Focus May 2015

MAY 2015 | R85.00

On Transport And Logistics focusontransport.co.za

Actros:

engineering, technology, ultimate efficiency Truck Test 2015 Simply the best!

Triumphant solutions for transport problems

Can SA’s bus industry lower road death stats?

What’s new in the world of trailers

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b |FOCUS| May 2015

Cover

MAY

Mercedes-Benz Trucks has upgraded the Actros to include hypoid-drive axles and intelligent maintenance scheduling. Read more on page 6.

contents 66

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

8 8 REACHING NEW HEIGHTS

SUB-EDITOR Jeanette Lamont Cell: 083 447 3616 email: jeanette@charmont.co.za

After a year of planning, Truck Test 2015 hit the open road during April. It was the most thoroughly planned, scientifically accurate, utterly awesome event so far. The results

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

follow on page 16.

48 TIMBER!

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

Highly specialised and rugged equipment is used in forestry operations. We take a look at how Matriarch Equipment came into being, and what it has to offer this sector.

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

58 NEGATIVE MOOD, POSITIVE MARKET? The year has kicked off on a relatively high note, says FRANK BEETON, in his report on

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

commercial vehicle sales in the first quarter of 2015.

66 “MONSTER” TRUCKS IN THE ARCTIC

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

In Finland, nine-axle, 76-t GCW, longer truck-trailer combinations are becoming increasingly popular. This is the story of two such monster trucks: a Volvo Trucks FH 16-750 timber truck and a Sisu Polar gravel dump truck.

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

80 TACKLING ROAD DEATHS THROUGH TRAINING?

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

“Woman killed, ten hurt in N1 bus crash” and “Dad, daughters die in Johannesburg crash” – headlines like these add to the horrifying death toll figures on South African roads. We take a look at how training within the bus industry can help to tackle this blight.

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

82

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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May 2015 |FOCUS| 1

STEERING COLUMN

Charleen Clarke

I came close to ending up in hospital last night, but I ended up grinning instead. Here’s why …

I

fell down my stairs. To be perfectly honest, it was one of my most incredibly stupid moves (I seem to make a lot of those nowadays). I had just returned from Truck Test 2015, and was dog tired. My legs weren’t working properly (my brain seldom does). And I took a monster tumble.

Eventually, I crashed to the bottom of the stairs with a thunderous bang. I was only semiconscious. I think I saw angels hovering above me. I definitely saw a bright light above me (it could have been the one in my entrance hall).

I wondered what was broken (apart from my beloved Buddha, who had suddenly gained the ability to fly). I pondered the practicality of crawling – bloodied and broken – to my mobile phone.

And then I just lay there. And grinned.

I could not stop smiling – and Truck Test 2015 was the reason why, because, while it had undoubtedly been the cause of my near-death experience, it was also one of the highlights of my career.

2 |FOCUS| May 2015

Tumbles and

smiles As regular readers know, I just love trucking.

I have had many good trucking experiences, but Truck Test 2015 wasn’t just good, it was utterly sensational.

There are many reasons why. First and foremost is the fact that nothing serious went wrong. We always worry about things going wrong – anything and everything from someone missing a turn to someone getting hurt.

The down run from Super Park in Johannesburg was not without incident – two cars collided and then hit the FAW truck (which just happened to be in the wrong place at the wrong time), but no one was seriously hurt and, after a bit of on-the-spot panelbeating, the FAW continued its weary way to Komatipoort.

Another reason was the convoy of trucks. They looked utterly magnificent! I got goosebumps every time I saw them. Standing on the side of the road, filming the entrants, made me feel so proud.

It was, ultimately, the camaraderie of the event that truly gladdened my heart. It was so lekker (I use that word quite deliberately) to see over 100 people from the trucking industry – many of them arch rivals – hang out together.

There was lots of friendly bantering along the way – which is to be expected, but everyone involved in the test was clearly enjoying the opportunity to network, chat, tease … and share war stories.

One of the highlights was the opportunity to get up close and personal with competitors’ products. I saw one MD quietly hop into a rival company’s truck in order to check it out.

Another took a rather mischievous photograph on his phone (my lips are sealed). Each entrant supplied an observer, who had to travel in another truck. So those observers also gained first-hand knowledge about other vehicles – and that proved to be invaluable too.

There was also camaraderie amongst the suppliers. Because this is, indeed, an industry event, those suppliers are an integral part of

Truck Test. For instance, the event could not have happened without the support of Afrit and GRW; suppliers of the trailers – you guys rock!

Numerous other suppliers were involved too – such as Engen (fuel supplier), Ctrack (fleet management), TRAC N4 (tolls) and Wabco (that, most importantly, supplied meals en route, as well as snacks, which were dropped at our rooms).

Barloworld’s Adrian van Tonder was the “baas” of the Truck Test “plaas” and he kept everyone in line (and, it must be said, entertained). He worked hand in hand with TransSolve’s Martin Dammann, without whom this event simply would not have happened.

We also enjoyed wonderful support from Aero Truck, Afrisam, Air1, Alcoa, Bridgestone, BPW Axles, Cargo Carriers, Linde, Load Tech, One Insurance, Phoenix Risk Solutions and Scott Byers. A big thanks also to Ford, Mercedes-Benz Vans and General Motors for supplying back-up vehicles.

I thought about all these companies and the associated individuals, as I lay on the floor last night. I am still thinking about them now, as I type this article, pain shooting through my body (I feel as though the entire Truck Test field drove over me).

And I am still smiling. |FOCUS

TRUCK TEST LIVE ON IGNITION Catch all the Truck Test 2015 action on Ignition. Truck Test 2015 will be aired on: Saturday, May 23, at 12:00; Sunday, May 24, at 18:00; Monday, May 25, at 08:00 and 17:00; Tuesday, May 26, at 14:00; Wednesday, May 27, at 24:00; Thursday, May 28, at 04:00 and Friday, May 29, at 20:00.

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wheel nut

Taking the good with

the bad

At FOCUS we are truckobsessed, and we like to concentrate on the bright side of our dynamic industry. If we didn’t, we’d probably become depressed and derailed

While bearing all this in mind, they have to deal with high traffic volumes and the irate, impatient motorists (and, unfortunately, colleagues) that form part of the everyday commute. And they do it with aplomb, which is why I couldn’t understand any of the incidents we, unfortunately, came across on our journey.

The first of these was at 07:20, on the N4, some distance outside Springs. The

on the road were thwarted by another tipper combination trying to overtake him, incredibly slowly, while going up the hill. With a growing line of vehicles stuck behind him, for the inordinate amount of time taken by the manoeuvre, I reluctantly abandoned my shoot of the Merc.

Thankfully, the rest of the event proceeded without incident. At the finish at Super Park the following day, though, I couldn’t help but

Hitting the road for Truck Test 2015 highlighted the daily madness.

Gavin Myers

A

t some point in the second quarter of the year, we trade our comfortable offices and warm cups of coffee for that early morning autumn chill and a trip to some interesting part of the country – for our annual Truck Test event. As regular readers will know, this event attracts all vehicle manufacturers and their best products. To drive them, the best helmsmen are enlisted.

Usually driver trainers or product engineers, these men (it would be great to see some women behind the wheel sometime) know how to get the best from their vehicles.

They have to adhere to a set schedule, much like any other driver would. They also need to conserve fuel and be sympathetic to their vehicles, much like any other driver should.

4 |FOCUS| May 2015

driver had fallen asleep at the wheel. His sidetipper interlink combination then made its way across four lanes of highway and the grass verge that separates the two directions of traffic flow, only to smash through a barrier and land up at the bottom of an embankment.

Miraculously, no other vehicles were gathered up by the out-of-control truck and the driver emerged unscathed.

Forty minutes later, we arrived at the Middelburg weighbridge, to find out that our own FAW truck had been caught up in a tussle between two other vehicles en route.

Thankfully, it sustained only minor damage. The incident would not have happened, however, if the person who caused it had been paying attention to the road …

With the weighbridge 20 minutes behind us, I had Naveen Sook in the MercedesBenz Actros in my camera’s viewfinder, but my attempts to capture driver and vehicle

notice a mangled truck in the corner of the yard. As it wasn’t a Super Group vehicle, details of what happened to it were sketchy.

Judging by the damage to it and its cargo, however, and the fact that the driver hadn’t made it out alive, it’s fair to assume high speed was a factor.

Unfortunately, for me, this put a dampener on what should’ve been a triumphant ending to an utterly superb event.

It reminded me that our industry is in need of a fair amount of cleaning up. Drivers are being pushed to adhere to schedules that result in them falling asleep at the wheel; some then take stupid, unnecessary risks that result in already-irate motorists becoming more impatient; and many don’t make it out to drive another day.

It’s saddening and maddening.

The question is, why is rectifying it so difficult? |FOCUS

May 2015 |FOCUS| 5

cover story

Hyp(oid) (in)telligent

New hypoid axles and trucks that think for themselves, net Mercedes-Benz industry-leading fuel efficiency

F

uel economy in vehicles can be improved in many ways; including increasing engine efficiency, reducing aerodynamic drag and rolling friction, and improving the fuel quality.

Mercedes-Benz engineers developed the new hypoid rear axle for the current Actros 2644LS/33 and Actros 2654LS/33 6x4 truck tractors, and tested them under everyday conditions along Mercedes-Benz South Africa’s (MBSA’s) well-known trial routes in the Eastern Cape. Significant fuel savings of more than five percent have been achieved.

Mercedes-Benz trucks combined the OM 502LA engine, with its 402 kW (540 hp), with the RT440 hypoid rear axle in the Actros 2654LS/33, which replaces the other airsuspended 2650LS/33. It now has a 3,583:1 rear-axle ratio.

Christo Kleynhans, product manager at Mercedes-Benz Trucks, says: “The new RT440 hypoid rear axles make for the most fuel-efficient Mercedes-Benz 6x4 truck tractors. In fact, the fuel saving achieved on the 2644LS/33 was 5,67 percent, and on the 2654LS/33 was 5,37 percent.”

It is an ongoing quest in which MercedesBenz Trucks continues to reduce fuel consumption and emissions in South Africa.

Kleynhans points out that South Africa is well known for its unique operating conditions

6 |FOCUS| May 2015

and trucking environment, which provides a testing ground suitable for a wide spectrum of applications.

“The Mercedes-Benz Testing Department has an outstanding track record. It was, therefore, an obvious choice to call on their expertise to perform the comparative test between the new hypoid axles and the existing hub-reduction rear axles,” elaborates Kleynhans.

Independent testing, along with thorough research, also played a significant part in Mercedes-Benz introducing yet another innovative offering in the form of the Telligent Maintenance System, which makes it possible for the trucks to inform operators and drivers when it is time for a service.

The first truck manufacturer to introduce this product in South Africa, Mercedes-Benz Trucks is changing the maintenance and servicing mentality in the country. Moving away from pre-set service intervals, the truck is designed to monitor the condition of the engine oil, transmission oil, axle oil and general service components such as air filters, fuel filters and brake pads, based on the operating conditions of the vehicle.

This ensures optimum utilisation without risk to the service life or reliability of the engine and driveline. The Telligent Maintenance system stores information about faults, but only alerts drivers if they need to take action.

The system leads to less time in the workshop and more time where the truck and driver are productive, and can realise a saving of up to 14 percent in service costs.

Optimal results will be realised if used in conjunction with FleetBoard, the benchmark vehicle management and tracking system provided by Mercedes-Benz South Africa. Over an 18-month period between 2011 and 2013, Fleetboard registered a combined savings of over R6 million and uptime savings of 2 658 hours, in 658 cases.

FleetBoard provides impartial, comparable data from all vehicles of a customer’s fleet.

This enables the fleet manager to determine the causes of high consumption and promptly address them to ensure correct deployment of the trucks, thus increasing the economic efficiency of the fleet.

From an environmental point of view, the Telligent Maintenance system also scores brownie points for the manufacturer and the truck owner. Less frequent oil and filter changes equate to less of these items contributing to pollution.

For an Actros to qualify for this unique value offering it simply needs to be activated on either the CharterWay BestBasic or CharterWay Service Complete contracts available at the nearest dealership. However, cancellation of the CharterWay contract will result in the vehicle returning to fixed service intervals. |FOCUS

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May 2015 |FOCUS| 7

truck test 2015

Reaching new

heights After a year of planning, Truck Test 2015 hit the open road during April. It was the most thoroughly planned, scientifically accurate, utterly awesome event so far. GAVIN MYERS takes you through the journey

T

here we were, standing on the deck at the Komatipoort Golf Club and staring into the dimly lit darkness, after having dinner at the end of day one. Just below us, in the far reaches of the deck’s floodlights, was an elephant having its own dinner; helping itself to some of the long reeds on the bank of the Crocodile River. Just to the left, a rather large hippo made its way across the shallow water.

(The club is located between the Crocodile and Komati rivers; its eastern-most point being where they meet to form the Incomati River that flows into Mozambique.)

On Transport And Logistics

8 |FOCUS| May 2015

The scene had attracted quite a crowd; most of the Truck Test 2015 participants had gathered there, drink in hand, to pause for a moment and take it all in.

“Now this is how you end a day,” one of the guys said with a satisfied smile.

Truck Test 2015 was certainly unique; this being just one of the experiences that made it so special ... It was also, without doubt, the most efficient, thorough test we have run thus far.

