in the back of a bakkie. You are suggesting that no more than five adults – and absolutely no children – should be transported in a bakkie load bed.

Minister Peters, I have to tell you that I once fell out of the back of a bakkie – I narrowly avoided being paralysed. Bakkies are not made to transport people – young or old.

Don’t you think it would be appropriate to ban everyone from being in the back of a bakkie?

Oh, and while we’re chatting about children, any chance you could get your traffic cops to ensure that kids are always strapped up?

Gosh, then there is that suggestion that the speed limit is reduced – from 60 to 40 km/h in towns, 100 to 80 km/h on rural roads and 120 to 100 km/h on city freeways. Shame, you have really been taking some flak about this hey? You poor dear. It was much easier being a social scientist, wasn’t it?

The problem, you see, is that speed is not killing thousands of South Africans each year.

The lack of enforcement is the problem here!

Have you driven on the N3 to Durban recently?

Of course not, silly me. Tsk tsk.

Let me tell you about it. No one speeds on the highways in KwaZulu-Natal – because the police there just don’t play fair. They hide in bushes and pounce on those who speed, dishing out huge fines. When you try to bribe them, they refuse. I know this because a friend of mine told me.

Do you see what I am saying? People stick to the rules of the road in the Zulu kingdom – the consequences of ignoring them are just too expensive. Maybe you could consider getting that level of enforcement to exist in other provinces too? #JustSaying?

Finally, there is the issue of banning goods vehicles heavier than 9 000 kg from roads between 06:00 to 09:00 and then from 17:00 to 20:00, Monday to Friday.

With all due respect ma’am, this is as ridiculous as banning boerewors from braais.

It just won’t work. It will just cost too much, you see. Drivers won’t work overtime without being paid – meaning consumer prices will skyrocket.

Remember that glass of wine we shared? It will cost more. That would really break my heart.

FOCUS editor Charleen Clarke recently met Minister of Transport Dipuo Peters, when she travelled to Cape Town to witness Golden Arrow Bus Services receiving its Road Transport Management System (RTMS) accreditation. Read more about this milestone in the South African bus industry on page 54 of this issue of FOCUS.

Then there are the many practical issues.

Where would you like all the trucks to park?

Please … not outside my house. Oh, and what about the safety of the drivers while they’re parked? We all know that it’s a lot easier to hijack a stationary vehicle …

Minister Peters, I am sure that a number of other people have come up with these ideas … I am sure that they are not all your doing. So hey, I’m not blaming you or anything like that, but please … as my newly found drinking buddy … I am asking you to give them some thought.

You’re one smart lady. I know you will do the right thing. So, until our next glass of wine together … cheers! |FOCUS

STEERING COLUMN

June 2015 |FOCUS| 3

wheel nut

Every trick in the

book The e-toll saga rages on furiously

Gavin Myers

I

dislike the idea of a cynical person.

Personally, I’ve always preferred to give people the chance to prove themselves. And, as a professional journalist, it’s not my place to be cynical, but rather to question. Nevertheless, the older I get, and the more attention I pay to the general goings on around the world, the more sceptical I become about people and their intentions …

As I write this, Deputy President Cyril Ramaphosa has wrapped up his press briefing regarding the new dispensation on e-tolls in Gauteng. Indeed, by the time you read this, you will in all likelihood have picked up on some of its key aspects, which the deputy president says “addresses, in comprehensive manner, the concerns raised by people in the Gauteng province and beyond.”

Right now, I’m not interested in where the shortfall in funds is going to come from, or whether government has strategically timed the dispensation to (try to) appease voters

4 |FOCUS| June 2015

ahead of next year’s elections.

I want to touch on some of the more practical, salient points, to try to determine if, indeed, the system will now be “equitable, sustainable and efficient”, as well as “a great improvement to this whole project” and an “opportunity for a fresh start to build integrated, reliable transport systems” that will “ensure Gauteng has a freeway system that reduces congestion and emissions”.

My inner cynic is straining at its chains already …

So, e-tolls are (still) going nowhere. Under the new dispensation, public transport with operating permits remains exempt; a single reduced tariff (dependant on class of vehicle) applies to all motorists, irrespective of whether or not the vehicle is fitted with an e-tag; the monthly cap has been reduced (again class dependant), but if not paid within 30 days will be doubled; infrequent users making less than 30 passes a year will not be charged and; all toll fees currently outstanding, dating back to December 2013, will be discounted by 60 percent, with users having six months to take advantage of the discount to settle their debt.

What jars me in all this is that all users are now deemed to be registered – whether or not they want to be. You might say, “I don’t care, I still won’t pay”. It is here where my biggest, bone-chillingly worrying issue comes in: settlement of e-toll fees will now be linked to your vehicle licence renewal. If you don’t pay your fees, you can’t renew your licence!

Government says the intention is to “simplify the payment process”. The sad truth is that the personal choice of a motorist in our democratic country, to stand up in defiance of an unfair, unjust and unnecessary system, has been revoked.

Is that even legal? “We are aware of the need to address the legal requirements.

We want to avoid criminalising people and

make it [the non-payment of e-tolls] a traffic infringement under AARTO,” says Minister of Transport Dipuo Peters. (As an aside, the amended AARTO legislation is now due to come into effect on April 1, 2016.)

Ramaphosa is equally devious about making it an offence under AARTO: “I’d call it compliance rather than enforcement; it’s a good way to encourage people to pay …”

With all due respect, whichever way you look at it, people are now being forced to pay.

Government couldn’t do that before, so it has created ways that allow it to do so now.

Of course, this just opens up a whole new, supersized can of worms. First, people will now definitely avoid e-tolled highways; taking to the side streets causing more road damage, congestion and pollution in suburban areas.

(Maybe that’s what was meant by “ensuring Gauteng has a freeway system that reduces congestion and emissions”?)

Second, the rate of unscrupulous traffic and law enforcement officials preying on misinformed motorists will increase, as will the number of false or cloned number plates and licence discs.

Third, government is surely opening itself up to a whole wad of legal issues that will have opposition parties and bodies such as the Opposition to Urban Tolling Alliance (OUTA) jumping for joy.

Finally, and perhaps most significantly, it won’t change the simple fact that the majority of Gauteng residents are not in favour of the system and it will, therefore, continue to fail.

I’m not being cynical, or questioning anything. The people of Gauteng will continue to defy the system, the likes of OUTA will continue to fight against it, and government will issue yet another dispensation. The history of the e-toll saga, written thus far, will be repeated. |FOCUS

June 2015 |FOCUS| 5

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vic’s view

Congratulations are

in order

I recently experienced nothing short of worldclass service at the Mogale City motor vehicle licensing office. Others in the Gauteng region should follow its example

W

hat a pleasant surprise I had when going to the Krugersdorp (now known as Mogale City) municipal vehicle licensing test station, to renew my Professional Driving Permit (PrDP) … discovering a world-class facility with friendly, helpful, professional staff.

The reason I was so surprised is that, for years, I have been going to other motor vehicle test stations in the Gauteng area to renew my PrDP and found these facilities overcrowded, unprofessional, dirty and not user-friendly.

On arrival at the Mogale City licensing department I was immediately greeted by a friendly parking assistant, who directed me to a clean, secure and well-marked parking bay. He then gave me directions to the main building.

What a contrast to the other motor vehicle licensing offices in the Gauteng area, where it is, at times, difficult to find a clean, secure parking area and someone to direct you to the correct building entrance.

At the Mogale City vehicle test station there were no dangerous-looking characters

surrounding the car, offering their service to shortcut the process for a fee.

Recently, there have been media reports warning people to be very wary about dealing with these untrustworthy people who operate outside the perimeter fence of the other test stations. As at some of the local motor vehicle licensing stations, cars have also been broken into and valuables stolen while the owner is inside the building.

Sadly, the latest incident resulted in the death of an elderly woman, who was attacked right outside the licensing department while following her husband, who was on his way to the facility to renew his driving licence.

At the entrance to the administration building I was again greeted by a friendly assistant, who directed me to a very clean and well-laid-out area, where all the relevant forms required for the various transactions were neatly displayed. The official assistant also offered his guidance (without asking for money), to ensure that I had all the necessary forms.

Good and adequate seating is also provided to accommodate all the applicants. While waiting in the orderly queue, a photographer offered his services. Again, this is properly done and without the necessity of going across the road (as is the case at some of the other test stations) to have photos taken.

The staff, who process the documents and do the eye test and fingerprints, are also friendly and treat each person in a courteous and professional manner. The process is quick.

The payment office is well staffed and, again, the process is quick. At some of the other test stations you can wait for a long time before you are called to the counter to pay.

The entire process took me only 30 minutes – compared to my previous experiences where it would take the entire morning.

So, the question to be asked is: why can one motor vehicle licensing test station in the Gauteng area offer a world-class service, staffed with professional and friendly people, while other test stations offer such an unprofessional, unfriendly and shoddy service? |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| June 2015

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we think transport June 2015 |FOCUS| 7

FOCUS

letters Restriction on freight vehicles won’t reduce road carnage!

Well done FOCUS!

The proposed legislation to restrict freight

driver’s illegal licence, it was clear that no

vehicles in peak hours will NOT reduce road

compliance training had taken place and, in

carnage, but will merely create greater

the N12 incident, a basic pre-trip inspection

I must say the FOCUS Conference

congestion, more chaos and pandemonium

had not been properly conducted and the

and Truck Test event was a huge

on our roads. It will result in consumers

truck had not been maintained.

success. The conference timing

paying more for a loaf of bread – if they’re

In the unfortunate accident in which

and venue fitted in perfectly with

lucky enough to find a fresh loaf on the

Public Service and Administration Minister

Automechanika and the FOCUS

shelf at their local supermarket. Not to

Collins Chabane was killed, the owner of the

team really pulled out all the stops.

mention veggies, meat, chicken, fish, butter

vehicle was not a professional operator and

and milk, which are already being impacted

the vehicle had not been licensed.

by countrywide load shedding.

The Road Freight Association urges the minister of transport to seriously reconsider such draconian measures, which will be more

I am sure if you contact the OEMs that attended you will get the same response. Well done!

I will definitely be watching the Truck Test coverage on Ignition.

damaging to the economy and will result in a poorer society.

Minister, rather focus your resources on proper law enforcement, eradication of

Ettiene Holtzhausen Key account manager Commercial Vehicles Division, Voith Turbo

bribery and corruption and providing more officers for duty during the period of the proposed restriction.

Picture laden trucks parked off on the

Gavin Kelly

sides and verges of roads from highways to

Technical and operations manager: The

upmarket suburban areas … and a sudden

Road Freight Association

tsunami of trucks as soon as the restriction is over, jostling to markets to make up for

Thank you for your comment, Gavin. We

lost hours.

couldn’t agree more, and we’re sure our

Operators will have to review loading

readers feel the same.

and offloading times with customers and

Kelly’s comment comes in the wake of

review how loads are going to be distributed

the announcement in April that Minister

And again …

around the country. This could very easily

of Transport, Dipuo Peters, intends to

It was really great to meet the

result in smaller vehicles being utilised, which

introduce new regulations that restrict

FOCUS team at the conference

will just drive up the cost of logistics – and

goods vehicles (with a gross vehicle mass

event on Friday May 8 at Nasrec.

motorists will have to contend with more

exceeding 9 000 kg) from operating on

Well done on putting together a

freight vehicles on the road.

public roads at certain times.

great event that was well attended

This legislation will not solve the real

In terms of the intended regulations, no

problem on the roads, which is the lack of

person shall operate, on the public road,

and supported!

enforcement and motorists not obeying the

a goods vehicle with a GVM exceeding

Nikisha Sirkar

rules of the road. Sporadic testing of drivers

9 000 kg between 06:00 and 09:00 and

Petronas Lubricants Africa

by authorities will not curtail the accidents,

17:00 and 20:00, Monday to Friday, except

either.

weekends and public holidays.

Thank you for your kind words,

The major truck accidents have been

While these intended regulations were

Ettiene and Nikisha! We’re thrilled

caused as a result of operators that did not

to be published for public comment and

that you both enjoyed the conference

operate legally and professionally on our

discussion, no draft regulations have been

and we, too, look forward to seeing

roads, which would most probably have been

published for comment and no communication

you both at the next event – Ed.

prevented through proper law enforcement.

has been forthcoming from the Department

In the incident in Pinetown, despite the

8 |FOCUS| June 2015

of Transport in this regard – Ed.

cover story

???????

Leading with Innovative

Support ???????

Fleet owners know that every second of saved uptime means increased revenue, maximised efficiency and new opportunities. That is why Volvo Trucks Southern Africa (SA) is continuing to expand and strengthen its dealer network throughout the region

T

he company, which now has 18 dealers in South Africa, is broadening its reach systematically and with a focused strategy of bringing valuable support right to customers’ doorsteps.

“Our dealers are total-solution providers.

The products form the core of our offering. They are supported by innovative aftermarket and extended services that make a real difference to fleet owners’ businesses,” says Christian Coolsaet, MD of Volvo Trucks SA. “We believe the world-class quality, expertise and technological prowess provided by our dealers, give our customers the edge in a highly competitive market.”

Volvo Trucks has a recently established dealership in Harrismith, and will also be opening a new facility in Bloemfontein in June, at an investment of R15 million.

The company’s expanded footprint means that customers are closer to accredited dealers, and have easier access to manufacturertrained technicians and genuine parts. Volvo Trucks is planning to have 25 dealers by the end of 2015.

Trained Dealers + Innovative Technology = Increased Uptime Volvo Trucks SA invests heavily in the training of its dealer staff to enable them to effectively support their customers. Innovative support

offerings include a new telematics system, a mobile phone application and numerous fuelsaving features to effectively assist fleet owners to cut their transport costs.

“We believe that Volvo Trucks Southern Africa is leading the way in supporting fleet owners in a modern and interactive, yet very practical, way,” says Coolsaet.

One of the ways Volvo Trucks is assisting customers to save costs is with its Dynafleet fleet management system. This state-of-the-art system includes a phone app that is aimed specifically at drivers.

With the new app, drivers can see for themselves how efficiently they drive, compare their performance with that of their colleagues and improve their driving techniques. One of the app’s main functions – Fuel Efficiency Score – rates the driver’s performance in four areas that, in various ways, impact the truck’s fuel consumption: anticipation and braking, engine and gearbox utilisation, speed adaption, and standstill.

The results are then collated to produce an overall score.

As part of Volvo’s Telematic Gateway, FH fleet owners receive constant updates on the performance of trucks and drivers in commercial fleets – wherever they are. This makes it possible to easily pinpoint critical data and take immediate action for reduced costs and better vehicle usage.

In addition, as an answer to ever-changing industry requirements, and to support customers in their quest for optimum uptime, the Volvo Trucks Gauteng branch has also recently implemented extended workshop hours; from 07:00 to 23:00 on weekdays, and from 08:00 to 15:00 on Saturdays.

“Our dedicated dealer teams and advanced technology help fleet owners manage unplanned repairs, no matter where their trucks may be. Our teams won’t stop working until the truck is back on the road.

It’s one more way we’re helping fleet owners deliver on their own commitments to their customers,” says Coolsaet.

The future With the most modern and innovative product line-up ever, in the FH16, FH, FM and FMX model ranges, Volvo Trucks has an outstanding ability to help customers to improve productivity and profitability.

“Going into the future, it is becoming more and more important to explore and understand a region’s local operating environment, and to adapt our business to meet our customers’ transport requirements,” says Coolsaet.

“After operating in South Africa for more than 13 years, Volvo Trucks believes it is able to meet these unique requirements and offer local customers the professional support they require and deserve.” |FOCUS June 2015 |FOCUS| 9

focus conference

Knowledge and

passion It’s difficult to sum up the first-ever FOCUS Conference. In a word we would call it “successful”, but it was so much more than that … GAVIN MYERS gives you the “executive summary”

O

ther than the announcement of the Truck Test 2015 results by Hellberg Transport Management’s Martin Dammann (see the May edition of FOCUS), a wealth of valuable, rich information was afforded by the four main speakers – along with the obligatory laughs, of course. Each one is an industry expert in his own right, and the 200-strong audience therefore derived maximum value.

The wealth of knowledge, insight, experience, passion, humour and wit that was imparted made for an industry event that proved to be both jovial and practical.

Taking out the rats and mice Adrian van Tonder, chairman of the national Road Transport Management System (RTMS) steering committee, was first up with a brief presentation highlighting the new consignee/

On Transport And Logistics

10 |FOCUS| June 2015

consignor legislation that became effective on February 1.

Whereas, in the past, the responsibility to move goods safely lay with the transport company, the new legislation has changed this to make the consignee/consignor responsible for what their transporter does on the road, and to ensure that the transporter acts within the regulations of the Road Traffic Act. “The consignee/consignor can no longer outsource his responsibility – if a vehicle is running overloaded, both he and the transporter will be held liable. This is a huge shift … it’s been a long time coming and I’m glad it has happened,” Van Tonder notes.