Prepare to succeed Truck Test 2015 was perhaps the most unique in the series thus far, in that each participating

vehicle had to be fitted with an identical trailer and load. This, as you can imagine, required a lot of planning and processes we haven’t had to manage before. Chiefly, we knew we had to manage the loading process with an iron fist.

This, in turn, meant that, for the first time, we had to practise. It was organised early on that David King and his team from AfriSam would supply the pallets of cement to be loaded onto the vehicles – so they were happy for us to go to their premises and practise. We then needed to borrow a reefer and an interlink and organise a pallet jack to move the loads into the bodied trailer.

truck test 2015

Enter Scania South Africa and Linde Material Handling. As Scania happened to be entering one reefer and one link into this year’s test, product and marketing director Alexander Taftman went above and beyond by arranging for the two vehicles to be available a week before they were actually required.

Reg Ravenscroft, Linde service manager: Gauteng, also made sure we had a standard 2,5-t pallet jack at our disposal. Linde, it so happens, has a 15-year relationship with AfriSam, so Ravenscroft’s decision to help out was a no-brainer. The company supplies all types of lifting equipment up to over 40 t.

“AfriSam makes use of our three- and eighttonne forklifts every day. There’s not much out there that can beat our eight-tonne lift for reliability,” he says.

Taftman was overtly excited to take part in the day. “It’s great to be able to learn about the problems and be able to set the process. It’s also just fun to be here, actually; at what is the start of Truck Test,” he says.

“FOCUS and the organisers have really taken Truck Test to the next level. It is completely different this time, which is brilliant. It’s the most comprehensive commercial-vehicle test in the South African market,” he enthuses.

TRUCK TEST LIVE ON IGNITION Catch all the Truck Test 2015 action on Ignition. Truck Test 2015 will be aired on: Saturday, May 23, at 12:00; Sunday, May 24, at 18:00; Monday, May 25, at 08:00 and 17:00; Tuesday, May 26, at 14:00; Wednesday, May 27, at 24:00; Thursday, May 28, at 04:00 and Friday, May 29,

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at 20:00.

May 2015 |FOCUS| 9

truck test 2015

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Scania’s two vehicles for Truck Test 2015; the G460 (reefer combination) and R500 (interlink combination), were absolutely bog-standard off-the-shelf units. Taftman explains: “We wanted to enter vehicles that any customer can buy, with no tweaks at all; to deliver good, reliable figures that our customers can achieve.”

At the end of the day – literally – the dummy run turned out to be an imperative extra step that everyone was glad we had taken.

Truck Test coordinators Adrian van Tonder of Barloworld Logistics and Martin Dammann from Hellberg Transport Management were both pleased with the way things went.

“It went better than I think anyone expected – the weights were spot on and we learnt a lot,” says Dammann.

Van Tonder concurrs: “It was a good exercise, without it we would’ve been running around like headless chickens on the pre-test loading day …”

Like kids in a …

It’s amazing how excited we all were. It wasn’t even 06:00 yet; we hadn’t had our morning coffee and that early-morning Highveld winter chill was rolling in with biting abandon … yet the FOCUS staff, the Truck Test 2015 organisers, and all the supporting partners present, were like kids in a, um, Tonka-Toy store, as the first few rigs rolled into the holding area at AfriSam’s Roodepoort depot.

The actual running of the test (in mid-April) was still a week away – but, after months of planning and preparation, this was it: the start.

One by one they rumbled in – as did that coffee and some breakfast muffins, again courtesy of King and his kind team. As each vehicle arrived, Van Tonder, Dammann and HTM’s Olav Tollner scrutinised them for compliance with the rules, according to a comprehensive pre-test checklist.

The first group of vehicles made their way across the AfriSam weighbridge and into the depot. Van Tonder’s remark a week earlier (about us running around like headless chickens) rang true – it was immediately apparent that the procedure we perfected at the dummy run was working well.

To be honest, this was more for the reefers than the links (which were, naturally, easy-aspie to load with a forklift). The reefers required

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

truck test 2015

those Linde pallet jacks (they had kindly lent us two additional ones for the day) and each required around six of AfriSam’s burliest men to shift the two-tonne pallets of cement into and around the closed bodies.

Nonetheless, by noon the day was done.

Each vehicle had been loaded, weighed, adjusted (where necessary) and sent on its way to be parked until April 14. This was to be the day they would all congregate at Super Group’s Super Park, in Jet Park, have their tanks brimmed to exacting measurements and be readied to hit the road the following morning.

And, by that time, well, excitement was not a descriptive-enough word …

We want more!

All Truck Tests are equal, but some are more equal than others … yeah, by our own admission, there’s one specific facet that made Truck Test 2015 that tiny bit extra-special. It’s the same factor that was present in the inaugural 2012

event – the fact that the 16 vehicles under review were 6x4 truck tractors.

The “super models” of the industry, we called them back then. And super models they still are. It’s awe-inspiring to witness how the South African trucking fraternity loves these vehicles. (Not, it must be pointed out, that that means nobody cares about the light(er) weights!)

Comments after the test ranged from “Don’t worry about the other categories, let’s repeat this next year”, to “It should have been a three-day event, two days was just too short”.

The second that the first truck left the Super Park yard, on Wednesday, April 15, we expected we’d get this sort of “abuse” from all who took part. Truckers, without doubt, live for the open road.

The open road in this instance was eastbound on the N4 highway from Kraft Road, Jet Park, to Komatipoort, with a slight detour via the Schoemanskloof Pass.

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May 2015 |FOCUS| 11

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truck test 2015

The total test distance (including the few kilometres from Super Park to the freeway) was 859,5 km.

Out of the gate first – at one-minute intervals – were the reefers, from most powerful (Scania G460) to least powerful (FAW 28.380 FT). They were followed by the heavier interlinks, again from most powerful (Scania R500) to least powerful (Iveco Trakker 440 SR). The starting sequence was done in this way to avoid any bunching up of vehicles caused by the more powerful reigning in the lesser-powered ones.

It was a smart move, as the vehicles maintained an even distance apart as they made their way to their destination; the first

The stop at Belfast allowed the opportunity for the drivers, observers and their support crews to have some brunch at the facility’s Wimpy, kindly sponsored (on both days) by Wabco. TRAC N4 also set up a driver “work out” area, where they could stretch their limbs and grab an energy drink.

From here, it was on to the Schoemanskloof pass, which put drivers and vehicles to the test.

Nonetheless, they conquered it with style.

Once the vehicles arrived in Komatipoort, everyone was, naturally, eager to see how they had fared as they filled up once more.

Interestingly, there really didn’t seem to be much in it at the half-way point. (Don’t go skipping on to the results pages just yet …)

by Engen) departed and Van Tonder and Dammann gave a few fatherly words to the drivers and observers – as they had the morning before.

For this leg, observers were required to ride in a different vehicle – which added to the excitement. The trip back to Joburg was without incident and, by 15:00, the convoy began to roll back into Super Park for the final fuel top up.

“I could do it all over again, right now,” one of the drivers commented at the end of it all.

Given the attention the convoy attracted, and the allure of the open road, we were inclined to agree ... talk immediately turned to what we should do next year.

“checkpoint” being the Middelburg weighbridge.

Here, they would have their mass ratings confirmed.

It was also here that we received some distressing news – one of our trucks, the FAW, had been entangled in an accident between two vehicles, driving alongside it, some distance from the weighbridge.

Thankfully, the accident wasn’t major and the damage to the truck was minimal. In fact, the company was able to have a new panel sent to Nelspruit area within a few hours, so that the damaged piece could be repaired there and then (see notes on page 28). Other than a few scrapes and bruises, the vehicle looked as good as new. To put a positive spin on the incident, this surely speaks volumes for FAW’s after-sales backup.

Another nice addition to Truck Test this year was the inclusion, that evening, of a dinner at the Komatipoort Golf Club. With delicious braai-style grub, entertainment by musical duo Cashel, and a visit by our friend the elephant, a great time was had by all the 100-odd guests.

The FOCUS team played taxi in getting some of the guests to and from the club (see page 30). This was probably a good thing, as, for what must be the first time in the history of truck industry get-togethers, an early night was preferable.

Well, for most …

As the sun rose on day two, everyone was eager to hit the road once again. Amidst the early-morning film shoot and camera interviews, the overnight security (organised

Whatever it turns out to be, the height to which this year’s Test raised the bar will definitely mean next year’s is, at the very least, just as epic.

FOCUS and the organisers of Truck Test 2015 would like to sincerely thank all participants, drivers, observers and their support crews, as well as the following sponsors: Aero Truck, Afrit, AfriSam, Alcoa, Alcosafe, Barloworld Transport, Beier, Bridgestone, BPW Axles, Cargo Carriers, Ctrack, DAF, Engen, Engen Air1, Elite Fibre, FAW, Freightliner, GEA, GRW, Hino, Iveco, Knorr-Bremse, Linde, Loadtech, MAN, Mercedes-Benz, MSA, One Insurance, Phoenix Risk Solutions, Renault, Scania, Scott Byers, Sika, Sub-Saharan Tyre Services, Super Group, TFM, TRAC N4, TransSolve, UD, Volvo, Wabco, ZF. |FOCUS

WIELOC®

12 |FOCUS| May 2015

Makes any engine feel like new Engen Dynamic Diesel is a fuel so advanced that it not only protects new engines, but also cleans the fuel systems of older engines to help restore lost power. Its trademarked detergent additive counteracts injector fouling – increasing fuel economy and enhancing engine performance.

May 2015 |FOCUS| 13

FCB CAPE TOWN 10005584CT/E

truck test 2015

truck test 2015

The technical side of

truck Test

VIC OLIVER joined us on Truck Test, once again offering his expertise in monitoring the procession as it moved from start to finish through all the checkpoints. He details the technical aspects

T

his year’s Truck Test was, without any doubt, the best and most successful that FOCUS has run over the past few years. It was well organised and supported – with 16 rigs entered, sponsored and supported by 12 companies. Factors that made this event so successful were the enthusiasm, passion and professionalism displayed by all the participants and sponsors.

The objective of this year’s Truck Test was to demonstrate what vehicles in the 30- to 35-t payload segment are capable of achieving in a typical operating environment, and to provide potential buyers of this class of vehicle with excellent information on the operating costs.

With the current high fuel and operating costs, the participating manufacturers were all keen to prove that, correctly driven and maintained, their vehicles are economical to own and operate.

Once again, the HTM TransSolve software was used to simulate the route, and Ctrack provided the technology to track all the vehicles during the test.

The vehicle tracking system proved to be an excellent management tool to keep an accurate control on the vehicles. This ability, to monitor the vehicle speeds during the test, was well used by the test controlling team, to

check that vehicles kept within the set speed guidelines.

The route chosen for this year’s test was from Isando, with an altitude of approximately 1 500 m above sea level, to Komatipoort in Mpumalanga, which is close to sea level. This provided an ideal test route, especially for the long-distance haulage operators.

Nine of the truck tractors were coupled to a set of identical interlink trailers, which were built and loaned by Afrit. The remaining seven truck tractors were coupled to identical tri-axle trailers, which were built and loaned by GRW. Using identical trailers fitted with the same running gear, wheels and tyres ensured that no participant had an advantage with wind or rolling resistance.

The trailers were loaded to their full capacity with pockets of cement supplied by AfriSam. At the loading site, the vehicles were weighed empty and then again once they had been loaded.

The day before the test, all the vehicles were parked at Super Park Distribution Centre in Isando and topped up with fuel.

A sight tube was fitted to the fuel tanks to ensure accurate measurement. The vehicles were also inspected to ensure that they were roadworthy, and driver’s licences and Professional Driving Permits were also checked.

All the drivers were eager to start on the first day and at exactly 06:00 the first vehicle departed. After the Middelburg weighbridge, the second stop en route was the Engen Belfast Truck Stop, where the vehicles were refuelled and checked.

On the route down to Komatipoort, some long and difficult downhill gradients had to be negotiated, which tested the retardation ability of the test vehicles.

The following day was another early start, with the first truck departing at 06:00 and heading directly to the Engen Truck Stop at Belfast for refuelling. The steep uphill gradients experienced on the return route from Nelspriut to Belfast tested all the vehicles’ hill-climbing ability. I am pleased to report that all the vehicles did well on the uphill, proving their good productivity, without seriously jeopardising fuel consumption.

Back at Super Park Distribution Centre in Isando, the vehicles were topped-up again. The precise amount of fuel used was recorded to determine the accurate fuel consumption of each vehicle.

I was surprised to see how small the difference was in the amount of fuel that was added to each vehicle at the various stops. This proved that, if correctly driven and maintained, most truck tractors in this class of vehicle are fuel efficient. |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!

14 |FOCUS| May 2015

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

You’re not buying this.

What you’re buying is so much more than a truck. 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 a truck’s lifetime. So it makes more sense to buy an economical truck than a cheap one.

Which is why we make economical trucks. Not cheap ones.

Reliability is a huge deal as well. So you won’t be surprised to hear that Scania trucks 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 trucks, 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.