“It will start taking the rats and mice out of the industry – those that are operating at stupidly low rates, with illegal vehicles and drivers who are not well trained, as well as consignees who force down the rates of the transporters. The burden now lies on them to

make sure they have sustainable transporters moving their goods. That is good for the industry.”

Van Tonder explains that should an MD of a consignee company not take reasonable steps to ensure that the transporter abides by the rules, he can be held responsible in his personal capacity. “If the consignee is found to be in contravention of the act, the person responsible will be held liable and could face jail time,” he explains.

Section 75B of the legislation dictates that well-documented proof of such policies, procedures and steps taken to prevent vehicles from being overloaded need to be kept.

It is also required that a goods declaration be kept in each vehicle, which needs to detail, among other things: the nature and quantity of goods transported; the contact particulars of the operator – or, in the case of a combination of vehicles, of every operator in the combination

of vehicles; the particulars of the consignor and consignee of the load – or, in the case of loads collected at and delivered to more than one consignor and consignee, the particulars of every consignor or consignee; the name, residential and postal address of every natural person – or, in the case of a juristic person, the responsible director or member, an agent, consignor, consignee, or operator, listed in the declaration; a schedule of insurance; and a written agreement between consignor and operator for the transportation of goods stating the nature of the agreement, the loading instructions and the responsibilities of the parties.

“A lot of this is about overloading, which, to me, is a bit sad, because I would have loved to have seen this legislation extend to roadworthiness and other aspects of drivers and driver training. A truck running without brake linings is sometimes a much bigger problem than overloading …” Van Tonder adds.

Nonetheless, it’s encouraging to note that, in the few months that the legislation has been enacted, compliance has begun to

happen automatically. “Speaking to people from the Department of Transport (DoT), the legislation is being taken seriously and there is a reduction in overloading, so it’s having an impact without even being enforced yet.”

Aiming for 100-million kilometres Paul Nordengen, principal researcher and research group leader at the Council for Scientific and Industrial Research (CSIR) Built Environment, has become a household name in the industry, thanks to his work in driving the Performance Based Standards (PBS) concept. He gave a talk entitled: “Slashing transport costs and improving truck safety the SMART way”.

“The challenge with designing and operating trucks is that the objective is to maximise productivity, but there are the obvious constraints of safety and protecting the infrastructure. The way one normally ensures that these issues are dealt with is through prescriptive regulations; to ensure that trucks are safe on the road and don’t

cause undue damage,” he begins.

“The reality is that this approach has weaknesses. Although vehicles on the road comply with regulations, they are either not really safe, or cause a lot of damage.”

In short, while the prescriptive approach is about defining the size and mass of vehicles, the PBS approach tries to develop a performance envelope that takes into account these safety and infrastructure requirements and the design of vehicles (that may not necessarily comply with prescriptive regulation). These are checked using various analysis techniques to comply with acceptable safety and infrastructure standards.

Importantly, the project is yielding significant results. In the seven-and-a-half years the project has been in operation, 106 operators have joined. Over 45-million kilometres have been completed with the PBS vehicles. The aim is for at least 100-million kilometres to be completed before PBS is introduced fully. During 2014 alone, 75 000 trips, 1,23 million litres of fuel and 3 400 t of CO2 were saved.

June 2015 |FOCUS| 11

»

focus conference

“Each operator also has to provide safety data of crashes every month, for their PBS and a selection of baseline vehicles on the same or similar routes. Between January 2008 and March 2015, smart trucks had 67 crashes and the baseline was 377,” Nordengen smiles.

The project began in the timber industry.

Today 22 percent of all timber is transported

by PBS trucks. “On average, this industry has seen a fuel saving of 14 percent,” Nordengen says.

Mining is another sector in which the project is showing results. Unitrans was

a year ago by the abnormal loads committee, and vehicles must be RTMS certified and PBS compliant. “There are about 200 new vehicles on the road now and the old ones have until April 2023 before their permits expire,” he notes.

“We are doing the PBS project to improve productivity. It results in less investment by reducing the number of trucks doing a particular task and also improves fuel efficiency per tonne of payload. There are other impacts, however, such as reduced congestion and safety risks. As part of our

and drivers saying they prefer running and driving these vehicles. We’re also finding that some of the trailer manufactures and original equipment manufacturers (OEMs) are learning things about the way they design and build their vehicles to get better performance.

“We still want to undertake a project that will assess the current heavy vehicle fleets.

We would take a selection of 20 or 30 typical combinations on the road and identify, and try to phase out, certain combinations that are particularly bad,” he concludes.

running B-tripple road trains for ten years and then upgraded to a 43-m-long four-trailer combination with a gross combination mass of 185 t.

PBS also assisted Buscor, which had also been running bi-articulated buses. Nordengen explains: “The PBS committee felt it should run assessments to check compliance, and three of the standards failed. The solution was to reposition the rear axles on the articulations and increase the wheelbases.”

Nordengen says that vehicles in the car carrying industry now also have to follow a new road map. This was approved just over

pilot project we’re also looking at roads and bridges and we’re using the performancebased approach for road wear and damage, which is our own local design, to do reverse engineering …”

He explains: “By looking at the actual road wear of a tyre configuration, one can be selected one that results in consistently low road damage per tonne of payload. When conforming only to the prescribed regulations, vehicles could be doing more than double the damage per tonne of payload.”

It all sounds very promising, because it is.

“We’ve had a lot of feedback from operators

A rich, historic, complex cultural life It’s perhaps fair to say that Jim Ward’s speech, entitled: “Transport – an industry in balance”, was the most gripping of the day.

Ward is the technical manager at Unitrans Logistics. Almost controversially, he used the concept of culture to drive his point home.

“Our culture is woven through our life, and life is richer for it. We work with technology, but we also work within a rich, historic, complex cultural life. Our culture is one that values people – and we should cherish that. If you claim that people are the most important

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Q UA L I T Y O N T I M E

focus conference

asset in your company, then you have to demonstrate that in your workplace …” he says.

Of course, given the context of South Africa’s uniqueness, this often requires a bit of effort and understanding.

“I laugh when I hear people talk about working in Africa as opposed to here. Where do they think they are now?” Ward asks to the accompaniment of a laugh from the audience.

“This is still a relatively new country; so much of what we do is new to the people doing it. Somewhere, every day, is a driver climbing

into a truck for the first time – and he or she will drive it on public roads.

“Our drivers have different levels of experience; our roads vary from awful to excellent; our distances are longer; our loads are heavier; our temperatures vary greatly (even in one trip); we face altitude changes on single routes; we cannot stop safely on the side of the road at night; we often encounter other vehicles parked dangerously or making u-turns on freeways; we’re often hundreds of kilometres from help; and, most of all, our culture plays a much stronger role in our work environment than it does overseas – where it

has largely been forgotten with the passage of time,” he continues.

Ward explains that, on the one hand, we have a professional transport industry using first-world technology and state-of-theart vehicles to service demanding clients, while, on the other hand, we are operating in a unique country with an amazing blend of cultures, differences, languages, history and a chronic lack of education. Our industry needs to balance all these aspects in daily operations …

Illustrating how technology and our culture are worlds apart, Ward begins: “European truck makers love complex warning systems.

The assumption is that the driver will pull into the nearest dealership, in the next village, and have it checked. This doesn’t work when you’re 250 km past Uppington heading due-west … in my experience most drivers just keep going.”

“If you break down in the Netherlands, help will be there in a few minutes. In the Eastern Cape, you might be there until the next evening – and minus a load. Nobody goes to breakdowns after hours because it’s too dangerous …”

Ward explains that, against the dollar, the rand is one of the most volatile currencies in the world, which is why our operators work according to lifecycle costings, and have to achieve a planned service life from the truck. “Here, we must fix, replace and rebuild things,” he says. It’s also why mechanics are often expected to produce high-quality safe repairs and fast turnaround times, while working on uneven, unpaved ground, in poorly lit conditions, using worn-out tools.

“Too often it’s our operations that take priority. Nowadays, contracts are secured by shaving maintenance and downtime razor thin,” Ward notes despondently.

Then, when something does go wrong, a further challenge is presented by our many languages. “There is no African word for a ‘leaking rear main-crankshaft-seal’ … there are few indigenous words to describe technical things. Fault codes do not translate well into Zulu,” says Ward.

The problem here, he continues, is that genuine dialogue is needed between workers and their managers, and the cultural barriers between them need to be broken down.

This seldom happens. If there is no dialogue between people, they will not fully understand what is required of them …

In this instance, says Ward, culture plays a role in everyday life and matters a great deal.

“Let’s imagine a driver has been allocated his load for the day, at a depot where there’s very little in the form of dialogue or Ubuntu. He clocks in, but is not greeted, because his boss doesn’t know how important it is to greet or what it symbolises.

“When we say ’sawubona’ or its equivalent, it’s nothing like saying ‘hello’ – in the best way I can put it, it means: I see you as a person, you matter to me and I recognise your humanity.

It’s very important to greet one another and offensive to not do so,” he says.

“People matter in this industry and we should never be too busy to remember that.

It might be something as simple as calling the workforce together to honour the passing of a fellow staff member …

“Our challenge is choosing the most suitable technologies, but never losing sight of the fact that culture plays a great role in everyday life. Striving daily to achieve that balance is what makes this such an amazing industry in which to work,” he concludes.

The economy is going nowhere Loane Sharpe, economist at the Free Market Foundation, was last to take the stage, to present some insight into our economy and the trends and future of the labour market. He began by noting that one of post-apartheid South Africa’s greatest disappointments is that the economy is failing to create jobs.

“In 1994, the unemployment rate was 13 percent and today its 25 percent. Of the 20,3 million people available for work, 15 million are formally employed, while 5,2 million South Africans are unemployed.

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focus conference

“A further two million are permanently discouraged about ever finding work and a million people are underemployed (available for more work than the economy can provide).

A total of 8,7 million people are underutilised,” he explains.

Sharpe continues to say that 3,4 million people (or 66 percent of those unemployed) have been out of work for more than a year, and 1,5 million (or 29 percent) have been unemployed for more than five years. “Nearly half of the economically active population is

for every one percent the capital stock of a business is increased output increases by 0,4 percent,” says Sharpe.

This “economising of people” is happening most in the labour-intensive primary sectors.

“In 1994, the agricultural sector employed 2,1 million farm workers. Today, it employs only 670 000. Likewise, the mining sector employed 1,4 million, today it employs around 550 000,” he illustrates.

Nonetheless, there are some sectors that are creating jobs. Sharpe says that, despite

people in the workforce want individualised bargaining. The older workforce wants collective bargaining.

“Businesses are going to have to make this shift with clever employment contracts, many of which will be temporary, and workers will be heavily rewarded for productivity. Business has to prepare for those changes if it wants to survive in this catastrophic labour market,” Sharpe explains.

In summary, Sharpe notes that the farming and mining sectors are dead. Manufacturing,

idle, and 75 percent of youth under the age of 25 are idle. It’s a national catastrophe and easily South Africa’s most pressing socioeconomic problem,” he says.

According to Sharpe, one of the reasons for this is that we have had to economise on labour by automating and mechanising. “Since 1995, and the introduction of the Labour Relations Act (LRA), wages after inflation have risen dramatically.

“Businesses don’t mind giving five to ten percent increases, so long as those increases are matched, or exceeded, by gains in labour productivity. Since the introduction of the LRA in 1995, labour productivity in South Africa has collapsed – it’s now at the lowest levels since records began in 1967.”

Further, in the 2000s labour productivity became negative, meaning that for every worker added to the workforce, production dropped. Conversely, for every worker removed production increased.

“That’s the scary state of reality and shows how much we need to economise … Capital productivity has been the exact opposite –

the overwhelming number of job seekers, the South African economy has done incredibly well.

“The private sector is in tremendous shape, even though the public sector basically doesn’t exist. Don’t be anxious about the state of the government sector, as the private sector is in such splendid shape that the economy is unlikely to fail.”

Sharpe isn’t referring to massive listed companies, either (which employ only nine percent of the national workforce). It is the small and medium businesses, which employ 81 percent of the national workforce.

What about the new generation of labour that is creeping in, though? As Sharpe points out, on average a union member in South Africa is 43 years old. The average age of a job seeker today is 27. (This is also one of the reasons, he says, why union membership is in decline and will eventually dwindle and disappear.)

“The older people are concerned with job security. Young people are interested in job mobility – two totally different things. Young

in some cases, will survive, but most of it will be gone in the next 15 years, while the services sectors (including transport and logistics) are growing rapidly with no signs of stopping.

“If you have a sizeable workforce, you’re going to have to replace it with technology, if possible, or use technology to monitor, measure, record and remunerate. It is possible to drive tremendous amounts of labour costs out of your environment.

“Companies must also start becoming innovative with regard to labour contracts and find better ways of getting young, capable, interested people into the workforce, who want recognition for their performance.

“Embrace affirmative action and black empowerment and find ways to access the growing black middle class, but do what is right for your business under your particular circumstances. Set your own targets and work towards them.

“The labour market is facing some very severe difficulties and things are going to have to be done very differently for it to survive,” he concludes. |FOCUS

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14 |FOCUS| June 2015

2015

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TRUCK TEST

DAF

delivers STUNNING performance at Truck Test 2015 June 2015 |FOCUS| 15

truck test

Don’t take our

word for it …

Let’s reiterate – Truck Test 2015 was not a competition. No winners were crowned. Nonetheless, the results do not lie … the DAF XF105.460 was arguably the best performer in the tautliner interlink category

W

hile the DAF had an average payload of 36 463 kg, it was its average speed of 65,3 km/h and average fuel consumption of just 54,4 l/100 km that resulted in a category-topping payload productivity factor of 43,8.

Mark Gavin, sales director at Babcock’s Transport Solutions, says that the vehicle was an off-the-shelf, standard specification truck with no modifications. “The XF is not necessarily suited only to this particular route. We have specified our vehicles in general to compete and operate in the on-road, long-distance, truck tractor market, to ensure that they are the

16 |FOCUS| June 2015

most cost effective to operate on South African roads today. Truck Test 2015 has proved that this is, indeed, the case,” he says.

Wilna Steyn, CEO of Babcock’s Transport Solutions, reiterates: “The truck has been tested for South African applications for over a million kilometres. This has ensured that it gives optimal performance to the transporter.

The DAF slogan, ‘Your Profitability Our Aim’, was proved in Truck Test 2015.”

While, in Europe, DAF has been recognised as a truck brand that delivers enhanced profitability – being one of the top performing truck tractors in Europe for several years now – it has been adopted a little more slowly

by South African operators. Nonetheless, say

Steyn and Gavin, the company is determined to grow DAF’s local market share “to its rightful place”, while maintaining current service levels.

“We pride ourselves on our outstanding service levels and have an extremely proud record of uptime – over 99 percent in many fleets!” says Gavin. “Our market performance in the 2014/15 fiscal year was ahead of our expectations; we were able to add 1,5 percent to our market share. This year, we would obviously like to see some steady growth on that number.”

Gavin explains that Babcock is an extremely flexible business and thus makes constant changes and tweaks to its operations to keep up with the demands of its clients.

truck test 2015

“The market can expect an array of new services from us in the future, which will put us in a better position to keep ahead of market demands. We may also be introducing additional products through the course of this year,” he alludes.

Gavin goes back to the XF105.460 to illustrate his point. “The fuel consumption factor of this vehicle is a huge talking point, as this contributes to over 50 percent of a longdistance transporter’s overall costs.

“If you couple this product to our other support pillars – our own repair and maintenance packages and on-board telemetry, Executrax, and our in-house finance company – there should be no reason whatsoever for transporters to look elsewhere for a complete transport solution.

We really do live up to our reputation of ‘Trusted to Deliver’.”

As Steyn says, with the DAF brand, Babcock offers a complete, all-round package. “We have the best long-distance truck, excellent service and dealer coverage in South and southern

Africa, as well as solutions like a finance offering. “Transporters that run our products feel comfortable that they have the best truck available with the service to back it up.”

“Truck Test 2015 has given us the opportunity to prove to the South African market that the DAF XF105.460 is the best vehicle on the country’s roads in terms of overall productivity,” Gavin notes.

“Overall, the test was great – extremely fair,

well thought through and, for the first time ever in this country, actually compared apples with apples. We are extremely proud that, under these circumstances, we performed at the top of the pile in the interlink category,” he continues.

“Transporters no longer have to take our word for it … the Truck Test 2015 results prove that the DAF XF is the most profitable truck in its category on South African roads,” Steyn concludes with a smile. |FOCUS

“The DAF XF will improve an operator’s profitability,” says Babcock.

June 2015 |FOCUS| 17

Truck hijackings

Sex, drugs and truck hijackings …

Crime is, unfortunately, a part of everyday life … distressing headlines litter news channels both locally and abroad. The South African trucking industry is, however, being hit particularly hard

I

n the early hours of the morning a truck pulls into something more resembling a plot than a truck stop. The “Molotov cocktail” that the driver took to fight fatigue is wearing off, but he still has enough energy to deal with his “loneliness” ...