May 2015 |FOCUS| 15

truck test 2015 NOTE: THE TWO MAN TRUCKS IN THIS TEST RAN NON-STANDARD AXLE RATIOS AND ARE THUS CONSIDERED TO BE PROTOTYPES. TRUCK TEST 2015 - TECHNICAL SPECIFICATIONS - TAUTLINER INTERLINKS Make Iveco Volvo UD Trucks Range Trakker FH Quon 440 TT Sin-R GW26 450 TT Model AT440T44TH SR I-Shift Ret ESCOT Odometer at start (km) 18 203 35 137 54 179 DIMENSIONS Fifth wheel offset (mm) 400 510 565 Overall combination length (mm) 22 240 22 080 22 060 FUEL 600 490 400 Fuel tank 1 capacity (l) 330 400 Fuel tank 2 capacity (l) 600 441 280 Fuel in tank 1 when weighed (l) MASS, CAB & EXTRAS Permissible front axle mass (kg) 7 700 7 700 7 700 Aluminium / Steel / Rims (standard / tested) Steel / Steel Aluminium Aluminium Semi-elliptic Rear suspension Parabolic springs Parabolic springs multi leaf Cab roof / No. of bunks High / 2 Medium / 2 Standard / 1 None / None / Aerokit (standard / tested) Volvo / Volvo Aero Truck Aero Truck Tare (spec sheet) * (kg) 8 970 8 530

Tare (tested) * (kg) 9 096 8 930 Vehicle unladen ** (kg) 9 533 9 367 Trailer unladen (kg) 9 760 9 760 Combination unladen ** (kg) 19 293 19 127 Payload (kg) 36 207 36 373 Gross combination mass ** (kg) 55 500 55 500 * Includes fifth wheel but excludes driver, fuel and spare wheel ** Includes fifth wheel, 330 litres of fuel, driver and observer ENGINE Make Iveco Volvo Model Capacity (cm3) Layout Fuel injection system Power @ r/min (kW) Torque @ r/min (Nm) R/min @ 80 km/h / 75 km/h in top gear (r/min) Emissions standard TRANSMISSION Make Model Type Shift No. of forward gears First- / top-gear ratio (:1) DRIVE AXLE Make Reduction type Final ratio (standard / tested) (:1) BRAKES & TYRES Exhaust brake Engine brake Retarder / Intarder Tyre make (standard / tested) Size and ply rating - front Size and ply rating - rear LIST PRICE List price (Excl. VAT) (R) Effective date for price

16 |FOCUS| May 2015

DAF XF 105.460 SR 1360 119 132

Hino 700 Pro 229 2848 3.9 Air DSC 55 304

Iveco Stralis AS750S48TZP Hi-way 3 309

MAN TGS 27.480 6x4 BBS (LX) 4 320

260 22 320

450 22 075

450 22 120

470 22 170

445 445 445

390 450 312

600 600

590 250 561

7 700 Steel / Aluminium

7 500 Steel / Aluminium

7 700 Aluminium / Aluminium

7 700 Steel / Aluminium

Air

Air

Air

Parabolic springs

High / 2 None / Aero Truck 8 475

High / 2 None / Aero Truck 9 055

High / 2 None / Aero Truck 8 540

High / 2 None / Aero Truck 8 886

8 545 8 982 9 760 18 742 36 758 55 500

8 840 9 277 9 760 19 037 36 463 55 500

8 458 8 895 9 760 18 655 36 845 55 500

8 736 9 173 9 760 18 933 36 567 55 500

8 829 9 266 9 760 19 026 36 474 55 500

UD Trucks

Cursor 13 (VGT)

D13A440

GH13

12 880 In-line 6

12 800 In-line 6

12 777 In-line 6

6 unit injectors

6 unit injectors

6 unit injectors

324 @ 1 470 - 1 900 2 100 @ 1 000 - 1 470

324 @ 1 400 - 1 800 2 200 @ 1 050 - 1 400

330 @ 1 500 - 1 800 2 244 @ 1 050 - 1 400

Paccar MX340 (ECE R24-03) 12 900 In-line 6 6 electronic unit pumps 340 @ 1 500 - 1 900 2 300 @ 1 000 - 1 410

1 304 / 1 223

1 252 / 1 174

1 379 / 1 293

1 252 / 1 174

Euro 3

Euro 3

Euro 3

Euro 3

ZF

Volvo

12 AS 2330 TO

AT2612D

Synchromesh Automated Mechanical 12 12,33 / 0,78

Constantmesh Automated Mechanical 12 14,94 / 1,00

Escot AO612D w/ ESCOT - V Constantmesh Automated Mechanical 12 11,729 / 0,785

Meritor Single

Volvo Single

4,125 / 4,125 No Standard 306 kW

Iveco

MAN

Cursor 13 (VGT)

D2676 LF03

12 913 In-line 6

12 880 In-line 6

12 419 In-line 6

Common rail

6 unit injectors

Common rail

354 @ 1 540 - 1 900 2 200 @ 1 000 - 1 540

353 @ 1 700 - 1 900 2 300 @ 1 000 - 1 400

1 307 / 1 226

1 378 / 1 292

1 062 / 996

Euro 4

Euro 3

Euro 2

353 @ 1 800 2 157 @ 1 100

ZF

ZF

ZF

12 AS 2540 TD

16 AS 2630 TO

12 AS 2330 TD

Synchromesh Automated Mechanical 12 15,86 / 1

Synchromesh Automated Mechanical 16 14,12 / 0,827

Synchromesh Automated Mechanical 12 15,86 / 1

ZF 12 AS 2331 OD TipMatic Constantmesh Manual and Automated 12 12,33 / 0,78

UD Trucks Single

DAF Single

Hino Single

Meritor Single

MAN Single

3,09 / 3,09

4,333 / 4,333

3,09 / 3,09

3,9 / 3,9

3,4 / 3,4

4,11 / 3,36

Standard Standard 300 kW

No

Standard

No

Standard

Standard

Standard

No Standard 306 kW

Standard Standard 270 kW

Intarder 500 kW

Intarder 500 kW

Intarder 500 kW

Intarder 500 kW

Michelin / Michelin 385/65 R22.5 315/80 R22.5

Goodyear / Goodyear 385/65 R22.5 315/80 R22.5

Intarder 500 kW

Voith 3 250 Nm

Goodyear / Goodyear 315/80 R22.5 315/80 R22.5

Michelin / Michelin 385/65 R22.5 315/80 R22.5

1 439 950

1 680 490 22 September 2014

1 April 2015

Hino E13C WJ

A0612D 3 250 Nm Goodyear / Goodyear 315/80 R22.5 315/80 R22.5

Goodyear / Goodyear 315/80 R22.5 315/80 R22.5

Dunlop / Dunlop 315/80 R22.5 315/80 R22.5

1 295 400

1 550 000

1 362 530

1 699 950

1 492 880

1 April 2015

1 October 2014

1 July 2014

1 April 2015

1 October 2013

truck test 2015

Freightliner Argosy

TRUCK TEST 2015 - TECHNICAL SPECIFICATIONS - TRIDEM REEFERS FAW Iveco Renault MAN FAW Stralis C-RANGE TGS AT700S43TZP C 440HP 6x4 26.440 6x4 BLS 28.380 FT Hi-Way Road (LX) 3 457 2 869 12 292 2 732

91 625

Scania R Series R500 LA6x4 MSZ 70 095

506 22 100

470 21 980

370 18 765

400 18 695

410 18 600

470 18 600

450 18 560

520 18 720

425 18 610

378 492 330

470 470 470

400 400

600 600

490 210 490

580 450 493

390 450 312

650 280 468

470 470 470

7 250 Aluminium / Aluminium

7 700 Aluminium / Aluminium Parabolic springs High / 2

7 500

7 700 Aluminium / Aluminium

7 700 Steel / Aluminium

7 500

7 500 Aluminium / Aluminium

7 700

CUM 500 - NG

Steel / Steel

High / 2 Freightliner / Freightliner 8 287

Scania / Scania 9 229

Semi-elliptic springs Low / 1 None / Aero Truck 8 750

8 443 8 880 9 760 18 640 36 860 55 500

9 105 9 542 9 760 19 302 36 198 55 500

8 764 9 201 9 700 18 901 29 099 48 000

Air

High / 2 None / Aero Truck -

7 700 Aluminium / Aluminium Parabolic springs High / 2 Renault / Renault 8 739

8 556 8 993 9 700 18 693 29 307 48 000

8 928 9 366 9 700 19 066 28 934 48 000

Air

Hino 700 Pro 229

Mercedes-Benz Actros

2845 3.9 Stl

2646LS-33 DD

14 835

2 752

Scania G Series G460 CA6x4 MSZ 27 932

Steel / Steel

Steel / Steel

High / 2 None / Aero Truck 8 375

Semi-elliptic springs Low / 1 None / Aero Truck 9 290

High / 2 Mercedes-Benz / Mercedes-Benz 8 393

Scania / Scania

8 526 8 963 9 700 18 663 29 337 48 000

8 838 9 275 9 700 18 975 29 025 48 000

8 587 9 024 9 700 18 724 29 276 48 000

8 865 9 302 9 700 19 002 28 998 48 000

Air

Air

Parabolic springs Standard / 2

8 871

Cummins

Scania

Weichai

Iveco

Renault

MAN

Hino

Mercedes-Benz

Scania

ISX 500/6 IL

DC16 04 500

WD615.38

Cursor 10 (VGT)

DXi 11

D2676 LF04

E13C-WK

OM 501 LA

DC13 106

15 000 In-line 6 Electronic unit injection 373 @ 1 700 1 800 2 237 @ 1 100 1 500

15 607 V8

9 726 In-line 6 Direct injection pump

10 300 In-line 6

10 800 In-line 6

12 419 In-line 6

12 913 In-line 6

12 700 In-line 6

6 unit injectors

6 unit injectors

Common rail

Common rail

11 946 V8 Electronic pumpline-nozzle

368 @ 1 900

280 @ 2 200

2 400 @ 1 100 1 300

1 463 @ 1 600

1 349 / 1 265

1 393 / 1 301

Euro 3

Euro 3

Unit injector PDE

316 @ 1 590 - 2 100 1 900 @ 1 050 - 1 590

2 000 @ 1 000 - 1 400

324 @ 1 700 - 1 900 2 100 @ 1 000 - 1 400

1 666 / 1 562

1 378 / 1 292

1 252 / 1 174

Euro 2

Euro 3

Euro 3

ZF 12 AS 2331 OD TipMatic Constantmesh Manual and Automated 12 12,33 / 0,78

321 @ 1 900

Eaton FO-18E318BMXP Constantmesh Automated Mechanical 18 14,4 / 0,73

Scania

FAW

ZF

GRS905R

CA9T B160M

12 AS 1930 TD

Synchromesh Manual and Automated 12 11,32 / 1

Synchromesh

9 12,11 / 1

Synchromesh Automated Mechanical 12 15,86 / 1

Renault Optidriver AT 2612D TD Constantmesh Automated Mechanical 12 14,94 / 1

Meritor Single

Scania Single

Not Specified Single

Meritor Single

Renault Single

4,56 / 4,56

3,07 / 3,42

4,111 / 4,111

3,4 / 3,4

Standard Intebrake 336 kW

Standard

Standard

No

No

No Standard 250 kW Intarder 500 kW Michelin / Michelin 385/65 R22.5 315/80 R22.5

Michelin / Michelin 385/65 R22.5 315/80 R22.5

Retarder 500 kW Michelin / Michelin 385/65 R22.5 315/80 R22.5

Manual

Double Coin / Double Coin 315/80 R22.5 315/80 R22.5

1 618 300

1 716 750

680 000

1 549 950

1 March 2015

1 May 2014

13 April 2015

1 April 2015

Unit injector PDE

331 @ 1 800

335 @ 1 800

338 @ 1 900

2 157 @ 1 100

2 200 @ 1 080

2 250 @ 1 000 - 1 350

1 170 / 1 097

1 307 / 1 226

1 247 / 1 169

1 248 / 1 174

Euro 2

Euro 4

Euro 3

Euro 3

ZF

Mercedes-Benz

Scania

16 AS 2630 TO

G281-12

GRS905R

Synchromesh Automated Mechanical 16 14,12 / 0,827

Constantmesh Automated Mechanical 12 14,91 / 1

Synchromesh Manual and Automated 12 11,32 / 1

MAN Single

Hino Single

Mercedes-Benz Single

Scania Single

3,09 / 3,09

4,11 / 3,7

3,9 / 3,9

3,077 / 3,077

3,07 / 3,07

Standard

Standard Standard 270 kW Intarder 500 kW Goodyear / Goodyear 385/65 R22.5 315/80 R22.5

No

Standard

Standard

Standard Voith 3 250 Nm Michelin / Michelin 385/65 R22.5 315/80 R22.5 1 435 294 1 December 2014

Standard

Standard

No

Intarder 500 kW Firestone / Firestone 315/80 R22.5 315/80 R22.5

Voith R 115 HV 3 500 Nm Michelin / Michelin 315/80 R22.5 315/80 R22.5

Retarder 500 kW Goodyear / Goodyear 385/65 R22.5 315/80 R22.5

1 488 350

1 297 680

1 527 000

1 555 050

1 October 2013

1 July 2014

1 April 2015

1 May 2014

May 2015 |FOCUS| 17

truck test 2015 NOTE: THE TWO MAN TRUCKS IN THIS TEST RAN NON-STANDARD AXLE RATIOS AND ARE THUS CONSIDERED TO BE PROTOTYPES. TRUCK TEST 2015 - RESULTS - TAUTLINER INTERLINKS Make Iveco Range Trakker Model AT440T44TH SR Simulated top speed (km/h) 75 Jet Park to Komatipoort (429,8 km) Simulated Ø speed (km/h) 65,3 Actual speed (km/h) 62,6 48,4 Simulated Ø fuel consumption (l/100 km) 48,4 Actual fuel consumption (l/100 km) Komatipoort to Jet Park (429,8 km) Simulated speed (km/h) 62,9 Actual speed (km/h) 60,9 66,2 Simulated Ø fuel consumption (l/100 km) 64,7 Actual fuel consumption (l/100 km) Overall Results (859,5 km)