This isn’t a mob-movie scene, but an everyday occurrence within the South African trucking industry. Drug and alcohol abuse, as well as easy access to prostitutes, are taking their toll on the health and well-being of drivers countrywide. It doesn’t end there, unfortunately.

According to the Road Freight Association, truck hijackings in 2014 saw a ten-percent increase on 2013, with a total of 1 200 hijackings at an estimated cost of R12 billion. FOCUS approached three of South Africa’s most successful commercial vehicle tracking companies for their

18 |FOCUS| June 2015

Truck hijackings

insight into this continuing violation.

Leon Mynhardt, operations manager at Mtrack Electronic Tracking Systems says that, in his experience, the cargo, as opposed to the vehicle, is most often the intended target of the hijackers.

“In most cases, the value of the goods being transported exceeds the value of the vehicle transporting those goods. Trucks are hijacked and then taken to a secluded place.

The goods are loaded onto the hijacker’s trucks and then distributed to their offset markets, which are often across the border,” Mynhardt explains.

“This trend has forced transporters to shift focus away from protecting and tracking just the vehicles, to protecting and tracking the actual cargo being transported,” he continues.

Hein Jordt, managing director of Ctrack Fleet Management Solutions, confirms that the cargo is usually the intended target: “Hijackers target loads that offer high-value goods – such as cellphones, tablets and expensive alcohol – for which they have a definite market, or loads that that can be disposed of swiftly – such as nappies, cigarettes or any fast-moving consumer goods.”

“Hijackers may also be looking for a specific cargo, such as high-value electronic goods or grocery items, among others,” reiterates Jerry Pierce, operations manager at Cartrack.

“There are occasions, however, where the actual vehicle or its trailers are the target,” he adds. “Cargo items find their way back into the economy, the black market or are shipped across the border, while vehicles and trailers are stripped for parts, shipped out of the country or are simply relicensed (with the aid of corrupt officials) and put back on our roads.”

These crimes cost the economy, insurance industry and operators billions.

“Besides the expense of having to replace the vehicle and its cargo, there is also reputational damage,” explains Pierce, adding that there are many modus operandi that criminals employ to gain access to vehicles.

“We have noticed an uptick in incidents involving the notorious ‘blue light gangs’ that operate in the Gauteng area at present,” he tells FOCUS. “Another tactic is the ‘good Samaritan’ approach, where a road user will indicate to a truck driver that there is a

problem at the back of the truck, resulting in the driver pulling over and becoming the victim of a hijacking.”

Jordt adds: “The hijackers gain access to the vehicle by waiting for an opportunity at truck stops, acting as passengers at toll plazas, or waiting at places where the vehicle has to stop.”

The reality of the situation is that as you are reading this, a hijacking is probably in progress; endangering the life of a family’s breadwinner and continuing to affect the South African economy.

“The South African Police Service crime statistics, which were released for the period April 2013 to March 2014, show a total of 69 082 incidences of hijacking, (including both car and truck hijackings),” says Mynhardt.

“This translates to 5 756 per month, 191 per day, or eight per hour in a 24-hour day.

Truck hijackings make up about 1,5 percent of this, but a large number of corporate enterprises, such as courier companies, construction companies and those in the motor industry, are affected.”

What to do if it happens to you Prevention is better than cure. Drivers should try to avoid situations that put them at risk, such as stopping next to the road. There is safety in numbers; rather stop at a truck stop.

Mynhardt adds that trucking companies should remember that hijackers come in many guises and have no obvious distinguishing features. “It is best to treat all unknown persons as suspicious, including police.”

However impossible this might sound, if you do fall prey to this crime, it’s best for the driver to keep calm and cooperate. “These thugs do not hesitate to cause harm to anyone,” Jordt cautions. “Drivers should be aware of their surroundings and be on the lookout for conditions, or events, which could compromise the individual, the vehicle and the cargo.”

Pierce adds that, in a hijacking situation, drivers should acknowledge the presence of the hijackers and not make any eye contact.

They should keep their hands visible at all times and always let the hijackers know what they are doing, as any sudden movements can be extremely dangerous. |FOCUS

JuneJune 2015 2015 |FOCUS| |FOCUS| 19 19

Drivetrains

That inner

drive

GAVIN MYERS puts the power down and (somewhat simplistically) explores what components make up a drivetrain, and how these have changed over the years to become modern-day technical achievements

I

t’s probably fair to assume that most

wider topic, but, where possible, specific to

commercial vehicle operators have

commercial vehicles, let’s do just that …

some concept of the inner workings

Technically, the powerplant does not fall into the drivetrain category – but it is worth

A vehicle’s drivetrain is made up of all the

at least taking a high-level look at what

the

components that take the power from the

exactly makes the power before discussing

basic internal combustion engine, and the

powerplant (in this case the diesel engine)

the drivetrain components.

mechanisms employed to get its power to

to the driven wheels that propel the vehicle.

the road, are in a continual state of flux.

These include the gearbox and transfer box

Engine

The drivetrain is, therefore, a topic that is

(applicable depending on drive configuration),

Most of the world’s modern-day trucks are

well worth exploring. So, with an eye on the

the propeller shaft/s, and the final drive.

powered by diesel engines, which vary in size

of

their

vehicles.

20 |FOCUS| June 2015

However,

Drivetrains

and power output, depending

multiplied by the ratio of the selected gear

second set of low-range gears is fitted, which

on the class of vehicle and

as it passes from the input shaft through to

serve to slow the vehicle down and further

application for which it will be

the output shaft.

increase the torque sent to the axles.

used. While the basic design

At the same time, the output shaft rotates

of the four-stroke diesel engine

at a rate that is slower than the input shaft,

Final drive

has

unchanged

causing a reduction in engine revs and the

Once the drive leaves the gearbox and/or

since its invention in the

ability to reach a greater speed. The process

transfer box, it is sent along the propeller

1890s, ongoing technological

is repeated through the following gears.

shaft (prop shaft) to the differential mounted

remained

advances continually increase power

Here again, technology has moved the

on the driven axle/s (the central shaft

while

game on to levels of efficiency and driver

connecting the wheels on either side).

decreasing impact on the

comfort never before imagined. Readers

The differential forms part of the final-

of a more-advanced generation will fondly

drive assembly, which is the last set of

remember terms like “crash boxes” and

components tasked with getting the wheels

and

reliability,

environment.

“double declutching” … a technique used

in motion.

to match the engine and manual

Evidence suggests that differentials have

gearbox speeds to allow the

been around, in some form or other, since

gears to engage smoothly.

as far back as 1 000 BC! The modern

The

widespread

advent

automotive differential, however, first came

of synchronisers on manual

into being in 1827 – so there have certainly

gearboxes (from the 1980s

been many advances on the concept.

onwards) did away with this

Nonetheless, the basic differential splits the

practice and brought about much

drive from the prop shaft between the left

smoother and easier gear changes for

and right sets of wheels, while also allowing

the driver.

Nonetheless, even traditional manual and

them to rotate at different speeds, aiding turning ability.

Notable among

automatic transmissions are beginning to

these was the invention and

look antiquated. Thanks to the advent of

automotive differential are the limited-slip

Two

advancements

of

the

basic

patent by Cummins, between 1943

sophisticated computer control systems,

(1932) and locking differential (circa 1970s),

and 1946, of the common-rail fuel system

automated manual transmissions (AMT) –

which are used in applications where the

(the first successful use of common rail in a

whereby the clutch is operated automatically

wheels are required to move together and

production vehicle came in 1995, by Denso

and the driver can (if needed) control the

at the same speed (locking) for maximum

with the Hino “Rising Ranger” truck); mass

gear selection – are now commonplace in

traction.

production of turbodiesel trucks by Volvo

the wider automotive and commercial vehicle

in 1954; the advent of European emission

world.

Today, many commercial vehicles make use of hypoid gear sets in the differential

standards in the 1990s; and the invention

Also gaining traction is the dual-clutch

which – without going into the technicalities

of the unit injector system by Bosch in

gearbox, in which the gearbox internals are

– are employed to aid the efficiency and

1994.

split in two; each with its own clutch. Each

strength of the component.

While the internal combustion engine

clutch is, therefore, primed and ready to

Commercial vehicles can employ two or

will power commercial vehicles for the

alternately engage and disengage as and

more sets of extra tandem axles – which

foreseeable future, a range of alternative

when the next gear change is required.

may or may not be driven – in the pursuit of

powerplants is slowly gaining favour –

The result is a seamless power delivery –

greater traction and weight capacity.

including full-electric and hybrid (internal

undoubtedly a bonus for a fully loaded rig

Up to now we have only considered

combustion and electric) drive.

climbing a hill, as much as it is for a super-

the single-reduction axle (with the single

quick sports car.

differential that splits and transmits the

Gearbox and transfer box

In the case of a vehicle where both the

power), the benefits of which are its light

Vehicles (especially heavy ones) require a

rear and front axles need to be driven (the

weight and minimal mechanical power losses.

lot of torque to move and so the gearbox

most basic example being a 4x4), a transfer

Today,

many

commercial

performs a multiplication function by using

box, that splits the drive back and forth,

especially

those

operating

its various ratios. From the engine, drive

is fitted after, or at, the output end of the

environments, feature hub reduction. This

(torque) is sent to the gearbox via the

gearbox.

system adds an extra set of reduction gears

clutch

vehicles, in

harsh

(manual/automated-manual/dual-

This function is usually controlled by the

in the wheel hubs and, therefore, serves to

clutch transmissions) or torque converter

driver either manually or, in more recent

split the final-drive ratio, reducing the load on

(automatic transmissions). This is then

years, electronically. In some instances, a

the differential. |FOCUS

June 2015 |FOCUS| 21

????? ?????

We go the extra mile to adhere to the laws and regulations of the countries we operate in.

State-of-the-art control centres track, monitor and manage entire fleets across Southern Africa.

OEM accredited in-house workshops along transport routes ensure our fleets are maintained 24/7.

Our drivers receive ongoing training and support to maintain the high standards we set ourselves.

Innovative technology, vehicle tracking, on-board computer analysis and contracted specialists monitor safe driving patterns to deliver real-time performance on and off road.

RTMS accredited, Barloworld Transport is committed to the highest international standards of safety, governance and risk management.

Smart Partnerships Smart Partnerships form the cornerstone of creating a competitive advantage for our clients allowing us to create a portfolio of business units, each with a unique brand positioning tailored to a specific industry. This is why we are able to offer a range of flexible, sustainable transport solutions for companies across sub-Saharan Africa.

Placing strong emphasis on safety, risk management, sector specialisation and operational excellence, we are committed to exceeding your transport expectations, every time.

6104

Contact Barloworld Transport to find out how our innovative solutions can benefit your business.

Tel +27 33 395 7400 | Email info@bwtrans.co.za | www.barloworld-transport.com

22 |FOCUS| June 2015

focus on nampo

Troubled times ahead

Grain SA’s Nampo Harvest Day must be the finest exhibition on the planet … but the farming sector is facing some challenges, as CHARLEEN CLARKE discovers in Bothaville

S

ometimes it’s hard to feel sorry

This will be the smallest harvest since 2007,

in order to produce food. If the 50:50 proposal

for South African farmers. As

when the yield was 7,1-million tonnes.

is implemented, 83 percent of farmers won’t

one Nampo exhibitor quipped:

The dwindling harvest is not the only

have production loans to produce food on

“How do you know a farmer is

reason for concern. Grain SA is extremely

half the land. Our infrastructure cannot carry

battling? When he is driving last year’s model

concerned about various government land

imports of the magnitude we would need.

Mercedes-Benz.”

reform initiatives – its CEO, Jannie de Villiers,

Where is the food going to come from?” he

The airfield at Nampo is yet another

believes that we could soon see a situation

asked.

indication that some farmers aren’t taking too

of “food shedding”. Speaking at a media

“Why is the minister not responding to our

much strain (it is buzzing with activity during

conference at Nampo, he strongly criticised

moderate proposals that are being practised

show days, with farmers arriving and leaving

government’s plans to force farmers to

and are already working? By government’s

in their own aeroplanes or helicopters).

hand over 50 percent of their land to farm

own admission, land reform, thus far, has

workers.

been a 90-percent failure,” he pointed out.

The fact of the matter is, however, that not everything is coming up roses within the

“We agree to the guidelines for land

There are two other major challenges

agricultural sector. Gosh, considering the

reform in the National Development Plan –

within the agricultural industry. As Loane

drought, it would be surprising if anything

meaning 20 percent of land is handed over

Sharp, economist at the Free Market

came up at all! In fact, a drive to and from

by 2030 – on a district basis. We will assist

Foundation, noted at our very own FOCUS

Bothaville is a somewhat depressing one.

in making this a reality, but grain producers

Conference recently, the number of farms

After one has passed through the picture-

say no to the Minister’s 50:50 plans. They

has declined from 920 000 in 1994 to

perfect town of Parys, dead mealies line the

are unconstitutional and they will be to the

50 000 today. Employment numbers

road. The soil is dry. The crops are dead –

detriment of the poor. The first need in our

have been decimated too. In 1994 the

and this isn’t a situation limited to the Free

country is food, not land ownership,” he

agricultural sector employed 2,1-million

State area.

noted.

farm workers. Today it employs a mere

As a result, Grain SA predicts that

According to De Villiers, more than

farmers will harvest a mere 9,665-million

60 percent of farmland is covered by debt.

670 000 individuals.

Of course, the reduced number of people

tonnes this year, a third less than last year.

“Around 83 percent of farmers require loans

means that farmers have become more

June 2015 |FOCUS| 23

»

focus on nampo

and more reliant on machinery – and there

Hercie Venter, Engen national sales

was also in an upbeat frame of mind. The

certainly was lots of that on display at this

manager – Lubes Distributors, told FOCUS

company displayed the Mazda2 1,5-litre

year’s show. Here are just some of the

that the company’s support of Nampo over

Hazumi; Mazda3 2.0-litre Individual six-

highlights …

the years is an indication of its long-standing

speed

relationship with agriculture.

Mazda3 2,0-litre Astina sedan; Mazda6

While UD Trucks is doing particularly

manual

hatch;

top-of-the-range

well in the heavy commercial vehicle sector

“Farming is important to us. We have

2,5-litre Individual; and the 2015 Mazda

this year (its sales within this segment have

supported agriculture in South Africa for

CX-5 facelift model (boasting advanced

grown by a whopping 23 percent), it was the

decades through Nampo and many other

technology, improved functionality and

company’s all-new Quester that got the most

initiatives. We take a lot of satisfaction from

refined interior and exterior design).

attention – because the name of this truck is

the knowledge passed on in that way, as well

Naturally, the company’s bakkies were

brand new to farmers.

as the scientific, business and technological

also there in full force – the bakkie line-

innovation shared,” he commented.

up included the Mazda BT-50 3,2-litre

The farmers’ wives, on the other hand, remarked on the company’s truly delightful

According to Venter, Engen lubricants

Freestyle Cab Manual, and the fully Drifter-

stand – the inside was reminiscent of a

have been trusted to keep things running

pack accessorised 3,2-litre 4x2 Double

farmhouse interior; the exterior was like

smoothly on farms for generations. The

Cab.

a farmhouse stoep and the stand even

agricultural industry appears to agree. “Wind,

Some accessories introduced on the

featured pumpkins that served as doorstops.

rain, heat and dust put a lot of strain on farm

Mazda BT-50 Drifter include black alloys,

So clever!

vehicles and machinery. Engen lubricants are

black side steps, black nudge bar, black

Equally smart was the release of

designed for these extreme conditions,” said

styling bar, load bin mat, tonneau cover,

controversial helicopter drones by Engen.

Rudi Barnard, Massey Ferguson dealer in

spare wheel lock, Drifter car mats, tailgate

(I say “controversial” because of the latest

Hartebeesfontein.

shock and the Drifter decals.

government legislation to control their use.)

Frikkie Kirsten, farmer at Makwassie,

“Agriculture and farming play a significant

Engen has been present at Nampo for 38

supports this view. “My planters are the heart

role in the South African economy. We

years and the 70 000 visitors to the show

of my business. Engen lubricants keep them

are enjoying exhibiting our comprehensive

appeared to be delighting in the drone

running day in, day out,” he pointed out.

vehicle offering and we are here to meet all

technology, which the company was using for the first time.

24 |FOCUS| June 2015

The Mazda team, present at Nampo

the visitors who are gathering at this year’s

as a stand-alone brand for the first time,

Nampo Harvest Day,” said David Hughes,

focus on nampo

managing director of Mazda Southern

Duty International Future Truck) while van

“FAW pays attention to what customers

Africa.

customers could check out the Sprinter and

are telling us. This is why we are extending

Vito.

our local offering to this weight category.