Payload (kg) Simulated Ø speed km/h

36 207 64,4

Volvo FH 440 TT Sin-R I-Shift Ret 75

UD Trucks Quon GW26 450 TT ESCOT 75

DAF XF 105.460 SR 1360 75

65,3 65,9 48,2 48,4

66,0 62,8 48,6 48,2

65,7 67,0 48,5 45,3

63,2 61,4 66,8 64,5

64,0 60,8 66,3 65,4

64,3 63,7 66,4 63,5

36 373 64,7

36 758 65,4

36 463 65,3

Actual speed (km/h)

61,8

63,5

61,8

65,3

Simulated Ø fuel consumption (l/100 km)

57,2

57,0

57,4

57,4

1,75

1,75

1,74

1,74

(km/l)

Actual fuel consumption (l/100 km)

56,6

56,5

56,8

54,4

(km/l) Simulated Payload Productivity

1,77

1,77

1,76

1,84

40,8

41,3

41,9

41,5

40,0

43,8

Actual Payload Productivity 39,5 40,9 * Payload Productivity Factor = Payload (tonnes) x Avg. speed (km/h) / Avg. fuel consumption (l/100 km) Altitude Profile: Jet Park to Komatipoort Round Trip (859,5 km) Route Profile: Jet Park to Komatipoort Return Trip (859.5km)

Schoemanskloof Pass

Middelburg Weighbridge

Belfast

Jet Park

On Transport And Logistics

18 |FOCUS| May 2015

Komatipoort

truck test 2015

Hino 700 Pro 229 2848 3.9 Air DSC 75

Iveco Stralis AS750S48TZP Hi-way 75

MAN TGS 27.480 6x4 BBS (LX) 75

Freightliner Argosy CUM 500 - NG 75

Scania R Series R500 LA6x4 MSZ 75

65,0 61,9 48,9 51,3

65,8 66,7 48,6 51,8

66,4 62,3 47,3 49,8

63,9 65,1 48,5 47,9

66,6 61,1 48,9 46,8

62,8 58,7 66,5 67,9

63,6 63,4 66,4 65,6

64,4 60,6 64,9 62,1

62,8 62,7 65,6 63,3

64,8 56,8 66,9 63,6

36 845 64,2

36 567 65,0

36 474 65,7

36 860 63,7

36 198 66,0

58,9

60,2

65,0

61,4

63,9

57,7

57,4

56,1

57,0

57,8

1,73

1,74

1,78

1,75

1,73

59,6

58,7

56,0

55,6

55,2

1,68

1,70

1,79

1,80

1,81

41,0

41,4

42,7

41,2

41,3

37,2

40,5

40,0

42,3

38,6

Altitude Profile: Jet Park to Komatipoort Return Trip (859.5km)

Jet Park

Belfast

Belfast

Jet Park

Schoemanskloof Pass

Schoemanskloof Pass

Komatipoort

On Transport And Logistics

May 2015 |FOCUS| 19

truck test 2015 NOTE: THE TWO MAN TRUCKS IN THIS TEST RAN NON-STANDARD AXLE RATIOS AND ARE THUS CONSIDERED TO BE PROTOTYPES. TRUCK TEST 2015 - RESULTS - TRIDEM REEFERS Make Range Model Simulated top speed (km/h) Jet Park to Komatipoort (429,8km) Simulated Ø speed (km/h) Actual speed (km/h) Simulated Ø fuel consumption (l /100 km) Actual fuel consumption (l /100 km) Komatipoort to Jet Park (429,8km) Simulated speed (km/h) Actual speed (km/h) Simulated Ø fuel consumption (l /100 km) Actual fuel consumption (l /100 km) Overall Results (859,5km)

FAW FAW 28.380 FT 75

Iveco Stralis AT700S43TZP Hi-Way 75

Renault C-RANGE C 440HP 6x4 Road 75

62,1 63,8 42,9 46,3

65,9 64,5 41,9 41,2

66,4 64,4 42,2 40,4

59,6 59,0 58,3 58,2

63,8 61,4 57,3 54,5

64,7 64,0 57,4 54,0

29 099 61,1

29 307 65,2

28 934 65,9

Actual speed (km/h)

61,3

62,9

64,2

Simulated Ø fuel consumption (l /100 km)

50,6

49,6

49,8

1,98

2,02

2,01

Actual fuel consumption (l /100 km)

52,3

47,9

47,2

(km/l) Simulated Payload Productivity

1,91

2,09

2,12

35,1

38,5

38,3

38,5

39,4

Payload (kg) Simulated Ø speed (km/h)

(km/l)

Actual Payload Productivity (factor) 34,1 * Payload Productivity Factor = Payload (tonnes) x Avg. speed (km/h) / Avg. fuel consumption (l/100 km) Altitude Profile: Jet Park to Komatipoort Round Trip (859,5km) Route Profile: Jet Park to Komatipoort Return Trip (859.5km)

Schoemanskloof Pass

Middelburg Weighbridge

Belfast

Jet Park

On Transport And Logistics

20 |FOCUS| May 2015

Komatipoort

truck test 2015

MAN TGS 26.440 6x4 BLS (LX) 75

Hino 700 Pro 229 2845 3.9 Stl 75

Mercedes-Benz Actros 2646LS-33 DD 75

Scania G Series G460 CA6x4 MSZ 75

66,4 67,4 41,6 40,9

66,5 62,6 42,9 41,2

67,0 64,3 42,1 40,3

66,8 62,2 42,0 39,4

64,6 64,0 56,9 51,6

64,9 63,8 58,5 60,1

65,8 62,0 57,6 53,7

65,2 61,2 57,4 51,6

29 337 65,8

29 025 66,0

29 276 66,7

28 998 66,3

65,7

63,2

63,1

61,7

49,2

50,6

49,8

49,7

2,03

1,98

2,01

2,01

46,2

50,7

47,0

45,5

2,16

1,97

2,13

2,20

39,2

37,9

39,2

38,7

41,7

36,2

39,3

39,3

Altitude Profile: Jet Park to Komatipoort Return Trip (859.5km)

Jet Park

Belfast

Belfast

Jet Park

Schoemanskloof Pass

Schoemanskloof Pass

Komatipoort

On Transport And Logistics

May 2015 |FOCUS| 21

truck test 2015

IVECO TRAKKER AT440T44TH SR

VOLVO FH 440 TT Sin-R I-Shift Ret

UD TRUCKS QUON GW26 450 TT ESCOT

22 |FOCUS| May 2015

truck test 2015

DAF XF 105.460 SR 1360

Hino 700 Pro 229 2848 3.9 Air DSC

IVECO STRALIS AS750S48TZP Hi-way

May 2015 |FOCUS| 23

truck test 2015

MAN TGS 27.480 6x4 BBS (LX)

FREIGHTLINER ARGOSY CUM 500 - NG

SCANIA R SERIES R500 LA6x4 MSZ

24 |FOCUS| May 2015

truck test 2015

NOTES – TAUTLINER INTERLINKS All vehicles:

0,7 km shorter but has more stops, therefore reduced the fuel used

• Arrival and departure time at Komatipoort was taken at the N4

by 0,5 l and the time by one minute as per the TransSolve simulation

turn-off t​o eliminate the hold-ups when departing for the return trip,

difference. ​

and to get an accurate arrival time for the vehicles that passed the

• ​No speed violations.

turn-off on day one.

​ ​Iveco Stralis AS750S48TZP Hi-way:

Iveco Trakker AT440T44TH SR:

​• No violations​.

• Seven speed violations on outbound leg, three minutes 30 seconds added.

• Ten speed violations on return leg, five minutes added.

​​MAN T ​ GS 27.480 6x4 BBS (LX):​ ​​• Passed ​Engen ​Komatipoort turn-off on day one. T ​ he end time was

​ Volvo FH 440 TT Sin-R I-Shift Ret:

therefore taken at the Engen turn-off as with all the other vehicles and

​​• Took ​Jet Park Rd i​nstead of Kraft Rd o ​ n ​outbound trip. This route is

results, for the additional 3,1 km.​​One speed violation on return leg,

0,7 km shorter but has more stops, therefore reduced the fuel used

the fuel used was reduced by 2,2 l, as per the TransSolve simulated 30 seconds added.

by 0,5 l and the time by one minute as per the TransSolve simulation difference. ​

Freightliner ​Argosy CUM 500 - NG:

• ​​Took ​Jet Park Rd ​instead of Kraft Rd ​on ​return trip​. This route is

​​​​• Took J ​ et Park Rd instead of Kraft Rd ​on ​return trip​. This route is

one kilometre shorter but has more stops, therefore reduced the

one kilometre shorter but has more stops, therefore reduced the

fuel used by 0,4 l and the time by one minute as per the TransSolve

fuel used by 0,4 l and the time by one minute as per the TransSolve

simulation difference. ​ •N o speed violations.

UD Quon GW26 450 TT ESCOT: •N o violations.

DAF XF 105.460 SR 1360​: • Deducted 66 kg from unladen ​​combination for the Loadtech weighing equipment.

•T hree speed violations on return leg, one minute 30 seconds added. ​​ ​​Hino 7 ​ 00 Pro 229 2848 3.9 Air DSC: • Took ​Jet Park Rd i​nstead of Kraft Rd o ​ n ​outbound trip. This route is

simulation difference. ​ • Eleven speed violations on outbound leg, five minutes 30 seconds added​.

•T welve speed violations on return leg, six minutes added.

Scania ​R500 LA6x4 MSZ: • Passed ​Engen ​Komatipoort turn-off on day one. The end time was therefore taken at the Engen turn-off as with all the other vehicles and the fuel used was reduced by 2,2 l, as per the TransSolve simulated results, for the additional 3,1 km. ​• Very slow on return trip between ​Komatipoort and Belfast, due to “gear hunting” issues, no adjustment made as this was too difficult to calculate fairly and would only have a marginal effect on the overall results. ​• Two speed violations on outbound leg, one minute added.

• Two speed violations on return leg, one minute added.

May 2015 |FOCUS| 25

truck test 2015

FAW 28.380 FT

IVECO Stralis AT700S43TZP Hi-Way

RENAULT C-RANGE C 440HP 6x4 Road

26 |FOCUS| May 2015

truck test 2015

MAN TGS 26.440 6x4 BLS (LX)

HINO 700 Pro 229 2845 3.9 Stl

MERCEDES-BENZ ACTROS 2646LS-33 DD

May 2015 |FOCUS| 27

truck test 2015

SCANIA G SERIES G460 CA6x4 MSZ

NOTES – TRIDEM REEFERS All vehicles: • Arrival and departure time at Komatipoort was taken at the N4 turn-off t​o eliminate the hold-ups when departing for the return trip, and to get an accurate arrival time for the vehicles that passed the turn-off on day one.

FAW 2 ​ 8.380 FT: ​• Was involved in a small accident ​on ​the ​first morning which held it up for about 40 minutes. This was excluded from the travelling time​ and one minute and 0,5 l of fuel was deducted for the unnecessary stop-start.​ • ​ Stopped for about 15 minutes near Nelspruit to repair damage​ caused by accident. This time was excluded from the travelling time​ and one minute and 0,5 l of fuel was deducted for the unnecessary stop-start.​​ •O ne​speed violation on outbound leg, ​30 seconds added.

Iveco S ​ tralis AT700S43TZP Hi-Way: • Did not switch off engine at ​Middelburg Weighbridge on day one, t​ he arrival and departure time was therefore used for accurate travel time.

• Did not stop at ​Middelburg​Weighbridge, however the driver did stop the vehicle on the highway next to the weighbridge, therefore no adjustment needed to be made. ​• S ix speed violations on outbound leg, three minutes added.

•S ix speed violations on return leg, three minutes added.​ Renault C 440HP 6x4 Road: • No violations​​.

MAN ​TGS 26.440 6x4 BLS (LX): ​• Seven s​ peed violations on outbound leg, three minutes 30 seconds added.

• Four speed violations on return leg, two minutes added. ​​ Hino ​700 Pro 229 2845 3.9 Stl: • ​​No violations. ​​ Mercedes-Benz ​Actros 2646LS-33 DD​: • Took ​Barbara Rd all the way to Kraft Rd on day one​. ​This route is 1,1 ​km ​longer, therefore reduced the fuel used by 1,5 l and the time by one minute as per the TransSolve simulation difference.

• Did not top-up with fuel​at Belfast, added 0,2 l for the fuel saved as a result of carrying 100 kg less fuel as per the TransSolve simulation difference. ​There was no measurable time advantage.

• One speed violation on return leg, 30 seconds added.

Scania ​G460 CA6x4 MSZ: ​• Overfilled with 13 l (17 mm on sight tube) at Komatipoort as the fuel filter ​fitted to prevent dirt getting into the sight tube ​caus​ed ​a small “​ ​ vacuum”​delay when releasing the air as the fuel level rose. The 13 l were deducted from the outbound run and added to the return leg to produce a more accurate result for the individual legs. No adjustment needed to be made to the overall fuel used as the fuel filter was removed for the fill-up on the return leg to avoid any confusion. The chance of an overfill at Jet Park on the day before the test ​​was ruled out as no fuel was added ​on that day ​and the fuel filter would have had sufficient time to release the air whilst the fuel level was marked.

• ​No speed violations​.

28 |FOCUS| May 2015

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May 2015 |FOCUS| 29

TRUCK TEST 2015

The Truck Test spectacle does not just happen on its own – there is considerable behind-the-scenes work to be done ... for that, the FOCUS team enlists the expertise of the industry’s smaller (yet no less significant) brethren, writes GAVIN MYERS

T

his year, the FOCUS team had

and beige colour scheme did wonders to lift

Coupled to Mercedes’s five-speed automatic

to add “shuttle service” to its

the interior ambiance, with the Vito’s interior

gearbox, progress in the Vito is best summed

repertoire. It was Ford and

feeling a bit grim by comparison.

up as swift and smooth. It was relatively

Mercedes-Benz

that

frugal, too, consuming 9,6 l/100 km.

came

Again, due to the larger vehicle width

to our aid; as we enlisted the companies’

and height, the seats in the Tourneo are

Not that the Limited-spec Tourneos

Tourneo Custom and Vito Crewbus Shuttle

slightly wider, offering a bit more shoulder

struggled, mind you. Fitted with the high-

people movers to serve as camera tracking

room. Despite being slightly narrower, the

power version of Ford’s 2,2-litre Duratroq

cars, support-team (and gear) transport, and

Vito’s seats were, nonetheless, comfortable.

diesel engine, 114 kW and 385 Nm torque

event shuttles.

Occupants in both the Ford and Mercedes

was at the drivers’ disposal. As opposed to

It was the latter requirement that placed

are treated to a range of features including:

the Vito, the Tourneos’ engine is mated to

these cars at the top of our list: eight seats

individual cup holders, 12-v power sockets,

a six-speed manual. At the end of our trip,

was a must. Of course, yours truly and

side-window blinds (Tourneo) and rear-

both Fords consumed an average of 9,4 l/

FOCUS journalist Jaco de Klerk needed to be

compartment air-conditioning.

100 km. This is a figure we expect to improve,

able to easily and safely stick our heads and

In view of safety, only the left-hand middle-

as they were both practically out-of-the-box

cameras out of the windows to snap all the

row seat can be folded forward for entry

new with around 1 000 km under their

on-road action ...

to the rearmost row in both the Ford and

respective belts.

The abundant space in the two Tourneos

Mercedes.

So, what was the verdict? Both vehicles

and single Vito proved to be just what we

On the road, the Mercedes tended to

scored a resounding thumbs-up by our weary

needed. What we were really interested to

waft along a bit more comfortably, which is

passengers, as they were transported in

find out, though, was how our passengers

great for its passengers and, of course, us

style and comfort between their participating

would find the whole experience.

photographers! The flip side of this is that, for

vehicles, the evening function and their

the driver, the Ford felt more connected to

accommodation.

Both vehicles offer eight comfortable, individual seats in a two/three/three

the road and lighter on its feet.

As crew vehicles, the abundance of space,

configuration. In both they are also

Neither vehicle struggled to keep up with

powerful engines and ease of drivability

individually adjustable, but, being top-of-

traffic or move its occupants around when

meant that both the Tourneo and Vito will

the-range Limited spec, the seats in the

at full capacity. Especially the Vito ... it was

definitely be at the top of our list if such an

Tourneos were leather clad. It has to be

the 122CDI; fitted with the 3,0-litre V6 diesel

intricate requirement needs to be met again

said, too, that their pleasing two-tone black

that develops 165 kW and 440 Nm torque.

in the future. |FOCUS

Tracking the Test

30 |FOCUS| May 2015

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

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May 2015 |FOCUS| 31

TRUCK TEST 2015

Technology in

transit The technical innovations highlighted in Truck Test 2015 go beyond the tracking and simulation software we’ve become accustomed to seeing.

This year, Loadtech supplied some fascinating gadgets … GAVIN MYERS speaks to MD John Harrison

A

ccording to Harrison, Truck Test 2015 is the ideal platform for an add-on supplier, such as Loadtech, to introduce new concepts and equipment. The company fitted on-board weighing and tyre-inflation systems to the Afrit trailers running in Truck Test 2015.

“Many companies do not have the resources to do a proper analysis of their needs and the results from the Truck Tests help them to make informed decisions on what to buy,” says Harrison.

“Loadtech started out in 1987 manufacturing weighing sensors (loadcells) for the industrial weighing market. Early in 2000 it designed and introduced the truck/trailermounted OnBoard weighing system. This was in the early days of overloading problems and Loadtech’s systems have made a significant difference in assisting its customers to avoid overload penalties, while still making a profit in the face of reducing average payloads,” he says.

In Truck Test 2015, Loadtech showcased two different, but equally important, products for the extra-heavy market. The first is the well-known Loadtech OnBoard weighing system, while the second is the Vigia OnBoard mounted tyre monitoring and inflation system.

32 |FOCUS| May 2015

From left: Printouts from the on-board weighing system can be done in-cab. The tyre inflation regulator. Warning lights on either side of the trailer indicate a loss of pressure to the driver.

As far as the OnBoard weighing system is concerned, Harrison explains that this is fitted between the load and the chassis, on the truck and the trailer. “We obviously can’t measure beneath the wheels, like a normal platform scale does, so we weigh between the load and the chassis and add in the tare weight to get the gross weight.”

A display in the cab alerts the driver to the mass being loaded so that he can take responsibility for the loading process.

Harrison explains that loading trucks correctly, without some way of determining the weight, is extremely difficult. “Many remote operations do not have the luxury of a weighbridge to check the load. In these cases, it is a necessity to have a Loadtech OnBoard weighing system fitted, so that the load can be monitored during the loading process. Our motto is ‘load correctly first time, every time’.”

While this is, without doubt, a system any operator wouldn’t want to be without, it is the tyre inflation kits that will probably catch the attention of most operators interested in the test.

“This is a universal product in which anyone doing long-haul transport could be interested,” Harrison says. “The aim is for

vehicles to avoid getting stuck on the side of the road in the event of a puncture, where they will lose time and incur the costs of roadside repair.”

According to Harrison, this system is especially important for deliveries that are time-sensitive. “If a delivery has a scheduled offloading slot and the truck is delayed en route with a flat tyre, the company has lost a tyre, has to pay for a roadside repair, and has lost the delivery slot. As a consequence, the load may be rejected,” he illustrates.

The tyre inflation system sources air from the trailer to maintain the preset pressure in the tyres. If there’s a leak or puncture, the pressure in the tyre starts to reduce. If it reduces below the preset pressure, air is continually pumped into the tyre in an attempt to maintain the operating pressure. The driver is alerted and he can make an informed decision on whether to stop immediately or continue on to his destination.

“In many other countries with long-distance operations, it is common to see these systems fitted. Why is it that our local operators do not see the same benefit and fit the systems to their vehicles?” Harrison muses.

Hopefully, Truck Test 2015 will go some way to changing that. |FOCUS

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MBSA/2089/TRS

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TRUCK TEST 2015

Hot on the

trail(er) of success

This might be the first Truck Test event for trailer manufacturing company GRW, but it has been an industry player for nearly two decades. We talk to the company’s CEO, Gerhard van der Merwe, to find out why GRW got involved, and showcase some new developments at its primary manufacturing plant in Worcester, in the Western Cape

S

ince

its

establishment

in

1996, GRW has grown into

maintenance and repair services as well as

2015, making it a good benchmarking

financial services to fleet operators.

exercise.

a multi-tiered company that

GRW’s world-class products are sold

designs and manufactures

across southern Africa, the Middle East, the

What trailer units were used in the test

a wide range of transport equipment in

United Kingdom and Australia – a perfect

and why were these selected?

various configurations. These are designed

partner for Truck Test 2015.

We provided seven identical 15,5 m,

and built to meet the customer’s exact requirements.

tri-axle,

refrigerated

semi-trailers.

Why did you decide to get involved?

The organisers wanted to use interlink

The company’s product range serves a

It was the first time that we participated in

and

variety of market sectors including: petroleum

a Truck Test event. The event offers good

supply the latter for this year’s event.

and chemical; construction and mining; fast-

exposure and a great marketing opportunity

The tri-axle trailers were for vehicles with

moving consumer goods; palletised and

for us. There are several units from different

smaller engines or less horsepower, and

break-bulk general cargo. It also provides

companies that participated in Truck Test

the interlinks were for those units with

34 |FOCUS| May 2015

semi-trailers,

so

we

opted

to

TRUCK TEST 2015

Leon Van Vuuren Bulk Carriers received the first curtainsiders produced in GRW’s new manufacturing plant.

GRW on the expansion trail

more power. This ensured continuity in the test performance, as all the units were identical.

How important is the Truck Test 2015 vehicle segment to GRW? It’s very important. All our work comes from the extra-heavy industry.

“Traditionally, we only built tankers. Then we added refrigerated trailers and bodies,” Van der Merwe explains. “We’ve now expanded our product range to what we call general freight, with the main objective of building world-class products.

We realised that the market is hungry for a real quality product and our aim was to raise the bar. Time will tell if we have succeeded in our goals.”

GRW began its research and development work three years ago, ensuring a firm manufacturing foundation. “The construction work started a year ago,” Van der Merwe points out. The company added 13 000 m2 under-roof space to its Worcester manufacturing plant, now totalling 40 000 m², to handle these new developments.

“The expansion cost around R110 million. Part of this was for the purchase of new robotic equipment, an automated paint plant, laser cutters and new bending breaks,” Van der Merwe tells FOCUS. The factory isn’t

the only thing that grew, however, as GRW added around 60 employees in the new wing.

The first unit rolled out in March and was delivered to Leon Van Vuuren Bulk Carriers, based in the North West town of Potchefstroom. “This was a high-spec curtainsider with additional add-ons,” says Van der Merwe, noting that the company was very fortunate to have received an order from such a prominent tautliner operator early in its production start-up.

“It tested our ability to meet high expectations and I am proud that we passed the test with flying colours. We are blessed to have customers like Leon Van Vuuren Bulk Carriers and thankful for the opportunity. We are extremely proud to now be associated with the company.”

Van der Merwe continues: “This is the first of many. We have a wonderful, full order book for new products and look forward to delivering these units to our customers.”

What benefits do the Truck Test events deliver to the industry?

latest technology that’s available for the

which would provide more accurate figures

The tests provide a level playing field to

trucks and other trailers. Everyone certainly

under different topographies. It could then

compare different truck brands and their

entered their latest equipment.

include flat roads, mountainous terrain, and

performance while towing the same trailers.

so forth.

Is there anything else that you would like

Perhaps future Truck Test events could

What did you look forward to the most in

to add with regard to Truck Test 2015?

become a one-week affair … GRW would also

Truck Test 2015?

It would have been great if the event could

be able to add to the trailer selection, as it

To see a good representation of our units on

have run over more days – three, four or even

has enhanced its product offering, adding

the road and the feedback from participants

five … it was a short test in terms of distance.

curtainsiders, flat decks and side-tipper units

on our trailers. I also enjoyed seeing the

Additional time would mean a longer route,

to its production mix. |FOCUS

May 2015 |FOCUS| 35

TRUCK TEST 2015

Most people have mixed feelings about insurance … it isn’t referred to as “a necessary evil” for no reason. One Financial Services Holdings (ONE), through its Truck Test 2015 participation, is proving this statement wrong

D

o you have insurance? The one question that always pops up as soon as things go pearshaped …

This is often followed with critique on

organisations that provide it and their service delivery. Insurance, however, is a necessary evil that can’t be ignored – especially in an industry fraught with risks, from hijackings to road accidents.

Sid Beeton, divisional manager for transport-based insurance at ONE Insurance, explains that this is exactly why ONE joined Truck Test 2015. “With any commercial vehicle enterprise there are certain risk exposures.” He adds that ONE receives good support from Phoenix Risk Solutions, which is one of the insurance brokers for AfriSam – and both were involved with Truck Test 2015.

“Phoenix approached us when they decided to become involved with Truck Test 2015, as the event kicked off from AfriSam’s offices and the company provided the loads,” Beeton tells FOCUS – adding that Phoenix asked if ONE would insure the loads, free of charge, for the test.

“It was unlikely that the participants would be hijacked; it was quite a convoy – so theft and hijacking weren’t a risk,” Beeton points out. “The vehicles could have overturned, however, or it could have rained during the testing days and the cement could have got wet … there were risk exposures and we agreed to cover that risk, free of excess and free of premium.”

It is about more than just keeping the loads safe, however … the transport industry is vital to ONE. “Our company generates over R1 billion in premium income per annum and, of that, 40 percent comes from the transport industry,” says Beeton. “Most of our clients own commercial vehicles; it really is our bread and butter. We insure the trucks, the load, the trailers and liability to other road users.”