The team from MAN was also in an ebullient mood … which was further

“Mercedes-Benz vans are not only known

We believe this segment of the market has

heightened when the company sold a number

for their work ethic and tested reliability on

great potential and opportunity for growth,”

of trucks off its stand! Geoff du Plessis,

the countless farms on which they operate,

said Zhang. “The new range will be fitted

managing director of MAN Truck and Bus,

these workhorses also offer secondary

with the best drivetrain and will include

visited the show (and his stand, of course),

solutions. Mercedes-Benz Vans is in a position

international-brand componentry.”

and he was very enthusiastic about Nampo.

of dominance as we can offer a diverse

Iveco launched its new 682, which is

“We have been exhibiting at Grain SA’s

number of vehicles that are guaranteed

built right here in South Africa! The 682 is

Nampo Harvest Day since the early 1990s.

to fulfil a variety of needs,” noted Nicolette

Iveco’s answer to the buying-down trend.

As such, we are showing a variety of vehicles

Lambrechts, vice-president Mercedes-Benz

Available in 4x2 and 6x4 guise, it is ideal

– aimed at both agriculture and general

Vans South Africa.

for harsh applications and the construction

transport applications – at this show. We

“This may be a farmer looking for a small,

environment. Dubbed “a more affordable

are thrilled to be taking orders off the stand.

medium or large van to take care of the

truck that can still do the work”, it still has

We’re expecting to take two more this

transport needs of his farming operations, a

many creature comforts – air-conditioning

afternoon,” he enthused.

luxury van to transport his family, or the ideal

and cruise control, for instance.

In typical Mercedes-Benz South Africa

all-purpose vehicle to take on his next holiday.

It is competing against the Japanese,

fashion, the company was at Nampo – in a

We have a Mercedes-Benz van to match

Chinese

big way. It was great to see its two Truck Test

every need,” added Lambrechts.

the European). Currently only available

and

Indian

players

(not

2015 entrants displayed on the stand, but

FAW exhibited at Nampo for the 15th

with a manual transmission, it will boast

the company had a number of other models

time, and it showcased its latest medium-

an auto in about six months (the auto is

on exhibit too.

sized truck. According to Yusheng Zhang,

currently being developed in conjunction

Fuso fans got up close and personal

CEO of FAW Vehicle Manufacturers SA, the

with ZF).

with the award-winning Canter LIFT; a

range is kicking off with a five-tonne payload

With the launch of this new truck, Iveco

truck that has earned farmers’ trust

dropside body, which boasts the lowest cost

anticipates becoming a volume player in the

globally (the acronym LIFT stands for Light-

per tonne in its market sector.

South African marketplace. |FOCUS

June 2015 |FOCUS| 25

focus on nampo

Returning to its

roots The Hino brand has – and will – always been present at Nampo. That’s because, as CHARLEEN CLARKE discovers, farming and Hino go together like fish and chips (or maybe a boer and his bakkie?)

N

ampo is a no-brainer for Hino. As Leslie Long, senior manager: marketing and demand planning at Hino South Africa, points out, the company has long been active in the agricultural market. “Our roots can be traced back to the farming community. This is where we became a well-accepted brand.

We owe our position in the market to these customers,” he tells FOCUS. Accordingly, the company had a substantial stand at this year’s Nampo, which was packed with product. Three general vehicles were on display – a Hino 700 2848 truck tractor, Hino 700 3541 8x4 mixer and 33-seater bus. The other four vehicles on the stand were specific to the farming market.

First up was a Hino 300 814 dropside, which has proved to be popular on South African farms. Next up was the Hino 300 915, a highly manoeuvrable vehicle that is ideal for transporting a smaller numbers of animals. It

26 |FOCUS| June 2015

was joined by a Hino 500 1626, which serves as a double-decker sheep carrier and is ideal for farmers who need to transport sheep to market or auction.

Finally, there was the Hino 500 1322, a 4x4 which was equipped with a drill supplied

by Thor Drilling. The Zeus Junior drill is ideal for drilling for water and it could also be utilised for putting in fence posts on a farm. Long says that entrepreneurial farmers could hire this rig to other farmers in the community.

“This is a trend that we’re seeing in the agricultural sector. Farmers have slowed down in terms of purchasing vehicles. This is understandable – they may buy a truck and use it only a couple of times a year to carry grain to the silos. The vehicle is, therefore, not very productive.

“Instead, the farmers are forming informal cooperatives today. They buy a vehicle together and then all make use of it. It certainly makes a lot of sense. A truck tractor can cost anything

Left: The highlight of Hino’s stand at Nampo was a Hino 500 1322 4x4, which was equipped with a drill supplied by Thor Drilling.

Above: Leslie Long, senior manager: marketing and demand planning at Hino South Africa, says the company’s roots can be traced back to the farming community.

from R1,2 to R1,8 million … then you spend another R700 000 on the rig. If you spend that sort of money on a transport solution, you need to keep it productive,” he notes.

Long says that this does come with certain challenges. “If they are all mealie farmers, they all need the vehicle at the same time. So, this type of arrangement is better suited to those involved in different types of farming,” he explains.

Given the current drought, Long says that farmers are having to “box clever” like never before. “Driving to Nampo was a depressing experience – because there are failed mealie crops all over. This year is going to be a difficult one. There is a drought throughout the country – the North West, Northern Cape and Limpopo are facing the same problem. So, the farming community is struggling at the moment.”

Long says that this does, however, create opportunities for a truck manufacturer. “We need to stand by our customers and find ways of helping them in difficult times. That is what builds relationships. Dealers can structure really good deals through Toyota Financial Services. I am referring to things such as structured payment plans built around when the farmer knows if he/she will have cash.”

She? “Oh yes, we are seeing some lady farmers now. This is a worldwide trend – just like the number of women who are truck drivers, which is also increasing. It is something that makes sense. People are people; it doesn’t matter whether they are men or women. It depends where their interests lie,” he contends.

On a personal note, Long says that he really looks forward to Nampo – because it is a real show. “It shouldn’t even be called a show. It is more like a gathering of friends,” he says with a big smile.

As I leave the stand, he reiterates Hino’s commitment to the farming community. “We have always been part of this community and we need to stay part of this community,” he stresses. I have no doubt that Hino will. |FOCUS

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

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.

June 2015 |FOCUS| 27

FOCUS ON nampo

Calling all

Trk’eneurs

Isuzu Trucks has come up with a new, fabulously different programme – called Trk’eneurs. CHARLEEN CLARKE found out all about it at Nampo …

T

he Isuzu Trucks stand had people stopping, staring and pondering, because there were a number of bits and pieces on the stand that were somewhat unusual; the seat out of a cab, for instance.

Lisa van Aswegen, customer care and marketing manager at Isuzu Trucks SA, explains that the display was intended to epitomise a new programme called Trk’eneurs.

In terms of this programme, which will be rolled out in official fashion later in the year, the company is focusing on the entire business of trucking … and not just the sale of a truck.

“Hence the engine, the seat and the gearbox on display at our Nampo stand.

We are considering all the components and knowledge that go into the business of trucking. There is more to trucking than buying a truck. We want to understand the customer and his requirements and then deliver a solution that meets his needs.”

Practically, this can mean liaising with a variety of people. “In terms of our Trk’eneurs concept, we believe everyone in the supply chain is an entrepreneur –

28 |FOCUS| June 2015

from the guy who refuels the vehicle to the person checking on the tyres. We are looking at ways of interacting with everyone involved in the process,” she explains.

This can yield dividends for operators.

“Recently, for instance, we had an issue with a customer who wanted to spend a fortune relocating the fuel tanks on his truck. We chatted to a guy in the yard and discovered that his fuel hose was not long enough – which was the reason for wanting to relocate the tanks (a costly process).

“The operator could avoid substantial extra expense by simply installing a longer hose. It was a case of someone taking the trouble to speak to the person who actually does the job. Sometimes we all forget to do that!” notes Van Aswegen.

As such, the Trk’eneurs programme acknowledges the reality that sometimes people, who are not the most highly paid or rewarded, are the most valuable within a business.

“We are very close to our customers at the top level, but we need to add value throughout the chain. I always say: never judge a man until you have walked ten kilometres in his shoes. We want to connect

with everyone in the logistics chain. Many people only talk to the person who signs the cheque. Yes, he is a decision-maker, but influencers are also very important.

A person in the workshop may influence the purchasing decision because of parts pricing,” she explains.

Van Aswegen says that the driver’s role is also vital. “The cab is his workstation, after all, and, if he is happy, he is going to look after the truck. Recently, a driver, who was working at one of our suppliers, was really battling with his truck, because it had a manual transmission. We sold the supplier a truck with AMT and now the driver is utterly delighted. He knows he is not going to get into trouble for damaging the clutch. You should see how he looks after that truck; he polishes it until it gleams!

“Sometimes we don’t realise just how important drivers are. We need to communicate with drivers; give them knowledge of the costing, the fuel consumption and what they can do to benefit the whole supply chain,” she points out.

Matching the truck to the application is also essential. “The vehicle must be

FOCUS ON nampo

Emerging farmers show interest!

100-percent right for the application. If it is not, the costs are going to be excessive and the driver is not going to be happy.

For instance, give a truck with a long wheelbase to a driver who is delivering to supermarkets, where he cannot manoeuvre … and he won’t be happy.”

Product familiarisation is also very necessary. “Driver training is a very misunderstood term; it is what you get when you get your licence. We need to do road safety education and product familiarisation. Product enhancements are happening more than ever before … and drivers need to understand these developments, so that they can maximise the job that they are employed to do.”

The formal launch for the Trk’eneurs strategy will take place in October, when the exact framework and specific product offerings will be revealed.

“We have some amazing ideas but we don’t want to encroach on time – because everyone is so busy. We need to work out how to communicate with everyone in the supply chain … maybe via online clips or infographics or competitions or events …”

We will obviously cover the Trk’eneurs launch in the pages of FOCUS … so watch this space! |FOCUS

More and more emerging farmers are

was the best truck for the job,” Van

showing interest in the products offered

Aswegen relates.

by Isuzu Trucks … some are even buying

Of course it’s not only the emerging

trucks off the stand! “This is a definite

farmers who reckon that Isuzu produces

trend – we are seeing more and more

the best truck for farming applications.

black farmers at our Nampo stand each

“We have a lot of brand strength within

year,” confirms Lisa van Aswegen.

the agricultural market – the fathers

In fact, at Nampo 2014, an elderly

bought Isuzu trucks and now the sons buy

black cattle farmer, from the KwaZulu-

them. The 17-360 (with 360 hp) is so well

Natal Midlands, asked if he could use

suited to farming; a trailer, double-decker

two cheques to purchase a truck that

or animal carrier can be put behind it. It

was on display on the Isuzu stand. “He

has ample power to pull anything.”

had money in the farm account and

Van Aswegen says that, in many

needed to top it up using his personal

cases, the farmer, or his son, drives

account – hence the two cheques. I

the truck. “It is for this reason that

said I would take 20 cheques if that

AMT wasn’t adopted as fast within this

suited him,” says Van Aswegen with

sector – because there is very little

a laugh.

clutch damage by farmers. farmer

“Show me a farmer who cannot

bought the FXR 17-360 that was on

There

and

then

the

drive a truck properly! I don’t think there

display. “He had visited every single

is one in the country! They drive from

truck manufacturer at Nampo, but

a very young age, and they are highly

he decided on our product because

capable drivers. Having said that, we

his father had driven an Isuzu, which

are now seeing more interest in AMT

proved to be completely unbreakable.

– so I am sure that it will soon become

His son, who was studying engineering,

quite common within this sector,” she

was with him and agreed that it

concludes.

June 2015 |FOCUS| 29

Parts and

maintenance

Pick your

part Automechanika Johannesburg 2015 attracted the biggest and best from the automotive aftermarket supply arena. In fact, over 600 exhibitors packed the halls at the Johannesburg Expo Centre …

W

e could never bring you

interesting to note that more than 50 vehicle

will serve selected vehicles from the major

news on each and every

manufacturers use Lemförder components

European passenger vehicle brands.

one of the over 600

as OE.

Phase two – launching in the third quarter

companies, but there

“Lemförder quality also equals safety;

of 2015 – will cater to the commercial

were a few notable developments at the

we don’t compromise on either,” Dinino

vehicle industry. Phase three will introduce

show that are very important indeed.

continues.

parts for more European, Japanese and

“We

supply

safety-critical

The first of these is the local launch by ZF

components. Defects on these components

of its Lemförder brand, which falls into the

can be both dangerous and expensive. We

“Our focus is to provide a complete

ZF Services portfolio under the guidance of

meet all European quality standards and

vehicle repair and replacement solution. The

Fabio Dinino. (Incidentally, ZF Services won

guarantee that high-quality materials are

approach is to begin with fast-moving, vehicle-

a Gold Award for excellence in stand design

used and that quality checks are undertaken

specific parts,” explains Dinino. To begin with,

and construction at Automechanika 2015.)

at every point of assembly. The manufacturing

1 600 parts in the light- and heavy-duty

Worldwide, Lemförder is a strong and

facilities are fully automated to reduce the

categories will be launched. Ultimately Dinino

well-established brand in the independent

chance of defects. Lemförder components

expects to offer around 10 000 components.

spare parts arena. The company was founded

provide phenomenal wear characteristics.”

in 1947 and taken over by ZF in 1984.

Korean passenger vehicles.

“We’ve identified areas where there are

The Lemförder product range is being

large volumes of vehicles, and started there

“Launching Lemförder is an exciting event

launched to the South African market in

as a launch platform. So, in Phase two, for

for ZF. These are original equipment (OE)-

three phases for both light- and heavy-duty

commercials, we’ll introduce parts for Iveco,

quality replacement parts,” says Dinino. It’s

applications. Phase one – launching now –

MAN, Mercedes-Benz, Scania and Volvo/

30 |FOCUS| June 2015

Parts and

maintenance

Renault. As we get fleet information from

According to Chester, LED lights provide a

South Africa benefits from the experience

our customers, we will expand the range and

70-percent reduction in power consumption

of the Monroe Engineering and Technology

bring in additional components.”

over current conventional lighting systems.

Centre (METC) in St Truiden, Belgium, one of

According to ZF, Lemförder steering

“There is a 26-percent increase in light

Tenneco’s global research and development

parts, for instance, have prevailed in the

output and an 80-percent decrease in light

and advanced engineering hubs.

truck and bus market thanks to their zero

pollution based on stray light lost into the

maintenance, low weight, individual and

surroundings areas.”

Tenneco’s fully integrated, electronically linked global engineering and manufacturing

space-saving design, as well as long service

He adds: “LED lamps also reduce

facilities use advanced engineering and test

life. Its chassis components are said to

CO2 emissions. Changing just one single

capabilities to provide product reliability,

increase payload, reduce fuel consumption,

conventional bulb to an LED bulb can

endurance and performance. These full-

and optimise driving support.

keep half-a-ton of carbon dioxide out of

service

the atmosphere. What’s more, LEDs are

centres span five continents and allow

98-percent recyclable.”

Monroe to bring new products and the latest

All Lemförder replacement parts carry a 12-month/unlimited mileage warranty, irrespective of vehicle or application.

Also at the show, with exciting news, was

engineering

and

development

technologies to market quickly.

“Where we have an OE offering we’ll

Tenneco South Africa, which manufactures

also have an aftermarket offering of both

Monroe and Rancho-branded shock absorbers

Bridgestone South Africa Retail, Martin

complete repair and replacement kits, as well

locally. The company announced an agreement

Kieser says: “World-leading quality and after-

as individual components,” concludes Dinino.

with Bridgestone South Africa Retail, which

sales service is how I would describe the

From replacement parts to lighting

sees Monroe becoming the exclusive supplier

Bridgestone South Africa Retail and Tenneco

components, Torre Automotive was keen

of shock absorbers to Bridgestone’s 240

partnership.

to “light the show” with its VisionX range

SupaQuick stores nationwide.

Supplier

development

manager

for

Having the best quality product available,

of mining, military, engineering, industrial,

“Our wide range of suspension products

at one of the biggest aftermarket automotive

security, agricultural and off-road LED

includes shock absorbers for passenger,

fitment centres, benefits the consumer and

lights.

off-road and commercial vehicles, as well

instils ‘peace of mind’. This partnership is also a

“VisionX, a brand from the United States

as protection kits, mounting kits, steering

clear indication of the company’s commitment

(US), has the biggest range of LED lights

dampers and MaxLift and Monroe Springs,”

to our customers, both internal and external.”

in the world. They are well suited to the

says

harsh conditions typically found in industrial

aftermarket ride control, southern Africa.

Philip

Lutz,

marketing

manager

Through its newly formed division – Bridgestone Commercial – the Bridgestone

and mining environments and are used by

“We have shock applications covering

Group was also one of the valued sponsors

numerous organisations around the world,

one of the widest range of vehicles in South

of the FOCUS Conference and Truck

including the National Aeronautics and

Africa, aided by the fact that Monroe is

Test Results function – one of the many

Space Administration (NASA) in the US,”

the only approved local supplier of shock

functions that took place at Automechanika

says Leonard Chester, product manager of

absorbers to the new car manufactures in

Johannesburg this year. You can read all

Torre Automotive.

the country,” he adds.

about it on page 10. |FOCUS

June 2015 |FOCUS| 31

MCVs

Trying to find a happy

medium The medium commercial vehicle (MCV) sector of the market has suffered a decline over the past few months. FOCUS asks some manufacturers what they are doing to liven up the segment

T

his decline, as noted by Frank

shortages as we ramped up output at our

Beeton in his review of 2015’s

relocated truck plant,” says Ernie Trautmann,

first quarter (FOCUS May), was

vice president of Hino SA.

attributed by-and-large to UD

While

crew

cab

The Crew Cab treatment is also available on the NPS 300 4x4 models.