It’s no wonder that ONE’s risks are so narrowly aligned to those of the transport industry. “As we align to the transport industry, we face the same challenges

“We are placing more focus on procurement … our goal is to run below 65 percent. Many companies are running over that,” Beeton emphasises.

He continues: “Our transport based insurance business is worth R400 million, of which we pay out as claims some R250 million a year. In that amount there is a lot of wastage. We are addressing the procurement issues as one of the main segments where we can reduce our claims outlay and, therefore, offer more value and competitive pricing.”

that it faces. These include: crime and the manner in which you manage it; the increase in the number of inexperienced and unlicensed drivers; unlicensed vehicles; and an ever-increasing number of uninsured motorists on our roads. “ He continues: “When I started in transport insurance in 1984 there were probably five players at most.”

All of these challenges necessitate that insurance providers have to provide value-add products, which have to be funded from what they can collect from clients. “In order to remain competitive and to provide protection against the risks associated with commercial vehicles, insurance providers are looking for ways to add value for their customers, but we have to show some profit, out of the premium base, for our shareholders.”

This couldn’t be that hard if you get R400 million a year, right? Well, not quite.

The One to count on

36 |FOCUS| May 2015

TRUCK TEST 2015

“In order to remain competitive and to provide protection against the risks associated with commercial vehicles, insurance providers are looking for ways to add value for their customers …”

Beeton provides an example: “The same windscreen replaced by an unvetted supplier could cost a client R10 000 while through procurement initiatives, we can replace it (without compromising on quality) at R2 500 and provide an excess-free transaction.”

Another challenge is the extended warranties that original equipment manufacturers (OEMs) are offering.

“We understand that the drivetrain and mechanical parts can’t be compromised and that the warranty has to be protected and honoured when these components are involved, but second-hand or alternative parts do have their merits,” Beeton explains.

A perfect example is replacement cabs.

“It might be economically viable to use a reconditioned cab, for example, when a vehicle – with a five-year warranty – is involved in a major accident in its fourth year,” Beeton points out. “It doesn’t compromise the performance of the truck and it can save a lot of money. A brand new cab, on the other hand, could make it uneconomical to repair the vehicle, which is then written off instead of being repaired and kept on the road.

“We are meeting with the OEMs to ensure that they aren’t unreasonable with the enforcement of their warranties,” he reassures.

Despite all the challenges, ONE is managing to offer more than just vehicle insurance as it is moving towards, what it calls, the transport solution. “We offer value-add products, such as tracking devices, through our

joint venture with Autotrak – which trades as ONETrak,” Beeton tells FOCUS. “Hijacking is a very real risk in the industry, both for loads and for trucks.”

He adds that ONE has a joint venture with an incident risk management company Truck Assist. “They can be contacted anytime for any roadside event or emergency, not only for accidents; for example, if a client runs out of petrol, or has a blowout or if his tyres are stolen and he is stuck on the side of the road. Truck Assist will put them in touch with a service provider who will get them moving again.”

ONE Insurance is broadening its horizons. “We are in the process of rebranding from ABSA to Mutual & Federal, which is going to open up exciting opportunities for us,” Beeton points out.

Mutual & Federal will become ONE’s new risk carrier, so to speak.

“We were previously writing business through an ABSA licence and, although ABSA has been a fantastic partner, the new structure with Mutual & Federal will bring additional brokers into the market,” Beeton explains. “There was some reluctance of other bank-focused insurance brokers to deal with a company that operates under the ABSA Group.

“The Old Mutual Group is expanding into Africa at quite a rapid rate and we plan to be part of that expansion, and to have new horizons across border into Africa,” Beeton adds. “We’re seeing new ventures happening and we are very excited about expansion opportunities into Africa.”

It’s clear that insurance can be much more than “a necessary evil”. It can be a value-adding partner that works with you to overcome common challenges … |FOCUS

May 2015 |FOCUS| 37

TRUCK TEST 2015

More than just

a test!

According to Hino South Africa’s Gert Agenbag, senior manager for sales, and Leslie Long, senior manager for marketing and demand planning, companies would be daft not to enter what they can in

the Truck Test events … this isn’t only a marketing exercise, but a product development and planning opportunity as well

L

ong points out that there are

vehicles; the Hino 700 450, and the 700 480.

Agenbag emphasises that if a particular

two reasons why Hino has been

“We entered the two models in our range that

vehicle isn’t entered into a specific category, it

involved with the Truck Test

are most suited to the trailer configurations

could indicate a weakness. “In the first year’s

events since 2012: “The first is

that were used in this year’s test,” Long

test we entered only one vehicle, last year we

to show the market how competitive our

explains. “The 450 is suited to the reefer

had three and, to be honest, going forward,

products are, and the second is to learn

application, and the 480 to the interlinks.”

I don’t think Hino will not take part in any

more about how our trucks perform on South

Agenbag continues: “Those applications

African roads.” He emphasises that it isn’t

are quite significant, as they represent the two

only an exercise in marketing, but also one in

main categories in the extra-heavy segment.

He adds that it is important to participate

product development and planning.

To enter only one doesn’t make sense. When

to the fullest. “If there is a range, you might as

you participate, you might as well go all in.”

well enter all of them. What message are you

Agenbag adds: “I think the test has

category. We are an all-inclusive type of brand.

We don’t just sell one type of truck.”

become more professional, more accurate

He recounts a conversation that he had

and more user friendly for us as competitors

with Long: “I told Leslie that, in this type of test,

Long commends the organisers of this

– comparing it to the first year in 2012, where

we would be sending the wrong message if we

year’s event (specifically Adrian van Tonder,

the same type of vehicles participated. I really

didn’t enter all the vehicles we have in a certain

senior manager of RTMS and PBS at

think that there have been huge improvements

range. It might come across that we don’t

Barloworld Logistics) for the fact that the

– hats off to the organisers.”

want to highlight a vehicle’s performance, or

progress of the vehicles was kept a secret

that it can’t handle the application.”

during the test. “It added to the excitement of

This year the company entered two

38 |FOCUS| May 2015

sending to your customers if you don’t?”

TRUCK TEST 2015

it all,” he tells FOCUS. “Last year’s Truck Test

some parameters are provided – a starting

was a different story … everybody knew how

point, an end point and a load. Then the

everyone else was doing, and exactly where

manufacturer should decide which category

their truck lay – there weren’t really any

of truck, which body and what configuration

surprises when the results were announced.”

to use to move that load,” Long relates with

This

Left and below: Hino’s 700 2848, one of two vehicles the company entered in this year’s Truck Test.

Bottom: The smaller 2845 made light work of moving the reefer around.

had

another

drawback,

apart

excitement.

from removing all suspense. Agenbag

“It is more a simulation of actual business,”

explains: “While the knowledge of how other

Agenbag adds. “What Leslie is saying is such

manufacturers were doing helped with some

a valuable suggestion. We can continue to

rivalry, it added some unpleasantness as well.

keep running these tests, but, at some point, it

“It is better to keep everyone in the dark, as

is going to become irrelevant. In South Africa,

this eliminates altering of strategies, resulting

the average lifespan of a truck is between 12

in a better representation of normal operations

and 16 years, so how many times can we test

and a better atmosphere during the test.”

the same vehicles over and over again?”

Agenbag is also glad that the Gerotek

Long gives an example to prove why he

track day wasn’t part of this year’s test. “The

thinks an operational test would work better:

track day doesn’t really show anything, other

“Sugar cane could be transported using one

than what skills your drivers have,” he tells

of two options; you can either go the truck

FOCUS. “I have always maintained that, as far

tractor/interlink route, or you can use a

as I’m concerned, the whole day at Gerotek is

freight carrier with a drawbar … Both of

a waste of time. I want to see trucks operating

them work, but, in some operations, your

in normal conditions on the road, and that is

truck tractor option is more effective, and,

what we did this year.”

in another, a freight carrier is the answer.

Another benefit was staying over for the night and then driving back the next morning.

There is always more than one solution for any transport job.”

“It is less tiring for us,” says Agenbag. “It is

Agenbag concludes: “Business isn’t just

also less stressful to stay over, and move and

about the trucks that you put out there, it is

operate as a team.”

about providing solutions … All the original

Agenbag continues: “I really hope that, in

equipment manufacturers see themselves

the future, the organisers stick to this format;

as partners to business. We don’t only want

where you drive out on the first day and you

to come up with a steel and rubber solution,

drive back the next day, in real conditions.

we want to provide a tool that can make our

“It is also great to see other industry

customers money. That is what we are all

players and to talk to people that you don’t get

trying to do. So why not test that ability and not

to see every day. It really is a good experience.”

only our ability to bend and weld steel?”

The duo also have an interesting suggestion for a future event … “It would be great if a future Truck Test could be devised where only

Could this be the beginning of Truck Test 2016?

Watch this space. |FOCUS

May 2015 |FOCUS| 39

TRUCK TEST 2015

Finding real

value

With their view of Truck Test as a fun, yet professionally run (and ultimately necessary) event, two of MAN Truck & Bus SA’s top executives joined the action

R

esplendent in livery celebrating 100 years of MAN Truck & Bus, the TGS 26.440 and TGS 27.480 certainly garnered their fair share of attention during Truck Test 2015. Was the company’s bold celebration of its heritage a warning shot of the expected performance of its vehicles?

Geoff du Plessis, MD of MAN Truck & Bus SA, was quietly confident when he met the convoy at the brunch stop and fuel top-up at Engen Belfast. “The proof of the pudding is in the eating and we’ll look at the results with great interest. I think we’ll better the simulated results – the vehicles are running a very efficient set-up, so they’ll do well.”

Dave van Graan, head of truck sales at MAN Truck & Bus SA, discussed the vehicles in more detail when he met the convoy at the same venue on the way back: “These two 6x4 prime movers are our most commonly chosen units for their respective applications.

We decided to select vehicles that we would advise our customers to use for this route.”

The vehicles’ spec was impressive. The TGS 26.440 (26 t, 440 hp), while pulling the GRW tri-axle refrigerated unit, ran a tall rear-axle ratio to optimise fuel consumption.

It also featured a fully automatic transmission and speed control to make it easy to operate.

The TGS 27.480 hauled the Afrit interlink.

While it featured the same basic chassis as its smaller brother, it could gross 55 t. “The drivers will notice the additional power when

40 |FOCUS| May 2015

hauling from the Lowveld to the Highveld,” noted Du Plessis.

Both vehicles featured sleeper cabs and air suspension. Locally manufactured Aero Truck aerokits were fitted to both, in an effort to further optimise their performance.

“Where a vehicle has a high frontal area, and where a more aerodynamic rig is needed, we would advise our customers to fit either the standard, imported MAN kit, or the local aerokits,” explained Van Graan. “Here we’ve chosen the local kits, as the trailers are locally manufactured. It’s a product that’s very well liked by our customer base.”

While both men were, understandably, interested in their own vehicles’ performance, they are also fans of the Truck Test format.

“It’s always good to have a well-controlled competitive test – it would be foolish for any operator to not look at these results before making a choice,” said Du Plessis. “It’s always great to be where the rubber meets the road – if we don’t take part in these tests, how can we expect to support our own operators?”

“It’s an absolute necessity to be here,” noted Van Graan. “These tests allow us to make sure the advice we’re giving customers has a good sounding board. It’s also helps us tweak our product spec and simulation tools to make sure what we offer is correct for the marketplace. It’s all about optimising total operating costs.”

With MAN Profidrive driver trainer Eddie Williams behind the wheel of the big interlink,

According to Du Plessis, Truck Test holds great value for manufacturers and operators alike.

and product engineer Dean Temlett driving the reefer, the overall feedback from the MAN team was that Truck Test 2015 was a really fun exercise, yet was challenging in that it featured varying altitudes.

Van Graan probably summed it up best: “While the work we do here is fun, it’s also serious and adds a lot of value to our industry.”

We couldn’t agree more. |FOCUS

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

May 2015 |FOCUS| 41

TRUCK TEST 2015

Enter the

Dolphin Aero Truck is a proudly South African company that designs and develops cutting-edge wind-management systems for the local truck market, which are equal to the best in the world. GAVIN MYERS speaks to Cameron Dudley-Owen, owner of Aero Truck, about the company’s latest designs that featured in Truck Test 2015

A

ero Truck has become a regular feature of the Truck Test series, supplying its aerodynamic wind management systems, cab extenders and side skirts to participating original equipment manufacturers (OEMs) seeking to maximise their vehicles’ results.

This year saw the premiere of the company’s new Dolphin range of kits, which borrow heavily from the aviation industry.

To fully understand the advantages of the Dolphin kit, one needs to understand the basic concept of the aerokit. These are custom designed to smooth the airflow around the vehicle and thereby significantly reduce its

42 |FOCUS| May 2015

coefficient of drag. Fuel consumption is, therefore, improved by around eight to ten percent, which represents a significant cost saving for a comparatively minor investment.

“The rationale and need behind this aim is that a truck uses 40 percent of its engine power to overcome wind resistance when travelling at 80 km/h. This contributes to over 50 percent of the operating costs of a truck, which obviously creates a strong incentive to save on fuel usage,” says Dudley-Owen.

The Dolphin Range takes the concept a step further, seeking a way to reduce turbulence and the effect of crosswinds. More rounded and similar in shape to the nose

of a jumbo jet, the free-flow design of the kit ensures that the wind is channelled smoothly over and around the truck body, minimising the airflow separation from the surface of the kit and the truck body. Air turbulence caused by the forward movement of the vehicle is, therefore, significantly reduced.

Further, the Dolphin cab extenders are considerably larger than those on conventional kits, reducing the gap between cab and body, and the trailing edges now have vortex generators moulded into the panels.

Dudley-Owen elaborates: “The gap between cab and trailer is a major source of wind turbulence, causing drag on the vehicle. These

TRUCK TEST 2015

extenders help to channel the wind, which further reduces turbulence as the wind flows off the cab and onto the trailer. The conical shape also reduces the yaw, or cross-wind effect, if the wind is not coming directly from the front. This significantly improves truck stability.”

The benefit of these custom-designed kits is that they are matched to specific vehicles and trailers, and are not a compromise, as are many factory-fitted units. Dudley-Owen quotes a study by Cranfield University in the United Kingdom: “In conjunction with Mercedes-Benz and Hatcher Components, custom-designed kits claim to have achieved a three-percent fuel saving over generic factory fitted units.”

Further, says Dudley-Owen, the extra effort involved in fitting a bespoke (custom designed), rather than a generic, kit would reward the operator with significantly better returns over the life of the vehicle.

He is proud to note that, locally, Iveco and MAN have replaced their own imported kits with Aero Truck’s designs, while Hino has also substituted the previous-generation Aero Truck kits with the new Dolphin range.

DAF, FAW, Hino, Iveco, MAN and UD ran a total of ten aerokits in Truck Test 2015. “The test showcases the most up-to-date products available to the South African truck industry and, as such, is

the ideal platform to demonstrate the effectiveness of our products in reducing the running costs of the vehicles,” says Dudley-Owen.

“The Truck Test has become more professionally run over the years, with the criteria being more specific,” he adds.

Dudley-Owen should know. Besides having been involved in Truck Test since the first event in 2012, the company is also a familiar name in the South African commercial vehicle industry. “We have been in business for over 30 years and, we are an equal-opportunity company, employing 60 people. We have probably saved the South African economy millions of litres of fuel over the years.

“The continued support from the OEMs is essential to our growth and success and must be applauded. In particular, Mercedes-Benz, Hino, UD, Isuzu, MAN and, more recently, DAF, FAW and Iveco, have mentored us and allowed us to develop kits for their vehicles,” DudleyOwen continues.

“We would also like to acknowledge the many partners in the trucking industry that have bought our products, and whose feedback and advice has led to the continuous improvement of the effectiveness in the design and quality of our products over the years.” |FOCUS

From left: William Dudley-Owen, Stuart Janssen and Cameron Dudley-Owen at Truck Test 2015.

Right: The DAF XF shows off Aero Truck’s new Dolphin kit.

May 2015 |FOCUS| 43

TRUCK TEST 2015

Following the launch of a new entity to cater to its commercial vehicle tyre clientele, the Bridgestone Group used it’s involvement in the Truck Test 2015 spectacle to show how serious it is about serving the industry

T

here’s a lot going on with the

“The trucking industry has become

the accredited outlets are also able to

the

extremely competitive and we, as Bridgestone

supply commercial tyre retreads that are

moment, and the company

Commercial, need to ensure that our products

manufactured according to South African

used the opportunity provided

and services are top of mind,” Roux continues.

Bureau of Standards (SABS) specifications.

by Truck Test 2015 to showcase its new

“It is also important for Bridgestone

“Bridgestone Commercial ensures our

Commercial to visually demonstrate the

customers have the peace of mind of knowing

“We have been part of the Truck Test,

performance of our products and services.

they are dealing directly with Bridgestone. It

in some shape or form, for some time now

This is the ideal opportunity to stay on top of

will also allow us to consolidate our branding

and this year was no different. Involvement

the trends and developments with regard to

position and provide closer customer

in the Truck Test gives us a good opportunity

our competitors. It is also an ideal opportunity

support, as well as position us for growth in

to build on the Bridgestone brand and

to measure ourselves against them,” he says.

the commercial market,” says Bridgestone

Bridgestone

Group

at

direction.

become the brand of choice,” says business development manager, Walter Roux.

Bridgestone Commercial is the all-new

SA CEO, Mike Halforty.

entity recently created within the Bridgestone

“The time is right to ramp up our

company

Group to specifically handle the sales and

commercial operation to a new level, and I’m

committed to ensuring its support vehicles

distribution of all new and retreaded truck,

certain that Bridgestone Commercial is going

were on call in case anything went wrong

bus and earth-mover tyres.

to set ever-higher standards in this segment,”

With

this

in

mind,

the

en route (thankfully they were not needed).

The launch of Bridgestone Commercial also

seen

selected

Supa

Halforty adds.

Bridgestone is also a part sponsor of the

has

Quick

Involvement in leading industry initiatives,

lunch at the FOCUS Conference to be held at

outlets offer commercial vehicle tyres

such as Truck Test and the FOCUS

Automechanika on May 8 – when the Truck

and services, which has resulted in closer

Conference will surely help the company

Test results will officially be announced.

ties with commercial customers. Further,

achieve this goal! |FOCUS

To show 44 |FOCUS| May 2015

what they can do

Bridgestone South Africa announces changes to its commercial tyre operations.

Sales and distribution of all new and retreaded truck, bus and earth mover tyres will be spearheaded by a newly- formed company within the Bridgestone Group, Bridgestone South Africa Commercial (Pty) Ltd. Part of the change is the introduction of accrediting selected Supa Quick branches as Bridgestone Commercial accredited dealers. Allowing customers to access Bridgestone Commercial products through Bridgestone Commercial service centres or accredited Supa Quick dealers.

Available at selected Supa Quick outlets Tel: 011 387 2000

www.bridgestone.co.za

May 2015 |FOCUS| 45

DWFCOL 518530

TRUCK TEST 2015

TRUCK TEST 2015

Phoenix Risk Solutions (PRS), insurance broker to AfriSam Contractors, insured the loads – bags of AfriSam cement – that were carried by the trailers during Truck Test 2015. CLAIRE RENCKEN speaks to PRS director, Steve van Eyslend, about the company and its involvement in the event

V

an Eyslend explains: “We offered to insure the loads for the duration of Truck Test 2015.

Together with our insurer partner, One Insurance, we were able to sponsor the total cost of this insurance. PRS has designed several custom-made transport insurance solutions across various industry segments. We consider our involvement in Truck Test to be very valuable to our future strategy and focus.”

He goes on to say: “The test provided us with the opportunity to network with the wider transport industry, while, at the same time, gaining meaningful insights regarding worthwhile product information. PRS will definitely be at the FOCUS conference to continue this networking process, and, of course, to hear the results of the test.”

PRS was established in 2003. Today, it manages in excess of R400 million in premiums annually, and transacts with all major insurance companies and underwriting managers. It is authorised to conduct all aspects of short-term insurance. This includes a full insurance broking and risk management service in respect of all corporate, commercial and domestic insurance, as well as self-funding alternatives.

“Choosing an insurance company should be a positive experience, not a grudge purchase, based on scare tactics and ‘what if’ scenarios,” says Van Eyslend. “Our role as a broker is to assist companies to proactively

take responsibility for their assets as part of an overall financial management plan.”

With more than 100 years of combined experience in the insurance industry, the

PRS is an authorised financial services provider and a member of the South African Financial Intermediaries Association (FIA).

Furthermore, the company is committed

Around 500 t of cement was insured for Truck Test 2015.

Phoenix team provides its clients with competitive insurance or self-funding solutions, and can design an insurance programme to suit a company’s specific needs.

The company’s vision of complete customer focus remains of paramount importance. PRS is totally independent and is 80 percent management owned. Its success is determined by its ability to satisfy its clients’ needs.

to developing people from disadvantaged backgrounds, while not compromising its client service. PRS carries a level-three BEE verification.

“We have a special affinity for, and in-depth understanding of, the small business operator, who does not necessarily have a culture of insuring against unforeseen risks.

At the same time, we are able to guide corporate entities towards cost-effective risk transfer or self-funding alternatives,” concludes Van Eyslend. |FOCUS

Phoenix

rises... to the challenge

46 |FOCUS| May 2015

Built locally with South African

TRUCK TEST 2015

pride

FAW continues its trendsetting path in local truck manufacture. The company’s local truck line-up includes the ever-popular FAW 28.380 FT 6x4 truck tractor

“N

ot only are we producing our entire local offering of FAW trucks right here in South Africa, but we’re doing so at the best quality levels, comparable to – if not better than – our FAW parent company in China,” says Yusheng Zhang, CEO of FAW Vehicle Manufacturers SA. “The range, consisting of 11 models, is being built in a plant, which came on stream only in July last year.”

Zhang adds: “Since the opening of the Coega plant, we officially started building our own tipper bodies at our bodybuilding facility, which became operational in January this year, and is situated adjacent to our manufacturing plant. This allows our customers to buy from one source – simplifying warranties and maintenance.”

The FAW local truck line-up includes the ever-popular FAW 28.380 FT 6x4 truck tractor, popularly called the FAW J5.

Many satisfied FAW customers swear by this workhorse. One such happy customer is Buks van Rensburg, managing director of Buks Haulage Limited (BHL). These FAW units are used in his 130-vehicle fleet. Last year he ordered 100 of these units. Van Rensburg sings the praises of the FAW 28.380 FT: “For me there is only one truck that works in Africa – that’s the J5.”

Asked about why he chose the FAW brand, and the FAW 28.380 FT in particular, Van Rensburg quickly dons the business executive hat. “It’s simple – FAW provides cost-effective ownership, together with a dependable and easy-to-operate product and great after-sales

support. FAW’s products are easy to service and maintain at our self-service depots in Ndola and Solwezi, Zambia. Our drivers love them and BHL gets optimul fleet efficiency.”

“Who can argue with 2,1 km per litre on a side-tipper and 2,5 km per litre on a tri-axle flat deck? Since I have incorporated the FAW vehicles into my fleet, I have realised a ten percent saving on fuel alone. On fleet utilisation I have increased my uptime from 65 to 95 percent,” says a very satisfied Van Rensburg.

Late last year, FAW SA sprang into action to assist Harrismith farmers after a devastating fire in the region, which left livestock without natural feed. “There are more FAW owners, per capita, in the Harrismith area than in any other municipal district,” says Zhang.

FAW SA purchased a large load of livestock feed and had it delivered, by an impressivelooking FAW 28.380 FT truck tractor, to representatives of Free State Agriculture and the Harrismith Disaster Relief Fund.

The FAW 28.380 6x4 truck tractor was the perfect choice to run with the load of emergency feed. It is a popular choice among the farming community, because of its durability and reliability, and the fact that it is simple to maintain.

In its favour, it has a permissible gross combination mass (GCM) of 56 t, which is powered by the proven Weichai engine (Euro 2) delivering a smooth 280 kW at 2 200 r/min and a torque rating of 1 460 Nm between 1 400 and 1 600 r/min.

The FAW 28.380 is fitted with a FAW ninespeed synchromesh manual transmission with high/low range split. The safety of the vehicle

is boosted with full air dual-circuit brakes.

This model carries the standard two-year/ 200 000 km warranty, supported by over 30 sales or service outlets across southern Africa.

“We’ve had a presence in South Africa since 1994 – so this year marks our ‘rite of passage’. Throughout this period, we have demonstrated our commitment to this country, our sales and service partners, and, most importantly, to our loyal customers,” says Zhang.

“The latest investment we are making – to bring in an all-new medium-sized truck range to the southern Africa customers – is testament to our commitment. Over the last four years, we have spent in excess of R800 million in this region – and our investment will be ongoing.

“One of the reasons for our success has been our relationships with many other worldclass partners. We take our partnerships very seriously and we see our business relationships within Africa as most important.

“Our fundamental vision for this region, using South Africa as a base, is to ensure that the FAW brand becomes a household name across the length and breadth of this great continent. In so doing, we hope to significantly contribute to job creation and the general stimulation of the local and African economies.

“The FAW 28.380 FT truck tractor is helping us achieve this vision. Priced at a very favourable R680 000 (excluding VAT) for the FAW 28.380 FT chassis cab, FAW, will surely make inroads into the local market,” concludes Zhang. |FOCUS

May 2015 |FOCUS| 47

FOCUS ?????ON FORESTRY ?????

Timber!

Highly specialised and rugged equipment is used in forestry operations. CLAIRE RENCKEN takes a look at how Matriarch Equipment came into being and what it has to offer this sector

48 |FOCUS| May 2015

FOCUS ON FORESTRY

I

n 2009, the Bell brothers – Justin and Ashley – identified a gap in the marketplace for high-quality, locally produced handling equipment for the timber industry, and so Matriarch Equipment was born. The brothers set out with a vision of developing loading and extraction machinery, but decided that timber grapples were a good product on which to “cut their teeth” in the manufacturing game.

“We started from scratch and needed to establish certain systems and processes within the business in order to lay the foundation for the development, manufacture and support of our products going forward,” explains Ashley.

That turned out to be a good move ... In a short time, their grapples have become a common sight at timber harvesting sites and loading depots around the country.

The initial plan was to develop only two sizes – a 0,35 m² version and 0,41 m² version – as these are commonly used in the timber industry on tri-wheel loggers and trailer- or truck-mounted cranes.

The MT360 (0,35 m²) and MT420 (0,41 m²) grapples were accepted so well by the market that, soon after their launch in February 2010, requests for larger capacity grapples came pouring in.