“The NPR 400 Crew Cab model has

and

automatic

a significant feature, not found on any

Trucks ceasing delivery of its long-standing

transmissions have featured in the 300

other medium-class truck, providing unique

U41 Series during this period – without the

Series offering for some time, additional

technical advantage – an automated-manual

immediate availability of a successor.

versions are on the cards.

transmission (AMT). A seamless Isuzu AMT

The MCV segment fell away slightly, from

The next major MCV player, Isuzu Truck

a 36,8 percent market share recorded in the

South Africa, suffered some overall market-

gear shift turns an average driver into a good

last three months of 2014, to 34,9 percent

share loss, which Beeton attributed almost

This results in increased driver focus,

in the January to March 2015 period.

driver,” the company says.

entirely to a more than 50-percent reduction

improved fuel consumption and reduced

The Toyota Dyna/Hino 300 Series

in MCV category N-Series deliveries during

downtime and lifecycle costs.

managed to achieve overall leadership of

the first quarter. However, the company is

While the more established players in the

the segment, selling 601 units (in fact over

adamant that its N-Series product offers

MCV segment continue their push for market

half that total was realised in the month of

a straightforward, no-compromise solution

growth, the segment is also benefiting from

March, with 333 units retailed – equating to

to the segment – especially considering its

the arrival of some new entrants. Launched

30,2 percent share of the market segment).

Crew Cab and AMT options.

during May was the FAW 8.140 FL, a new

“We are very proud of our achievements

The integrated Crew Cab seats up to

in the first quarter of 2015, with the major

seven people and offers seat belts for every

“You may ask why FAW SA decided to

contributing factor being that our factory

passenger. Like all Isuzu vehicles, the Crew Cabs

introduce a range in a weight category that

near Durban is now running at planned

come standard with anti-lock braking systems

is severely under pressure in the market

capacity. During the first quarter of last

(ABS) and are manufactured to global safety

at the moment …” says FAW deputy CEO,

year, Hino sales were hampered by stock

standards under the ISO 9001 certification.

Jianyu Hao.

32 |FOCUS| June 2015

nine-tonne GVM 4x2 freight carrier.

MCVs

“There is a Chinese proverb: In every

Coega-based plant, the company has used

when mounting a steel sub-frame cargo

crisis, there is opportunity. Our decision to

componentry from respected international

body.

introduce this medium-weight truck range

suppliers.

The 8.140 FL is available from FAW

was based on our customers’ demand

At its heart is a Euro-3, 3,8-litre Cummins

dealers with a number of body options;

and what we believe is a great market

ISF engine that produces 105 kW and

including dropside, taut-liner, van body,

opportunity.

450 Nm. According to FAW, this particular

3,5 m3 tipper, and rollback and dry-freight

“Our market analysis confirmed the need

powerplant offers exceptional performance,

insulated body. A 5,5 m standard body

for a vehicle as durable and rugged as

low operating costs, weight, noise and

length is permissible, while a six-tonne body

our heavy and extra-heavy trucks, but with

emissions. It drives through a six-speed ZF

and payload allowance and total gross

smaller dimensions to handle a different

Ecolite manual transmission.

combination mass of 14 t is allowed.

working environment,” he explains.

Braking is by a Wabco four-circuit

FAW is supporting the new range with a

In designing the vehicle for local conditions,

protection valve, full-air brake system that

two-year/unlimited kilometre warranty.

the company “prioritised cost-efficiency

includes ABS. “The addition of ABS and an

“The FAW 8.140 FL is a ‘true-blood South

combined with the best possible payload

air-cut parking brake on a medium-sized truck

African’, built locally and uniquely engineered

and the best turnaround time, without

is invaluable for the safety of driver, truck and

for the African environment. With the launch

forgetting FAW’s quality build standards for

payload,” the company says.

of this new medium truck range FAW has

durability and reliability.” Priced at R239 000

A uniquely South African addition to the

set the bar higher, yet again,” says Yusheng

(excluding VAT), FAW claims that the 8.140

build process is that the chassis passes

Zhang, CEO of FAW Vehicle Manufacturers

FL chassis cab provides buyers with the

through a special paint station to enhance

SA.

“lowest cost per tonne”.

endurance and longevity against dust and

While FAW is certain the 8.140 FL is

While the 8.140 FL has been designed for

dirt. The riveted ladder-frame chassis and

what the South African MCV market needs,

local conditions, and is built locally (imported

smooth top-flange chassis construction has

it will be interesting to see how the segment

in semi-knocked down format) at FAW’s

a distinct low-weight advantage, especially

moves forward in months to come. |FOCUS

June 2015 |FOCUS| 33

SECTOR ?????

SPOTLIGHT ?????

Tantalising

(s)tough

Transport operations aren’t for sissies, especially in the construction industry where tougher conditions are added to the mix … This sector needs special types of vehicles and unique communication solutions

S

itsabo Dlamini, from the School of Construction Management and Engineering at the University of Reading, says it best in his paper entitled: Relationship of the construction sector to economic growth. * “Construction is a major industry throughout the world, accounting for a sizeable proportion of most countries’ gross domestic product and gross national product.

The importance of the construction sector is not only related to its size, but also to its role in economic growth. An industry this big could not but have an impact on the economy.”

It’s no wonder that this sector has some impressive vehicles doing its lifting …

Toughness articulated Caterpillar is one of the world’s leading manufacturers of construction and mining equipment, diesel and natural gas engines, industrial turbines and diesel-electric locomotives. The company is enabling this sector to keep on moving with its new C Series of articulated trucks.

The range consists of the Cat 735C, 740C EJ, and 745C, which sport an array of new features. These include: engines that meet Euro-4 emission standards; new transmissions with expanded electronic control; automatic traction control; automatic retarder control; hill assist and waiting brake systems.

Rated payload capacities for the new models are 32,7, 38, and 41 t, respectively,

34 |FOCUS| June 2015

with all models replacing their B Series predecessors.

The company states that the new 740C EJ ejector model, which combines the 745C’s tractor with an horizontal-discharge body, provides added versatility and safety in certain operations. “The 740C EJ can unload material to uniform depths while travelling at speed, potentially reducing the need for on-site spreading equipment. It can also discharge the load with added stability in soft underfoot conditions, on side slopes and grades and in environments where overhead obstructions are present.”

The 735C’s Cat C15 ACERT engine is rated at 337 kW, with the C18 ACERT engine in the 740C EJ and 745C rated at 381 kW. The company states that these powertrains are available in versions meeting applicable emission standards for lesser- and nonregulated areas.

“The new Cat CX38 high-density, powershift transmission used in the C-Series trucks, has nine forward speeds, two reverse speeds and a number of electronic features that enhance overall performance and productivity,” notes the company.

These include electronic clutch pressure control, which adapts transmissionclutch engagement for smooth shifting and extended component life, and the advanced-productivity electronic control strategy feature – aimed at optimising gear selection in all operating situations for efficient performance and fuel economy.

When the new C-Series trucks, with permanent six-wheel drive, encounter changing terrain and underfoot conditions, the automatic traction-control feature adjusts the level of engagement for the clutch locks.

The manufacturer notes that the system makes these adjustments while the machine is moving and does not require operator intervention.

Retarding control for the C-Series models can now be set to fully automatic, in addition to manual control. In automatic mode, the machine manages retarding through a combination of engine brake, gear selection, and service-brake application without operator intervention.

Caterpillar notes that the automatic system is available for both forward and reverse operations, and the manual system provides two levels of engagement for more experienced operators.

“Other features that contribute to the overall efficiency and ease of operation include: the hill-assist system, which facilitates stopping and starting on grades; and the waiting brake system, which temporarily applies the service brakes during pauses in the work cycle, whether waiting at the loading or dumping site or while experiencing delays from congestion.”

“Everyday” original equipment manufacturers (OEMs) can do it too The construction sector isn’t only getting help from construction equipment

SECTOR SPOTLIGHT

manufacturers; other OEMs, that usually focus more on the transport industry, are also doing their part.

One such OEM is Scania, which offers trucks, buses (for staff transport) and generators for the construction industry. “Our truck range has been updated this year and now covers a wide array of specifications, from a nine-litre city tipper to the powerful 16-litre V8 for heavy haulage,” explains Theuns Naudé, key account manager for construction at Scania South Africa.

“With many years of experience from markets all over the world, Scania’s modular range of truck chassis offers an almost unlimited scope for any construction application,” Naude continues. “Our vehicles come with high frames and generous ground clearance. All vulnerable components are out of harm’s way.”

He adds that the new range of Scania off-road/construction vehicles has just been launched. “Backed up by a range of flexible services, we believe that we have a solution for each transport demand.”

Their own eye in the sky Construction work is often undertaken where no other infrastructure exists. This can present many challenges …

CNH Industrial designs, manufactures and sells agricultural and construction equipment, as well as commercial and speciality vehicles, through its various businesses. The company has embarked on a new venture to more effectively connect the people and machines working in the construction sector, no matter their location.

Scania trucks for the construction sector are desgned to keep vulnerable components safe.

This development involves an agreement with Iridium Communications, a global satellite communications provider for the real-time exchange of mobile voice and data. CNH Industrial will integrate Iridium’s satellite network into the telematics offering of its construction equipment brands; Case and New Holland Construction.

When using the brands’ telematics solutions – Case’s SiteWatch and New Holland Construction’s Fleet Force – users are able to function outside the boundaries of cellular coverage. Operators will be able to communicate effectively with their construction equipment regardless of the physical distance separating them.

Both SiteWatch and FleetForce also enable construction users to: monitor the location and performance of their assets; enhance security by creating geofences (virtual perimeters that act as locators) and alerts; reduce maintenance costs by monitoring fleet health; and optimise operating costs by monitoring and analysing fuel consumption.

Dlamini notes: “There is evidence of the existence of a very strong relationship between construction activity and economic growth.

As an investment sector, construction has the potential to impact positively on short-run growth. Construction can thus be regarded as a major component of investment programmes, particularly for developing economies like South Africa.”

It is wonderful that there are so many vehicles and communication channels to help this sector. *You can read his full report on

Academia.edu – a platform for academics to share research papers. |FOCUS

See the Light Increased Payloads for Truck Builds

Think Future Think Aluminium Think Hulamin Light | Strong | Durable Energy Efficient | Ease of Use Corrosion Resistant | Recyclable Saves Fuel | Design Flexibility

www.hulamin.co.za or email hulamin@hulamin.co.za Rolled Products | Extrusions June 2015 |FOCUS| 35

focus on rail

A track through

time

Trains have catapulted development and shrunk the world, but are they still relevant today? We track through time to find the answer

T

he history of trains, as we

created the need to implement standardised

Conversation – an independent news and

know them, spans the past two

time zones across the entire world,” Train

commentary website produced by academics

centuries of modern civilisation.

History explains.

and journalists.)

According to the website Train

These fast tracking wonders have had

“Maglev trains, which use this technology,

History, the advent of trains drastically

many guises through the ages: from steam,

were first developed in the 1960s and many

changed industry, human expansion and the

diesel and electric locomotives to those that

different methods have since been developed

way we travel on a daily basis.

run with combined engines. Train tracks have

to free trains from their earthbound wheels,

also changed dramatically …

axles and bearings.”

“From the first time a steam train rolled over the railways of industrial England, in

There are now common and electrified

This has opened new doors for fast train

the early 1800s – to modern times when

railways, high-speed rail and Maglev (a railway

travel. “Maglev trains sidestep two of the

bullet trains carry thousands of passengers

system that uses the power of magnets both

limitations of conventional trains,” Goodall

at incredible speeds, and freight trains carry

to drive and suspend vehicles above the

relates. “First, because a wheel typically

substantial amounts of the world’s goods –

tracks).

weighs around a tonne, and pummels away at

trains enabled us to develop our civilisation

“Trains that use magnets to levitate

with unexpected consequences,” the site

above the tracks might sound like something

relates.

from Back to the Future, but the concept

He continues: “Second, trains drive and

The world became smaller as a trip, that

of magnetic levitation has been around

brake via this mechanical contact and,

would have taken months, could be completed

for many years,” explains Roger Goodall,

therefore, propulsion equipment must be

in mere days. “Industrial manufacture could

professor of control systems engineering

carried on board. This is fine at speeds of up

be powered with infinite amounts of raw

at Loughborough University, in the United

to 400 km/h (the speed of proposed Britain’s

materials and outgoing transport of finished

Kingdom, in his piece: Can magnetically

High Speed 2 line), but aerodynamics makes

goods. The ability to travel fast (long before

levitating trains run at 3 000 km/h?

going much faster very difficult.

the first aeroplanes were discovered) also

36 |FOCUS| June 2015

(You can read his full article on The

the rail at high speed, the tracks need regular maintenance to keep them up to scratch.”

“A lot more power is needed for a small

focus on rail

To increase speed from 300 to 400 km/h requires nearly two-and-ahalf times as much propulsion power

increase in vehicle speed. For example, to

magnets. It is, therefore, no longer necessary

the ability to construct and maintain a very

to carry the heavy power equipment on the

accurately aligned guideway, within a low-

trains: instead the equipment is fitted to the

pressure tube, over hundreds of kilometres.

track, making the trains lighter and able to

This is where it becomes really difficult, and

travel significantly faster,” he adds.

very costly.

Goodall explains exactly how much

“Yet

some

of

these

high-tech

faster: “The Shanghai Maglev Train operates

propositions make bold claims about cost.

regularly at 430 km/h. In Japan, JR

In reality, transportation providers would

Central’s prototype Maglev system can run

be enormously excited by the prospect of

at more than 500 km/h. There are Maglev

reducing the system costs by 30 to 50

technologies that can push speeds up to

percent, but often the proponents of new

around 600 km/h.”

concepts suggest much larger savings.

increase speed from 300 to 400 km/h

He continues: “The reality of getting trains

“Musk suggests, for example, that a

requires nearly two-and-a-half times as much

up to speeds over 1 000 km/h is not as

90-percent reduction in cost can be achieved,

propulsion power, so at very high speeds

simple as the theory. Even Maglev trains have

compared with a high-speed rail system,

the additional propulsion required becomes

to contend with aerodynamics. This is why

despite the sophisticated infrastructure

impractical.”

the higher speeds that have been postulated

that would be required. Unfortunately, this

Maglev trains drive differently, however,

by the American entrepreneur Elon Musk in

takes the idea from being exciting to being

which helps them to achieve greater speeds.

his concept “Hyperloop” (1 500 km/h), and

unbelievable and may well be a case of Back

“To achieve high-speed operation, coils are

the Chinese “Super Maglev” (2 900 km/h),

to the Future.”

fitted to the track and these are used to

propose running in a partially evacuated tube

create a travelling magnetic field, which

to reduce the forces going against them.

essentially drags the vehicles along by their

“Such high speeds therefore depend upon

It would seem that trains are here to stay, but they’ve come a long way from their steam powered ancestors … |FOCUS

June 2015 |FOCUS| 37

focus ????? on ????? air

Aviation

acing it Air transport has come a long way since the Wright brothers took to the sky in 1903. We take a look at some improvements being implemented by airlines and find out how others are honoured for their achievements

J

ust over a year ago, in the February FOCUS,

2014 we

edition

reported

Finnair and South African Airways have

of

completed the IEnvA Stage 2 assessment,

LATAM Cargo and Malaysia Airlines.

“In addition to safety, environmental

that

the highest level of IEnvA achievement. This

responsibility

aviation, if it was treated like

ensures that an airline has implemented all of

for the industry,” says Tony Tyler, IATA’s

a country, would be the seventh-largest

the IEnvA Programme Standards, identified

director general and CEO. “The new IATA

source of carbon dioxide emissions globally.

and mitigated its significant environmental

Environmental Assessment sits alongside

This transport sector produces around

impacts, and has set performance targets.

our industry-wide, carbon-reduction targets

two percent of the world’s human-induced

Stage 2 also certifies that an airline has

as a programme for ensuring airlines not

carbon dioxide.

developed processes for monitoring and

only meet, but also exceed their day-to-day

reviewing its performance against its

operational environmental obligations and

environmental targets and objectives.

performance.”

The industry is doing its part to lessen these effects however … five airlines have successfully completed stages of the

Icelandair,

Qatar

Airways

and

is

the

highest

priority

The IEnvA assessments – which are

International Air Transport Association

SriLankan Airlines have completed IEnvA

conducted

(IATA) Environmental Assessment (IEnvA)

Stage 1, which ensures an airline has

organisations with competencies in aviation

by

accredited,

independent

programme. This voluntary, two-stage

established a foundation and framework

and environmental auditing – measure

evaluation process is designed to drive airline

for its environmental management system.

environmental

environmental performance improvements

Stage 1 also certifies that an airline has

sustainability standards across a broad

through independent assessment. The

identified and complied with its environmental

range of disciplines. This includes (but isn’t

process uses environmental standards

legal requirements.

limited to) the management of air quality

performance

against

and recommended practices developed

These five airlines join a growing number

and emissions, noise, fuel consumption

specifically for the aviation sector by a joint

of carriers that have already successfully

and operational efficiency, recycling, energy

team of environmental experts from within

completed IEnvA Stage 1 assessments,

efficiency, sustainable procurement, and

and outside the industry.

namely Air Transat, Kenya Airways, LATAM,

biofuel utilisation.

38 |FOCUS| June 2015

??????? focus ??????? on air

As a result, IEnvA helps airlines to simplify

(compared to 2005) by 2050, through a

endorsement of the hard work by our various

regulatory compliance, demonstrate good

combination of technology and operational

teams around our global network and hub

governance and achieve financial savings from

improvements, better use of infrastructure,

in Dubai.”

the better use of resources. The programme

and the implementation of a global market-

adopts a modular approach, initially focusing

based measure.

Closer to home, O.R. Tambo International Airport walked away with the title African

on flight operations and corporate activities

Environmental standards aren’t the only

Airport of the Year. “We are especially proud

at a global level, with later expansion into

aspect that is growing in efficiencies, however

as this is the second time in a row that

other activities including catering, ground

… Emirates SkyCargo, the freight division of

our airport has been bestowed with this

operations and maintenance, repair and

Emirates, was awarded the Global Cargo

accolade,” says Bongiwe Pityi, the general

overhaul.

Airline of the Year award earlier this year at

manager of O.R. Tambo International Airport.

Tyler continues: “Our congratulations to

the Air Cargo Africa 2015 awards hosted

The airport first won the award at the second

Icelandair, Qatar Airways, and SriLankan

by STAT Times, an international multi-modal

Air Cargo Africa instalment in 2013.

Airlines for completing Stage 1. I would

transport trade news source that specialises

particularly like to commend Finnair and

in aviation and air cargo.

“Together with our excellent location, accessibility

and

connectivity,

O.R.

South African Airways for being the first to

Air Cargo Africa is an international air

Tambo International also has great and

complete the Stage 2 assessment. These

cargo event held every two years, serving

reliable infrastructure,” adds Pityi. “We

airlines are among the pioneers in this critical

as an industry platform to showcase one of

also collaborate well with the relevant

new programme.”

the economy’s key sectors. With its award,

stakeholders to continue providing efficient

Emirates SkyCargo completes a hat-trick of

service to our cargo customers.”

He adds that the IATA’s audits and assessment

schemes

independent

evaluations

are

impartial,

designed

to

wins having picked up the accolade twice before in 2011 and 2013.

The African Airport of the Year award comes hot on the heels of Airports Company

improve industry performance against global

Emirates SkyCargo also won the Air

South Africa’s signing of a cargo management

benchmarks. “The IATA Operational Safety

Cargo Brand of the Decade. Pradeep Kumar,

cooperation agreement with Mitteldeutsche

Audit has done much to help improve airline

Emirates senior vice president of cargo

Airport Holding of Leipzig/Halle Airport.

safety and we expect that the IEnvA will do the

revenue optimisation and systems, received

The agreement, signed at Air Cargo Afirca,

same for environmental standards.”

the awards on the airline’s behalf from Glyn

will expand international air cargo market

Hughes, director of cargo distribution at

opportunities, and elevate the status of both

IATA.

airports in the air transportation industry.

The IEnvA programme is complementary to the aviation industry’s four-pillar strategy for addressing climate change impacts. In

Speaking at the occasion, Kumar said:

The strategic partnership will involve the

2009, the industry agreed to cap emissions

“We are honoured to receive this recognition,

exchange of information and individual

through carbon-neutral growth from 2020,

voted for by our customers and partners. We

expertise along with cooperation in customer

and cut net emissions by 50 percent

believe these accolades are an important

acquisition. |FOCUS

June 2015 |FOCUS| 39

ITOY Exclusive

Extra traction under

tough conditions

As soon as the new Sprinter series had been launched by Mercedes-Benz, work got underway to develop an all-wheel-drive system for the range. JARLATH SWEENEY went to the Arctic to test it!

T

he new Sprinter 4x4 is a van for

stationary, or when travelling at low speeds

mechanical differential locks: should one

a broad selection of commercial

of up to 10 km/h. An indicator lamp in the

or more of the wheels lose traction, 4ETS

users that work on construction

switch informs the driver that the all-wheel

brakes the spinning wheels automatically with

sites and dirt tracks, as well as

drive is engaged.

short pulses, and increases the drive torque

in the mountains, snow-prone regions and muddy fields.

In contrast to other systems of this type, the Sprinter’s all-wheel drive does not

at the wheels by the same amount, thereby offering good traction.

Its all-wheel-drive system could not be

provide a rigid through-drive. The power is

Automatic brake application, by means

simpler to operate. It can be engaged at the

transmitted variably; all the components

of 4ETS, has the same effect as up to

press of a button and the 4ETS (Electronic

of the standard-fit ADAPTIVE ESP remain

three differential locks: the inter-axle lock,

Traction System) then takes over. All the

operational when all-wheel drive is selected.

the rear axle lock and the front axle lock.

driver has to do is accelerate and steer

When all-wheel drive is engaged, the drive

The engineering employs the same basic

carefully and let the technology take care of

power of the Sprinter 4x4 is split in a ratio

principle as the all-wheel drive on the new Vito

the rest. The all-wheel drive is integrated into

of 33 to 67 percent between the front and

4x4. In view of the fact that the Sprinter 4x4

the standard-fit Electronic Stability Program

rear wheels in normal operation, ensuring

is usually deployed in rougher applications,

(ESP) and complements the safety systems

handling performance practically on a par

however, it does without the finer touches

provided.

with the Sprinter’s usual rear-wheel drive in

such as the pre-loaded multi-disc clutch

everyday operation.

between the front and rear axle.

Four-wheel drive can be engaged using a switch on the instrument panel when

The Sprinter 4x4 model’s all-wheel-drive

For off-road use, the optional “Low Range”

the engine is running and the vehicle is

system works with the 4ETS instead of with

reduction gear is additionally available.

40 |FOCUS| June 2015

ITOY Exclusive

Top and opposite: The Sprinter 4x4 has been designed to handle a variety of applications in the harshest environments.

Above from left: Downhill Speed Regulation is one of many electronic driver aids.

Engaged at the push of a button – when the

functions are retained when the all-wheel

does without heavy mechanical differential

vehicle is stationary, the 4x4 drive activated

drive is engaged.

locks.

and the clutch and brake pedals pressed –

One

particularly

important

aspect

Two

power

outputs

of

96

kW

the ratio is shortened by a factor of 1,42,

of the many Sprinter body variants and

(129 hp)/305 Nm and 121 kW (163 hp)/

or 42 percent. The maximum vehicle speed

attachments is the load and centre-of-gravity

360 Nm from the Mercedes-Benz Euro-

obtainable in the individual gears is reduced

detection feature; Load Adaptive Control

6, 2,15-litre, BlueTec diesels are the main

accordingly, while tractive power is increased

(LAC). In the case of special-purpose bodies,

options for the 3,5- and 5,5-t 4x4 Sprinter –

by the same factor.

for example, Adaptive ESP detects the

be it panel van, bus or chassis/cab.

In addition, the Sprinter 4x4 is available

position of the centre of gravity, based on the

For those seeking even more power, the

with the option of Downhill Speed Regulation

vehicle’s movements, and adapts the control

3.0 CDI, with 141 kW (190 hp) and 440 Nm,

(DSR), which ensures that a preselected

characteristics accordingly.

is also offered. These engines are mated to

speed is maintained constantly when driving

Although the Sprinter 4x4 is not an off-

downhill. Again, DSR is activated using a

roader, it has a raised body (by 110 mm

button in the cockpit. The speed is then

at the front and by 80 mm at the rear) to

controlled using either the accelerator and

provide adequate ground clearance.

brake or the stalk for the cruise control.

a six-speed manual or five-speed automatic transmission.

On the drives undertaken along selected routes surrounding Arvidsjaur, Sweden, the

Depending on the specific model version,

surefootedness provided by the excellent

The 4ETS is fully integrated in the Adaptive

the all-wheel drive in the Sprinter 4x4 results

traction from the four driven wheels, and the

Electronic Stability Program (ESP). The

in a weight penalty of just 115 to 135 kg.

fact that only winter tyres (not snow tyres

control characteristics have been adapted

This comparatively low increase is down

with studded caps) were used, impressed

for all-wheel drive and all of the Adaptive ESP

to the 4ETS all-wheel-drive technology that

most. |FOCUS

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

2014

June 2015 |FOCUS| 41

light brigade

bling Botox and

GAVIN MYERS drives a van with a bit of added zest, as Volkswagen (VW) livens up its enduring Caddy

I

love funky, different vehicles. As automakers attempt to stand out from the growing crowd, they invent niche models to give their brand a bit more oomph.

Commercial vehicles, though, are more tools for the trade than something in which to be seen … so, while the odd limited-edition, crowd-attracting version might appear now and then, it’s not too often that this trend applies to commercial vehicles in production form.

VW thinks otherwise. It has injected its Caddy with some added style, pepping up the range with its Cross treatment. It’s a vanbased people mover, with a bit of added bling.

On the outside this consists of black fairings on the fenders and side skirts, carrying through to the front and rear bumpers, accentuated by silver “underbody protection” and side guard strips on the door sill. Silvercoloured roof rails are also fitted. These silver accents tended to blend into our Reflex Silver test unit (thankfully, a range of other funky paint schemes is available), but the most noticeable design element is the set of sexy 17-inch Canyon wheels.

While the front end of the Caddy still looks sharp, the vehicle is ageing now. All in all, though, the Cross treatment lifts it nicely.

42 |FOCUS| June 2015

The interior (probably where you’ll notice the vehicle’s age the most, especially after jumping into the new Ford Connect), has also been “Crossed”. Funky, two-tone Viper Green and Grey Anthracite upholstery and leathertrimmed driving controls grab your attention.

This isn’t merely luxury treatment, though, as the tactile feel of the materials reminds you that, at heart, the Caddy was built for business.

Adorning the cabin are 24 storage spaces.

There are also sliding rear passenger doors, optional side-opening rear doors and an optional cargo net. With the rear seats in place 750 l of loading space is available (these remove to open up 3 030 l).

A third row of seats is optionally available, which reduces the available loading space to just 190 l. (The total payload is 727 kg.)

Cargo can be kept out of sight and rear passengers can enjoy anonymity thanks to standard privacy glass.

This is, however, a vehicle designed to stand out from the crowd … you’d obviously want to be seen behind the wheel of the Cross Caddy. From here you can enjoy the standard cruise control, Hill Hold Assist, automatic lights and windscreen wipers as well as the six-speaker Bluetooth sound system.

You can also enjoy VW’s 81 kW, 250 Nm 2,0-litre turbodiesel engine. This is one aspect of the Caddy that belies its age – this drivetrain is fantastic. It’s an exceptionally free-revving engine that pulls strongly throughout the rev range. The engine is coupled to a smooth five-speed manual gearbox (that gear lever is quite a stretch), for which a sixth ratio wouldn’t go amiss.

Overall, VW claims the Cross Caddy will consume an average of 5,7 l/100 km and emit 149 g/km CO2.

The Cross Caddy also rides comfortably, handles well and has a strong set of anti-lock brakes. These key driving aspects are aided by Electronic Stabilisation Program, an Electronic Differential Lock and VW’s Traction Control System.

So, is the VW Cross Caddy a funky, different vehicle that I could love? The basic Caddy is still a good, solid vehicle, but it feels outdated. The Cross treatment goes some way to liven it up, but the R340 600 asking price (including three-year/120 000 km manufacturer and 12-year anti-corrosion warranties) is steep when compared to the newer Ford. Especially since the VW’s service and maintenance plans are optional.

Me? I’d choose new kid on the block over funky and different. |FOCUS

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

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engineering for a better world

GEA Refrigeration Technologies June 2015 |FOCUS| 43

WORLD ON

WHEELS

Russia’s transportation renaissance

Russia’s insular transportation industry is belatedly opening up to the outside world, as the nation’s thirst for imported goods slots it into global supply chains. CLAIRE RENCKEN reports

A

ccording to an article written by Bruce Barnard for International Logistics in June 2013, State-owned Russian Railways was planning to bid for ports and rail assets being sold by cash-strapped Greece.

Nefte Trans Service (NTS), a private rail freight operator, was also expected to launch a US$ 500-million initial public offering on the London Stock Exchange, where several Russian rail and port operators are listed.

Barnard goes on to say that a US$ 860-million acquisition by APM Terminals of a 37,5-percent stake in Global Ports, in September 2012, was the largest direct foreign investment in Russia’s transportation sector to date and could pave the way for further big-ticket deals from abroad.

44 |FOCUS| June 2015

That the deal was announced in a filing to the London Stock Exchange, where 25 percent of the stock of Global Ports is traded, testifies to the growing international outlook of Russia’s transportation industry.

Russian ports and rail freight companies are now mostly under private ownership, following sweeping deregulation and privatisations over the past decade.

They are now accelerating consolidation to boost market share and reap economies of scale.

Summa – a US$ 10-billion-a-year energy, telecommunications and engineering conglomerate – acquired control of Fesco, operator of Russia’s largest ocean carrier, in December 2012. In addition, Global Ports was negotiating a US$ 1-billion-plus takeover of

National Container, Russia’s biggest container terminal operator.

Russian oligarchs have benefited from deregulation to build large rail freight portfolios, underscoring the financial potential of the transportation sector. Universal Cargo Logistics, owned by billionaire Vladimir Lisin, controls a fleet of 200 000 railcars following its acquisition of Freight One from Russian Railways.

Other operators have expanded by acquiring the captive rail units of industrial companies, although it is a diminishing source of growth.

This has enabled some rail operators, including NTS, to post spectacular growth rates. NTS was founded by four entrepreneurs in 2006 with a fleet of 400 railcars. It now operates 57 000 units transporting more than eight

LD ON W

H

E E

W

OR

E

LS

LS

W

OR

LD ON W

H

E only form of transportation for large areas of this vast nation.

This imbalanced modal split has hindered the growth of Western-style, third-party logistics, with many companies forced to arrange their own transportation and distribution. One of those shippers is Magnit, a fast-growing budget supermarket chain, that operates a fleet of 4 500 trucks to supply its 7 100 stores.

A recent survey, by global real-estate company Colliers International, put Moscow and

ambitious scheduled airline unit, is facing tough times as it struggles to fill its expensive new 747-8 freighters.

Russia’s ocean container market has posted average annual growth of more than 15 percent in the past five years, but domestic ship owners have failed to take advantage of this, even on the booming feeder trades from northern European ports such as Hamburg.

Despite expanding trade, Fesco recently announced it had sold half of its fleet. Its shipping

Russia’s transport sector might be considered underdeveloped, but it’s packed with pent-up potential.

percent of Russia’s rail cargo traffic.

The Russian Railways cargo market share dipped below 50 percent for the first time in 2010, It has been selling off some of its freight subsidiaries, but is also leveraging its massive financial strength to move into new markets, both at home and abroad. It signalled its international ambitions with the US$ 1,25 billion takeover of Gefco (the transportation and logistics arm of French automaker PSA Peugeot-Citroën) in November 2012.

Rail owes its massive 85-percent share of Russia’s freight market to the huge track infrastructure built during the Soviet era. In addition, the poor state of the nation’s roads and neglected inland waterways make rail the

St. Petersburg at the bottom of 40 European cities for logistics competence, highlighting the yawning gap between Russia and the rest of the industrialised world.

The air-freight industry’s move abroad to keep pace with Russia’s expanding trade links has had mixed results, with the largest operators struggling to survive in the depressed global market.

This resulted in Aeroflot mothballing its three MD-11 freighters. Polet Airlines reportedly told customers it would ground its three IL-96 aircraft because of sluggish demand and low rates. Volga-Dnepr’s core Antonov-124 charter operation had seen a sharp decline in heavy-lift and project business, and Air Bridge Cargo, its

unit is moving from owning and managing ships to supporting liner and logistics operations.

The transportation sector is bracing for tougher times as the Russian economy, which was growing by about seven percent annually a few years ago, is stalling. Growth in the first five months of 2013 slowed to 1,8 percent compared to 4,5 percent in the first half of 2012. This was partly because of shrinking demand for energy and raw materials, which are key rail cargoes.

Barnard concludes that there’s no denying the pent-up potential of Russia’s underdeveloped transportation sector, particularly if the Kremlin accelerates privatisation and deregulation and makes good on its investment pledges. |FOCUS

June 2015 |FOCUS| 45

GLOBAL FOCUS

ACCO

Still Goes On …

In his monthly review of global news for local truckers, FRANK BEETON revisits the continuing ACCO story, positions and details Eaton’s new dual-clutch transmission, and measures the recent success of European vans in North America

M

any of our readers will remember the International ACCO as a charmingly ugly, but nevertheless effective, transportation device, which first appeared on South African roads in 1970. This truck had its origins in the AACO series of vehicles, designed by International Harvester for the Australian army in the 1950s.

Designated ACCO (Australian Model C Cab Over), this was unique in combining United States (US)-style truck engineering with the forward control cab configuration preferred by Australian operators.

The range was extremely successful, and survived the demise of International Harvester (IH) per se in 1986, to continue under the Iveco banner, after IH’s Australian assets were acquired by the Italian manufacturer in 1992.

Having obtained the rights to the ACCO line, Iveco Trucks Australia continued to manufacture and market these models

46 |FOCUS| June 2015

successfully, and rebranded them as “Iveco” products in 2002.

Support for the ACCO from the waste handling industry, in particular, has been very strong. Its combination of basic engineering, well-developed dual control (left and righthand steering), and appropriate configuration availability has been well-appreciated in that sector.

The current basic design dates back to 1972, but has received progressive facelifts and updates to keep track of evolving market trends. Total production of the ACCO series has now exceeded 78 000 units.

The most recent update of the ACCO range was unveiled at the end of 2014, with facial features clearly resembling Iveco’s latest generation of mainstream Europeansourced products. The current ACCO is the only truck built completely in Australia; with its cab panels being pressed in the Dandenong plant and local companies supplying many of its component parts to provide a local content of more than 85 percent.

The range consists of 4x2, 6x4 and 8x4 derivatives, with a maximum gross vehicle mass (GVM) or gross combination mass (GCM) rating of 30 t. It is powered by the Euro-5, 8,9-litre, Cummins ISL diesel engine, with available ratings of 210, 240 or 255 kW (280, 320 or 340 hp) and torque outputs of up to 1 500 Nm. The standard transmission fitment is Allison’s six-speed, generation-five, fully automatic unit. The ABS employs drum brakes all round, and various Hendrickson parabolic steel leaf, air or rubber suspension systems can be specified.

Rear-drive axles are sourced from Meritor, and can be fitted with driver-controlled differential locks. The agitator (truck mixer) models are equipped with electronic stability control, and all models have both engine and transmission-driven power take-offs (PTOs).

Inevitably, questions are frequently posed about ACCO’s potential for further survival.

It is generally accepted that relatively lowvolume models with high percentages of

GLOBAL FOCUS

unique parts do not sit comfortably with global truck manufacturers looking for the broadest spread of cost amortisation across their markets.

ACCO has survived thus far because it fits the evolving requirements of its market so well, has been thoroughly developed and tested over many years, and is marketed by enthusiasts who believe in it.

In some ways it presents as a refreshing change from those state-of-the-art products of the global industry whose appearance has been shaped by the evolution of aerodynamic understanding, and now appear somewhat over-styled as a result. Fleet engineers, no doubt, love the ACCO’s simple lines, which must be a cost-effective joy when minor impact damage needs to be repaired.

Notably, production-line detail preparation for final bodywork fitment is another ACCO

commercial vehicles during this period, has been the increasingly wide adoption of Automated Mechanical Transmissions (AMT).

In 2010, Daimler-controlled Mitsubishi Fuso Truck and Bus Corporation introduced an alternative technique into the commercial AMT field with its Duonic six-speed, dual-clutch transmission. Installed on the new Canter LIFT light-truck product range, MFTB added some special features to make the dual-clutch concept suitable for commercial use; including a park facility, non-wearing wet clutches, and a low-speed creep/hill-hold function.

During 2014, Volvo moved the dual-clutch technology into the heavy-duty arena with its 12-speed, SPO 2812 I-Shift dual-clutch unit.

Apart from size and input torque capacity, this unit differed from previous dual-clutch applications in that it also featured a rangechange facility.

vehicle mass and throttle inputs; hill-hold, which mitigates against roll-back or rollforward for up to three seconds on grades with slopes of up to eight percent; three standard PTO openings; and brake-pedal activated downshifts to improve speed control on downgrades.

The design life of this transmission is ten years or the equivalent of 640 000 km, and the use of synthetic transmission fluid enables filter and lubricating fluid change intervals of 240 000 km.

The launch publicity clearly identifies torqueconverter automatic transmissions as the marketing targets of the Eaton Procision. The manufacturer claims an “eight- to ten-percent or greater” fuel-economy benefit over the traditional automatic alternative, and stresses the ease with which this unit can be tailored and customised for specific applications.

The obvious size gap left between the Canter and Volvo installations has now been filled by Eaton, with its Procision seven-speed dual-clutch transmission. Available mid-2015 initially for US Class six and seven trucks (GVM ratings from 8 864 to 15 000 kg), it will later feature in global applications. This unit has an input torque limitation of 895 Nm, and can be installed behind engines such as the Cummins ISB with outputs of up to around 225 kW (300 hp).

Features include: low-speed manoeuvring facilities; automatic selection of economy or performance profiles prompted by grade,

Judging by the rapid acceptance of the AMT facility in the South African market, we believe that the availability of a propriety unit of this type will be welcomed by those vehicle suppliers who are not able to source a suitable aggregate from their own manufacturing operations, and, once available internationally, it could find ready acceptance in the local market.

Ram’s ProMaster version of the Fiat Ducato is contributing to the growing success of European vans in North America.

standard feature intended to ensure reliability, and must, in its own right, be a powerful argument for its continuing support by customers.

Eaton Joins the Dual-Clutch Club The initial one-and-a-half decades of the 21st century have witnessed a veritable explosion in the application of electronics-based technology in all types of motor vehicles, including trucks and buses.

Possibly the most significant application of electronic wizardry, introduced into

European Vans Shake Up the US Market One of our favourite topics over the past few years has been the migration of European

June 2015 |FOCUS| 47

»

GMC’s Savana is typical of the American van designs now being displaced by European-style competition.

GLOBAL FOCUS

integral vans across the North Atlantic. One of the reasons for our interest is a long-held opinion that the US market would most likely benefit from shedding its ingrained preference for “different” products, when much of the world can quite happily get by with vehicles that follow more universally accepted design criteria.

We have seen some progress being made, with the gradual uptake of “in-house” diesel engines in the heavy truck market, where the likes of Daimler (Freightliner/Western Star), Paccar (Kenworth/Peterbilt) and Volvo (including Mack), have convinced increasing numbers of American operators to specify their own power units.

The truckers’ solid refusal to accept anything other than “conventional” (bonneted) cabs remains steadfast, though, while the quirky mix of bonneted cabs and petrol engines that dominates the medium-duty truck sector still prevails.

To be fair, the European vans that have made the transatlantic trip have not been totally immune to Americanisation, in terms of power unit choice or branding.

Mercedes-Benz, which started the “Eurovan to America” ball rolling in 2001 with its Sprinter range, used local Freightliner and Dodge branding to spread its appeal (although the latter disappeared after the dissolution of DaimlerChrysler) and has also fitted a petrol engine into the newly announced Vito spin-off, marketed as Metris in America.

Fiat Chrysler Automobiles renamed the Ducato as the Ram ProMaster for the

US market, and has followed up with the Doblo-based ProMaster City, having inserted Chrysler’s Tigershark 2,4-litre 24-valve petrol engine in place of the diesel powerplant used in Europe.

Nissan went the route of developing a unique full-bonnetted large van for America; the NV1500/2500/3500 series, powered by 4,0-litre petrol V6 or 5,6-litre V8 petrol engines. It also brought in the smaller NV200 from Europe, fitted with a larger 2,0-litre fourcylinder petrol engine to suit American tastes.

It is also selling a Chevrolet-branded version to General Motors for distribution through its own dealer network.

Finally, Ford added a 3,5-litre EcoBoost petrol unit option to its European Transit family (normally powered by a 2,2-litre diesel) for North America, and has been pushing the lighter Transit Connect range heavily in that market.

When the results of the US vehicle market for the first quarter of 2015 were published, it was interesting to see how these European-type vehicles were doing. In the “small commercial van” segment, the Ford Transit Connect, which had first defined and created the category in 2009, held a 55,5-percent share, followed by the Nissan NV200 (19-percent share), Ram’s Chrysler Voyager-based Cargo Van (12,8 percent), Chevrolet City Express (9,1 percent) and Ram ProMaster City (3,5 percent).

In the “large commercial van” segment, Ford’s Transit held top spot with 33,9 percent penetration, followed by its older US-designed

Econoline (20,6 percent), Chevrolet’s US-designed Express (15,6 percent), the Mercedes-Benz Sprinter (8,3 percent), Ram ProMaster (8,2 percent), GMC’s US-designed Savana (7,8 percent), and Nissan’s NV Series (5,5 percent).

In this heavier category, European-type vehicles accounted for a cumulative market share of 50,4 percent, while the “traditional” US types, plus Nissan’s unique North American NV Series, made up the balance.

Clearly, the European vans dominate the smaller segment, and have achieved the majority share in the larger category.

Production of “traditional” US types is set to decline further, with the Ford Econoline down from 38 000 units in 2015 to 22 000 in 2016, and GM’s Express and Savanna GMT610 platform down from 103 100 units to 93 000 over the same period, while the Ram Cargo Van is expected to run out at the end of 2016.

This suggests that the market share of the European vans will increase further, and it will be interesting to see if GM will look for an equivalent heavy van product (in Europe, GM’s Vauxhall and Opel brands are partners with Renault and Nissan in two van programmes).

Another moot point is how long Nissan will persevere with its American NV series while it is being comfortably outsold by proper European-style products, so there could be a potential common solution to the dilemmas of both the Nissan and GM. |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.

48 |FOCUS| June 2015

GLOBAL FOCUS

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June 2015 |FOCUS| 49

SHORT

HAULS Super Group acquires first Hino dealership Hino South Africa and Super Group recently celebrated the opening of the Hino Isando dealership, in Johannesburg. This is the 22nd stand-alone dealership out of 64 Hino SA dealerships countrywide.

It is also the first Super Group-owned Hino dealership. “It’s always nice to have a pair of fresh eyes in the business,” says Calvyn Hamman, senior vice-president for marketing and sales at Toyota Motors South Africa. “R25 million was invested in new Isando facility. We are delighted that Super Group has showed confidence in the Hino brand and in the local trucking industry.”

“The process to get the dealership up and running has taken around three years,” says Alistair Rawstorne, Super Group COO. “Super Group is heavily involved in logistics operations and we currently trade with about 45 franchised dealers. The Hino SA franchise is a major strategic acquisition and we are privileged to have a stand-alone Hino facility in Isando, where trucking is second nature.”

Hino Isando is currently staffed by 17 people, but there are plans to grow this number to 35 as the dealership gains sales and service momentum. The facility has 12 work bays and there is space for another six double bays in

PE taps into TopUsed

future development.

MAN Truck & Bus Port Elizabeth (PE) has become the first

The workshop facility is equipped to undertake Certificate of Fitness (CoF) testing and also has an express pit lane to minimise downtime for urgent work.

franchised MAN dealer to be awarded a MAN TopUsed franchise in South Africa.

This dealership, which has been owned by AAD for seven

The extensive on-site parts stock is replenished at least twice a day.

years, has the benefit of the same principles, service and back

Eco-friendly features have been included in the facility. All the lights are

up by MAN Truck and Bus SA as the regular MAN-owned

controlled by movement sensors and plans are in place to recycle rain water for the wash bay.

TopUsed dealers.

“With our product offering, we provide solutions to our

“Hino South Africa is fully committed to supporting the Hino Isando

customers and potential customers together with partners

dealership to ensure its success, using Hino Total Support as one of our key

we can trust,” says Geoff du Plessis, MD of MAN Truck & Bus

strategies. The establishment of a strong dealer network is a critical part of

SA. “The MAN PE team is very professional and passionate and

our 2020 strategy to achieve a market leadership position in South Africa,”

the facility is in a great location, with good access and visibility.”

concludes Hamman.

Emir Solapgir, head of TopUsed at MAN Truck & Bus SA, explains that MAN TopUsed complements the MAN new vehicle business, by providing customers with a cost-effective alternative. “These vehicles are checked in our workshops to ensure we can confidentially support them. Buying a used MAN vehicle can be the gateway to our MAN world,” he says.

Over 250 trucks from all manufacturers are spread across the six TopUsed dealers in South Africa, meaning dealers have access to the full pool of vehicles regardless of location. Photos of all the vehicles, together with technical data, are displayed on the MAN TopUsed website.

“We are proud to be able to share our worldwide TopUsed knowledge with our colleagues in PE. The success of this dealership is dependant on the relationship between the customer and dealer, with the support of MAN SA. It is in good hands,” Solapgir concludes.

50 |FOCUS| June 2015

???????

SHORT ???????

HAULS

Bridging the skills gap

New Eurocargo spotted!

The community of Ennerdale, south of

(like hand tools) and state-of-the-art diagnostic

Johannesburg, has now been made richer

systems. The most important contribution is,

thanks to a partnership between CNH

however, know-how.”

Industrial, Iveco South Africa and the Declan

Through the year-long programme,

Collins Skills Centre, situated at the Don

students also intern with dealers and service

Bosco Educational Projects, where the

centres. At the end of the programme they

TechPro2 facility was opened in April.

obtain a merSETA-recognised diploma as

A fellow member of the International Truck of the Year (ITOY) jury recently sent us this shot of the new Iveco Eurocargo undergoing testing in Torino, Italy – free of the camouflage that usually adorns such pre-launch units.

Immediately discernable is the strong resemblance to the company’s new Daily, as opposed to the heavier Trakker and Stralis models. The forthcoming vehicle is expected to feature a range of enhanced, Euro-6 Tector 5 and Tector 7 engines (originally unveiled at the end of 2013).

According to our man in Europe, the new Eurocargo is due to hit European roads by mid-September.

Daniella Robro, head of sustainability

professional commercial vehicle mechanics.

at CNH Industrial, explains the TechPro2

“Together with the new plant in Roslyn,

concept: “TechPro is a programme aimed

this project is an essential part of our

at young people, specifically from tougher

intention to become a local company,” says

economic backgrounds, who are looking for

Mario Gasparri, senior vice-president of

real economic opportunities. The aim is to

CNH Industrial Southern Africa. “It is part

train highly qualified staff and to introduce

of our commitment to reach out to poorer

them into the world of work.

communities and support them when

2

“TechPro2 also gives our workshop

possible, especially in terms of education.”

facilities access to a pool of well-trained and

The TechPro2 project has been in

qualified staff. Locations are provided with a

operation since 2008. It has trained 9 322

classroom, workshop, vehicles, components

students through its 56 centres worldwide.

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June 2015 |FOCUS| 51

Naamsa

Commercial vehicle sales report for April 2015 Note: For the time being, Great Wall Motors SA (GWM) 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 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: 12 077 451 18 3 186 2 256 136 17 53 172 87 24 138 1 977 2 7 1 76 2 496 430

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 Volkswagen SA Volvo Group Southern Africa

Total: 777 3 1 16 170 66 22 173 37 34 184 61 4

Heavy Commercial Vehicles 8 501 – 16 500 kg FAW GMSA MAN Mercedes-Benz SA – estimate Powerstar TATA Toyota Volvo Group Southern Africa

Total: 394 17 146 7 48 3 40 94 87

Extra-Heavy Commercial Vehicles > 16 500 kg Babcock DAF FAW GMSA Iveco MAN Mercedes-Benz SA – estimate Powerstar Scania TATA Toyota Volvo Group Southern Africa

Total: 634 1 35 31 16 119 305 30 137 12 23 230

Buses > 8 500 kg GMSA MAN Mercedes-Benz SA – estimate Scania TATA Volvo Group Southern Africa

Total: 68 3 48 16 10 6 1

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

52 |FOCUS| June 2015

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

On BUS AND COACH

RTMS accreditation for

Golden

Arrow Biggest bus fleet to earn its safety stripes

What’s next for the humble transport ticket

Post-colonialism and rail – could it work?

June 2015 |FOCUS| 53

cover story Golden Arrow Bus Services has earned Road Transport Management System (RTMS) accreditation, in so doing writing itself into the annals of South African bus history! CHARLEEN CLARKE joined the celebration …

T

here was a decidedly jovial mood in the air when Golden Arrow Bus Services (GABS) received its RTMS accreditation. The GABS team was bursting with pride – and for good reason.

While it’s far from the first South African company to earn RTMS accreditation (it follows in the tyre tracks of 146 fleets countrywide representing some 8 000 trucks and buses)

massive significance – especially within the bus sector. “While the RTMS fraternity appears, for now, to be dominated by our cousins from the road freight industry, there is a fundamental element which is a notable differentiator, namely, our cargo is human,” he said.

“Just as unemployment, poverty and inequality are the ravages of our society, so too are irresponsible driver behaviour, poorly maintained vehicles and ailing infrastructure

RTMS auditor Oliver Naidoo said that this was extremely obvious. “GABS has already adopted best practices, when it comes to vehicle maintenance and driver performance, that are far more stringent than required by law.

“For instance, the buses were sent for roadworthiness testing every six months long before this became mandatory. GABS services its vehicles at 15 000 rather than

Above (second from left): Pictured from left are: Nic Cronjé (GABS), Sidwell Nche (SABOA), Paul Nordengen (CSIR), Oliver Naidoo (JC Auditors), Adrian van Tonder (RTMS), Kathy Bell (Standard Bank), Donald Grant (Western Cape Minister of Transport and Public Works), Dipuo Peters (National Minister of Transport) and Yunis Shaik (GABS).

it owns the largest RTMS-accredited fleet – by far. There are two other bus companies that have earned accreditation, namely Buscor and Intercape, but their fleets (404 and 152 respectively) are far smaller.

The significance of the celebration was reinforced by the presence of the National Minister of Transport Dipuo Peters, who congratulated GABS. “Your certification will go a long way in ensuring that you join government in the fight against the scourge of road crashes and fatalities,” she noted at the event.

John Dammert, corporate affairs executive of GABS, pointed out that the accreditation had

the scourges that threaten our roads as a public space,” he added.

Dammert stressed that the accreditation had not been achieved overnight. “It is the coalescence of more than 150 years of tried and tested acumen gained from providing bus services to the commuters of Cape Town.

We have – over this period – become acutely aware of the risks associated with operating commuter buses as a public service,” he revealed.

Yunus Shaik, chairman of the GABS board, also expressed delight at the accreditation, stressing that the company was passionate about safety.

at 20 000 km intervals, and its preventative maintenance strategy has seen a significant decrease in breakdowns,” he told guests at the function.

Nic Cronjé, who has been at the helm of GABS for 32 years, noted that the RTMS sticker, which will soon appear on every one of the company’s buses, affirms that the company is a responsible operator that is serious about road safety and committed to sustainable operational practices.

If I lived in Cape Town, that sticker would truly give me peace of mind. Well done GABS! I wish there were more bus operators in our country like you! |FOCUS

Golden moment!

54 |FOCUS| June 2015

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ON TRANSPORT AND LOGISTICS

June 2015 |FOCUS| 55

INNOVATIVE TICKETING

Tearing up the traditional ticket

CLAIRE RENCKEN investigates how some operators, particularly in the United Kingdom (UK), are facilitating access to public transport by offering an integrated ticketing and payment system

T

o enhance the use of public

(for instance at park-and-ride stations, at

smart card systems can be implemented

transport,

main bus stops or in vehicles);

and used for contactless payment of

cities

should

aim at making the ticketing system attractive and easy to

understand for everyone. The pricing system

• On the internet (for example, subscription for holders of smart cards); and • Via mobile phones.

integrated fares. They may also serve as an important element of marketing public transport. Smart payments can also provide valuable data on behaviour and mobility

should be coherent and simple; with a reasonable number of tickets, which take

Integrated ticketing and tariff policies

users’ needs into account. The basis for

between different public transport operators

Even though South Africa may not yet

fares should be transparent and easy to

(such as local public transport and the

be implementing every aspect of this kind of

understand.

national railway) should be offered to make

technology, progress is being made in terms

tickets valid for all public transport modes

of innovative ticketing. Last year, the City of

and for a whole region.

Cape Town’s transport authority, Transport

Tickets and payment facilities should be widely available, for example:

patterns of users.

• At sales points distributed throughout the city;

Easy and attractive payment methods

for Cape Town (TCT), won the Best Bank-

• At ticket vending machines at various places

should be offered. For example, innovative

card Ticketing Scheme award for the MyCiTi

56 |FOCUS| June 2015

INNOVATIVE TICKETING

to think that the incentives provided by our

short space of time; it was being used by an

awards have made a real difference.”

average of around 10 000 users a day after

This year, the events will follow a similar

just over six months.

pattern to previous years, with nominations

Barclays Bank launched a pioneering

closing in early June. Judging will take

application, which allows customers to select,

place during late July and early August.

purchase, download and display bus tickets

The short-list announcement will be made in

directly via their cellphone. The app combines

early October, followed by the presentation

innovative ticketing technology – developed

ceremony in November.

by the company’s partner, Corethree – with

The “innovation” category recognises and rewards new thinking in the industry – among

Barclays Pingit, the mobile payment app from Barclays, available to smartphone users.

The judges noted its success in a relatively short space of time; it was being used by an average of around 10 000 users a day after just over six months.

operators, authorities and suppliers. It focuses

Services at the time of the award covered

especially on products that can improve

areas including: Cardiff, Bath, Birmingham,

efficiency or make bus travel more attractive.

Manchester,

Burnley,

Blackburn

and

A successful nomination for this award

Lancashire, and were expected to extend to

needs to demonstrate development of an

most UK towns and cities by 2015. Another

original idea that achieves one or more of

positive development in mobile ticketing,

the following: improves the image of the bus;

the judges felt this product had significant

stimulates interest in, or desire for, the bus

potential for growth.

product; and improves the efficiency of the industry.

So what is happening in the rest of the world, and what might the future hold?

This award will be made for an innovation

Zehra Chudry, head of content for Transport

which, in the opinion of the judges, most

Ticketing Africa, says: “Since 1995, in Asia

contributes to the improvement of the bus

and Europe, public transit organisations

product. Evidence of quantification of the

began investing substantially in new ticketing

benefits achieved is essential.

technology, culminating in the ubiquitous

In 2014, two of the finalists in this category

smart card technology.

myconnect card at the 2014 Transport

were recognised for their innovations in

“However, industry insiders are now realising

Ticketing Africa conference and awards.

terms of mobile ticketing (in this instance

that even this approach is already becoming

ticketing apps for smartphones) – Lothian

antiquated and there is hesitation around

and Barclays Bank.

further investment necessary to update the

In the UK, companies are definitely getting it right. In fact, they even have an “innovation” category at the UK Bus Awards. The 2015

Lothian Buses produced a feature-

UK Bus Awards contest is underway. Entries

rich app, which collects, simplifies and

are invited to compete for 20 awards

personalises key service information and

Chudry concludes: “Many people believe

covering the full range of skills required to

enables mobile ticketing for its bus services.

mobile ticketing to be the next great iteration,

plan, promote and deliver high-quality bus

Updated to include tram services under the

however, advances in smart ticketing are so

services to customers.

digital infrastructure to streamline and improve the door-to-door journey of passengers.”

umbrella of Transport for Edinburgh (TfE), the

diverse and layered, with multiple channels,

Tony Depledge, UK Bus Awards chairman,

app provides real-time information, dynamic

that each system must be specifically

says: “We are really excited to be entering the

journey planning, next-stop alerts and tap-to-

designed to address the needs of each

20th year for the awards. Since 1996, we

speak assistive technology.

‘pocket’ of society.”

have seen real advances in all sorts of ways

The app was Scotland’s first public

Interesting times ... unfortunately, Africa

– technology, marketing, staff recruitment

transport m-ticketing platform and offers a

will most likely be a few steps behind Asia

and training as well as overall standards of

comprehensive range of ticket types. The

and Europe when it comes to embracing

operation. There is still a huge amount to do,

functionality of the app appealed to the

all

but real progress has been made and we like

judges, who noted its success in a relatively

innovations. |FOCUS

aspects

of

these

new

ticketing

June 2015 |FOCUS| 57

Global bus

The Longest

Mercedes

FRANK BEETON reports on the longest complete Mercedes-Benz bus of all

D

that

which enabled an increase in the permissible

The engine is mounted longitudinally at

in

gross vehicle mass (GVM) from 28 to 32 t.

the extreme rear of the second section, and

world cities are experiencing

The result, according to the manufacturer,

drives forward to the third axle through a

aimler

Buses

transport

says

operators

an increase in passenger

is the longest complete Mercedes-Benz of

choice of ZF Ecolife or Voith Diwa torque

numbers, but that merely adding to the

all, and the longest regular-service urban

converter automatic transmissions.

frequency of services will not provide the

European

optimal solution to this growing demand. This

articulated turntable.

bus

combination

with

one

Two cameras provide the driver with an exterior view of the rear section, and

The CapaCity L has a turning circle of

the interior layout can be adapted to

24,47 m, and incorporates Mercedes-

customer requirements. The option of a

This has prompted the manufacturer to

Benzâ&#x20AC;&#x2122;s new Articulated Turntable Controller

fifth access door has also been added

develop a larger 21-m version of the highly

(ATC). This provides hydraulic damping of

to the three or four double-width doors

successful 19,5-m, Euro-5, Mercedes-Benz

the turntable to control any potential see-

previously provided, to improve the flow of

CapaCity articulated bus, to accommodate

sawing of the rear section when operating

the increased number of passengers. The

191 passengers. This vehicle, like its

on slippery roads â&#x20AC;&#x201C; and diminish the chances

entire combination is configured with a low

predecessor, will require special exemption

of jackknifing. There is also a function to limit

floor, providing standing height clearance

from the 18,75-m overall length limit

the swing out of the rear section over the

of 2,3 m.

permitted by the German traffic authorities.

pavement when leaving a bus stop.

is because of increased congestion that will be caused at bus stops and intersections.

Mercedes-Benz

claims

that

In the interests of passenger comfort, the

the vehicle is equipped with electric side-

dimensional and mass regulations currently

innovations applied to the ATC and linked

wall radiators and a high-performance

in force in that country.

It complies in all other respects with the

steered fourth axle, have resulted in an

auxiliary heating system, as well as

Evolving the new, longer CapaCity L, out

articulated bus that does not handle

top-suspended windows, air ducts with

of the base Citaro G model, was achieved

significantly differently from its smaller

ventilation openings, electrically operated

by the insertion of an additional segment

brethren.

roof hatches and roof fans. There is an

immediately behind the rear axle of the front

This new vehicle has its design roots

section, and a forward extension of the rear

in the modular system of the standard

section immediately behind the articulation

18,1-m, 163-passenger Mercedes-Benz

The CapaCity L is set to undergo a

joint.

Citaro G articulated bus. It is powered by the

customer trial with Hamburger Hochbahn

optional

air-conditioning

system

with

integrated roof heater.

It also required the incorporation of a new,

Euro-6, 10,7-litre, OM 470 six-cylinder, in-line

during 2015, configured to accommodate

independently suspended electro-hydraulic

diesel engine, which is available with outputs

165 passengers, split between 43 seated

fourth steering axle under the rear section,

of 265 kW (360 hp) or 290 kW (394 hp).

and 122 standing. |FOCUS

58 |FOCUS| June 2015

BUS

STOPS Buses fit for football stars The saying “football is life” (or something

Plauen, we have created the right conditions

like that), is perhaps most apt in Europe.

to be able to offer turnkey solutions to our

New MAN and Neoplan team buses for top

customers from a single source. At the same

European clubs, for example, will now be

time, our site at Plauen has a clear future

exclusively fitted out in the company’s new Bus

perspective within our plant network,” says

Modification Centre in Plauen, Germany.

Carsten Intra, a board member for production

The plant started operation at the

and logistics, at MAN Truck & Bus AG.

beginning of May and employs 140 people to

While MAN has operated two Truck

implement specific customer requirements

Modification Centres in Germany – at Wittlich

for the final equipment of the buses.

and Munich – for a number of years, Plauen is

“With the new Bus Modification Centre in

its first Bus Modification Centre.

Europe keeps driving electric buses In March 2014, we reported on the successful implementation of the Zero Emission Urban Bus System (ZeEUS) project in Europe, which is subsidised by the European Commission and coordinated

by

the

International

Association of Public Transport (UITP).

VDL Bus & Coach was one of the major role players in that scheme, and the company has now supplied a further four Citea Electric buses to Stadtwerke Münster

(the

public

services

and

transport operator in Münster, Germany) for the project.

One extra Citea was also delivered in to the SEB project (rapid-charging system for electric buses in public transport),

emerges from the roof of a bus shelter

“Large windows and a modern colour

subsidised by the German Federal

automatically makes contact with the

scheme and finish create a very spacious

Ministry of Education and Research.

charging system of the bus. With this

effect. The noise level is very low; there are

system, up to 500 kW of power can be

no engine vibrations and the acceleration

charged within six minutes.

and braking occur with perfectly smooth

These Citea Electric buses will be extensively tested on a fully electric route over an extended period of time. These

The VDL Citea Electric is a fully electric

tests will yield practical information about

Citea SLF Low Floor bus with a length of

transitions.

“In short, the ride feels completely

the use of electric bus systems in urban

12 m. Says Alex de Jong, manager public

different compared to a traditional bus

areas.

transport, VDL Bus & Coach: “Passengers

equipped with a combustion engine. In

The buses are fitted with an Institute

will find the VDL Citea Electric to be very

combination with Zero Emission this

for Fluid Power Drives and Controls (IFAS)

comfortable. The interior floor is free

represents a big step towards changing

rapid charging system on the side of

of height changes and offers maximum

how people experience public bus

the roof of the bus. A robotic arm that

space.

transport,” he concludes.

June 2015 |FOCUS| 59

HOPPING VIC’S VIEW OFF

OF RHODES AND

RAILS! Last month I made some suggestions for the Gautrain. A further development has been the withdrawal, due to lacking support, of the Nasrec Business Express (launched with much fanfare in October 2014).

Taking into account current issues – such as the toppling of Rhodes’ statue, xenophobia and colonialism – we need to take a broader look at the current role of railways throughout Africa

M

y grandmother was an unwilling guest of King Edward VII in the concentration camp at Kroonstad during the winter of 1901. While she would heartily approve of throwing poo at a statue of Rhodes, Africa today is hurting in part because of the lack of transport vision of its leaders – of both the imported and homegrown varieties.

If Rhodes had lived for at least another twenty years, Africa would have been covered by a more extensive network of railways than we have today. We will never know by exactly how much, or whether the rot and decay, which has decimated many African railways since then, would have taken place anyway.

It’s nice to daydream about being able to travel by rail all the way from Lesotho to Liberia and from Senegal to Swaziland. (I’m trying to avoid the colonial Cape to Cairo cliché here.)

It is fair to speculate that fewer people would be drowning in the Mediterranean and fewer people would be having their shops looted in South Africa, if African countries joined up their transport networks – both road and rail.

For about 100 years, South Africa had what was, arguably, the best narrow-gauge track railway system in the world. Perhaps this is still the case, but much of the shine has been taken off in recent years – our own lack of vision has resulted in an underperforming rail system, both on the freight and (even more important) the passenger side.

South Africa still suffers from delusions of grandeur, however. On April 23, a spokesman

for Transnet pompously admonished the editor of Business Day for quoting “analysts who display no significant knowledge about Transnet”. Apparently, if analysts want the approval of Transnet, they need to be familiar with a document called the Market Development Strategy.

I have to confess that I had never heard of it, but, helpfully, the spokesman provided the uninformed among us with a list of bullet points, which include: reducing the cost of doing business, enabling economic growth, preparing for mineral beneficiation (MB), enabling a shift from mining to a networked economy, and providing capacity against long-term investment returns.

Not only do these points have a strong sniff of “cut and paste” about them, but two of them – MB and a shift from mining – worry me. Neither will help the rail system much, given its present philosophy. If MB leads to the production of higher-value goods, they are less likely to go by rail.

A shift from mining will also hurt the railway, which at the moment actually puts up quite an impressive performance in helping to export our raw materials with cutting-edge efficiency. In the process it makes a profit of over R3 billion a year, which, presumably, helps to keep investors and the rating agencies happy.

Sadly, the R3 billion is probably more than wiped out by the failure of the railway to make a dent in the ever-growing amount of road traffic – both freight and passenger – that is strangling parts of South Africa’s road network.

Starting with urban passengers; way back in

1982 the railway carried out over 700-million commuter trips. By now we should be over the one billion mark, but things have actually slipped badly in the last 30 years.

The formula for reaching a billion is the same for all public transport in South Africa.

Among other things, we need to set up a Transport Authority, integrate road and rail services, charge the same fare on road and rail and operate common timetables.

New coaches alone won’t do it. For rural areas, and freight in general, the railway needs to run a guaranteed (scheduled) daily train service on every active line in the country, plus on quite a few inactive lines that have been allowed to fall into disuse.

The daily trains should also have passenger coaches at the back. We will be surprised how many people will use them. This will be the platform for raising the profile of the railway throughout the country.

The accountants might not be happy, but Transnet (which, for some reason that totally eludes me, trains chartered accountants), should put together a short course for them to think outside the box.

Transnet and the Passenger Rail Agency of South Africa (Prasa) should be taking young South Africans (many of whom have never seen a station or shunting yard) on guided tours and giving learners free rail transport at weekends to show them what travelling by train is all about.

After more than 150 years of serving mainly mining interests, the time has come for our railway to cater for the entire community. It’s the post-colonial thing to do. |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.

60 |FOCUS| June 2015

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