“Grapples are high-wearing components within a timber harvesting operation and should be viewed as such,” says Justin. “There comes a time when repairing an old grapple is not financially viable in the short to medium term.”

Matriarch Equipment now produces nine different models of timber grapples, from the MT360 (0,35 m²) to the much larger MT1800 (1,8 m²). The company supplies grapples mostly to the southern African market, but has, in the past, also supplied to markets abroad, such as Malaysia, Indonesia and South America.

Justin explains: “Matriarch grapples feature a high-wear-resistant plate on the grapple jaws and a top rotator mount plate, as well as gussets on the grapple carrier. In addition, a twin-link arm and central cylinder more evenly distributes forces through the grapple carrier.

This superior geometry helps to reduce the twisting force to prevent fatigue failure of pivot bosses and uneven wear on pins and bushes.”

All pivoting components are secured by a 50 mm pin with taper locks. Taper caps expand over the tapered ends of the pin and lock into the bore of the plate. “Provided these pins remain torqued up, as per our recommendation in our installation/maintenance manual, minimal wear will occur,” he adds. While greasing is recommended at every shift, the grapples also

have perforated bushes to help to retain grease in the pivot joints where it is required.

In 2012, the company outgrew its factory in Richards Bay and moved into a new facility on a farm near Empangeni. Then, a year ago, Bell Equipment partnered with Matriarch Equipment and the latter’s grapples are now produced in Bell Equipment’s manufacturing facility in Richards Bay. Matriarch grapples are now being offered by Bell as an option in its range of loggers.

Bell Equipment product marketing manager: sugar, forestry and agriculture, Tim Beningfield, says: “Matriarch’s compatible design philosophy combined with Bell Equipment’s manufacturing capability is a winning formula. While our customers benefit from a modernised design with important features, we are able to add a superior product to our offering that has been designed with the customer’s input provided directly to the design engineers.”

At the same time, Matriarch’s slew loaders were also added to Bell Equipment’s agricultural offering. Back in 2011, Matriarch Equipment built its first two prototype slew loaders, one of which was converted for timber. It was tested for loading timber at railway sidings and was also used to do in-field loading of timber, proving the machine’s versatility.

The original idea was to design the slew loaders from scratch, but, in the end, the Matriarch team decided to use an excavator upper structure, coupled with a four-wheeldrive undercarriage and 0,5 m2 timber grab designed and built by Matriarch, which was optimised for loading operations.

“The big advantage of our slew loaders is that they are highly mobile, and can be used at a depot or in the field, and they don’t need a low-bed trailer to be moved from one site to another,” explains Justin. The maximum travel speed of the loader is 20 km/h.

In addition to the development and manufacture of products, Matriarch Equipment is also an importer and distributor of Indexator Rotators from Sweden. Various heavy-duty rotator models are offered by the company, which also holds a comprehensive stock of Indexator spare parts to ensure adequate support of the product in the field.

Research and development (R&D) play a major role in day-to-day operations at Matriarch Equipment. “Without R&D we’re at risk of falling behind the curve, so a great deal of emphasis is placed on this area of the business,” says Justin. The Bell brothers view innovation as the key to the survival of the business in the long term. |FOCUS

May 2015 |FOCUS| 49

service DELIVERY

Going the extra mile …

no, really!

As any operator could testify, the transport industry is filled with many hardships and narrow profit margins … who you partner with could make all the difference

“T

he customer is king”, and “we go the extra mile” – phrases that consumers hear everyday … but how many really deliver on these promises?

“Everyone says that they’re willing to go the extra mile, but seldom do,” says Flip de Bruin, owner of River North Carriers – an operator that specialises in bulk transport of various agricultural produce, such as potatoes, grain and animal feed, countrywide. “Mercedes-Benz, on the other hand, is different – it actually delivers on this promise.”

He adds that he is absolutely delighted with the service he received from the MercedesBenz dealer in Bloemfontein; John William’s Commercial Vehicles. “It’s really the first time that I met a dealer that honours an agreement and all special requests completely – from the time of purchase to delivery.”

De Bruin’s fleet consists of products from three different original equipment manufacturers (OEMs), which he approached.

“I wanted to expand and went to all three manufacturers that are represented in my

fleet,” he points out. “The transaction consisted of trade-ins and a few new purchases.”

River North Carriers is delighted with how John William’s De Bruin says that Commercial Vehicles honours its agreements. he bought some vehicles from a different brand as well; one which he me, given the background.” has been supporting for many years. “My loyalty It delivered stellar service, however, which was met with poor service however,” he tells led to De Bruin adding nine Actros 2644s and FOCUS. “It was as if they got used to me and 13 Axor 3340s to his fleet. Here there were didn’t want to bother.” also some hurdles to overcome … ”The previous The transaction comprised specific batch that I bought, although they worked very conditions on when the vehicles should be well, had a few problems – mainly on the fuel delivered and how they should be painted, consumption side. amongst other things. “There were a lot of “That was the only factor that made me criteria that they had to meet,” De Bruin consider going with the other brand,” De emphasises, adding that John William’s met Bruin points out. “I went with Mercedes-Benz, these ‘to the T’. “That really impressed me. The however, and was pleasantly surprised. The other dealer delivered the units two weeks after problems were resolved in the new vehicles the deadline, however.” and the fuel consumption is much better than He adds that John William’s, actually, that of the old units.” He explains that these started on the back foot … “I had a bad deliver almost a 14 percent improvement on experience with a Mercedes-Benz dealer a few fuel usage. “It has made a big difference and years back, so I was rather sceptical at first – I’m very glad that things worked out the way John William’s had to work harder to persuade they did.” |FOCUS

John William’s Commercial Vehicles

50 |FOCUS| May 2015

270 Church Street, Hamilton, Bloemfontein, 9300 | Tel: +27 51 409 3700

FSP License Number: 11338 | Level 3 BBBEE Contributor

service DELIVERY

Aftersales service

is king!

Each original equipment manufacturer’s vehicles deliver some pros and cons … but, according to Sallie Buonadonna, from the Buonadonna Group, after-sales service is king – it is even more important than the unit itself

“I

personally

believe

that

The

company

bought

11

new

“If I had to summarise my relationship

William’s

with this dealership in one phrase, it would

after-sales service is more

Freightliners

important than the actual

Commercial Vehicles when it expanded

vehicle,”

Buonadonna

its fleet. “I prefer vehicle uniformity,”

emphasises. “The vehicle is important, but

Buonadonna explains. “This enables the

it’s useless if it isn’t running … you have to

technicians to familiarise themselves with

keep it on the road, which is where after-sales

a specific vehicle, making servicing and

service comes into play.”

repairs much easier.”

from

John

He continues: “We have a fleet of

He add that you really have to form a

Freightliners, which is the perfect truck for our

partnership with the company from which

application. It delivers good fuel consumption

you buy your trucks. “The dealer can make

and has great after-sales service – the most

or break your business – your relationship

important factor of all.”

and after-sales service should really be

The Buonadonna Group specialises in

definitely be ‘peace of mind’.” |FOCUS

great.”

the tanker industry, transporting bulk flour

Buonadonna adds that the team at

to various bakeries. “It’s a very specialised

John William’s have always treated him in

transport service, but we also have flat-decks,

a professional manner and are there if he

tautliners and tipper trucks that we use for

needs them. “I also believe that they sell great

normal applications,” Buonadonna points out.

products.

John William’s Commercial Vehicles

May 2015 |FOCUS| 51

270 Church Street, Hamilton, Bloemfontein, 9300 | Tel: +27 51 409 3700

FSP License Number: 11338 | Level 3 BBBEE Contributor

ALTERNATIVE FUELS

The

green mile

Human-induced greenhouse gases are pushing our planet to its breaking point … The transport industry has stepped up to the plate, however, and is doing its part to mitigate this, with South Africa now getting onto the Euro-6 gas-powered (power)train

R

oad transport is doing its

It’s no wonder that improved engines

part to curb this trend by

running on alternatives re-entered the

implementing

on alternative fuels and partnered with us,” says King.

spotlight … “Scania’s biofuel technology is

The vehicles, sporting Scania’s nine-

run

available here and now,” King points out. “It is,

litre, 208 kW (280 hp) Euro-6 gas engine,

on alternative fuels. This is not a new

however, fairly new in South Africa and on the

will be used in Virginia, in the Free State,

development as Anthony King, key account

African continent.”

to transport workers to and from a mine.

technologies

“cleaner” that

Scania is changing this, however. “We

“These vehicles are very significant to the

offer engines that run on 100 percent

South African transport industry, as they will

“In terms of development, Scania’s

bioethanol, biodiesel and biogas to reduce

create awareness and show government and

historical data of sustainable energy goes all

greenhouse gases and running costs,” King

other industry players that this can be done,”

the way back to 1916, when we developed

tells FOCUS. “Basically, we take our diesel

King emphasises.

our first ethanol engine. In 1929, Scania

engine and, through our modular system,

developed its first gas engines …”

ensure that it complies.”

manager: alternative fuels at Scania South Africa, explains.

These vehicles also need to have the right standard of fuel … “One needs to make

There are also ample examples of engines

He continues: “We offer two engines

sure that you develop the standard,” King

that ran on steam and paraffin throughout

in the gas department; one that runs

points out. “At the end of the day, that’s

the ages. Unfortunately, fossil fuels won

on compressed natural gas (CNG) or

what everyone is looking for – to ensure

the mobility war and development of these

biogas, which is normally used for inner-

that vehicles are operating and can be

“alternative” engines took a back seat –

city operations; and another that runs on

fuelled with the appropriate fuel. They will

until people realised that, although machines

liquefied natural gas, which is used for longer

also look at how the service intervals are

running on fossil fuels ain’t broke, they do

distances.”

managed.”

need fixing …

The gas derivatives are also available in

King

continues:

“Regarding

“Looking at the future, climate change is

Euro-6 specifications. These will be gracing

infrastructure

one of the main criteria pushing the need

the South African transport scene from this

Exploration will be supplying us with the gas

for alternative fuel technology,” says King.

May onwards … “This month we will receive

and it is also looking at putting in a filling

“We’re all occupying one planet and climate

the first ten Euro-6 CNG buses for Unitrans,

facility in Bloemfontein.” The company will

change has an effect on all of us.”

which has seen the need for vehicles that run

expand these facilities to other cities in

52 |FOCUS| May 2015

development,

Molopo

»

ALTERNATIVE FUELS

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GEA Refrigeration Technologies May 2015 |FOCUS| 53

ALTERNATIVE FUELS

the country as soon as vehicle numbers

how support for these types of fuels will be

at future technology, from a European

justify it.

implemented,” says King. “It is about looking

perspective, we have driverless vehicles

“There is a definite mind shift taking

at these sustainable solutions and making

and we’re looking at platooning – where

place in the South African transport industry,

sure that – for South Africa – there is an

you can reduce drag as vehicles operate

especially on the bus tender side. People are

alternative in place.”

very close to each other. We are also

now asking for alternative fuels,” King points out. “Scania is also receiving requests for

He

continues:

“When

one

looks

busy with inductive wireless technology

at alternative technology, it is not about

in ‘electrified roads’, where the vehicles

Gas buses, such as this one, will now be gracing the South African transport scene thanks to Unitrans and Scania.

vehicles running on alternative fuel from the

saying that you must have all the vehicles

can be charged by driving over a wireless

waste management segment.”

on sustainable or green technology – that

pad.”

This

technology

is

available

here

would be utopia for sure – but it will definitely

King adds that these developments

and now. More industry players need to

make a difference if there is a percentage of

are taking place in Sweden, and will then

step up and embrace it. “We need to

vehicles, or a small requirement in tenders,

be expanded into other areas. “We’re not

partner with like-minded people looking for

which can grow over time.”

sitting still; we are definitely looking at all

sustainable solutions and, obviously, enter

Scania is also continually progressing

into discussions with government about

with its green developments. “Looking

54 |FOCUS| May 2015

the options that we can utilise for a greener tomorrow.” |FOCUS

Delo/5486/FOCUST&L

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Freestate Petroleum Transportation has been hauling petroleum products for over 20 years in the South African market and has grown to over 40 trucks in their fleet. They operate under severe conditions in the South African market with Freightliner trucks and Cummins ISX 500 engines burning 500ppm low sulphur diesel fuel under heavy loads of 56,000kg. They recently achieved 1,000,000+ km of total mileage in one of their trucks and wanted to see how the Delo® family of products protected the engine since its first use over 8 years ago.

Chevron and Freestate Petroleum personnel agreed to conduct an engine teardown and inspection of the Cummins ISX 500 engine in Bloemfontein, South Africa at the local OE Dealer. The engine burns diesel with sulphur content up to 500 parts per million and uses Caltex Delo® 400 Multigrade SAE 15W-40 and Delo® XLC Extended Life Coolant.

“We’re very excited about the performance of this truck. It was the first truck in our fleet that we acquired about 8 years back and it’s done about a million km and on the performance of this truck we acquired additional trucks. All our trucks run on Delo® 400 and their family of products,” says Jean Snyman, owner of Freestate Petroleum Distributors.

Connecting Rod Bearings

Very good shape showing minimal overlay removal and no copper underlay showing.

The final inspection overall showed a clean engine with minimal deposits and wear on the key engine components. The pistons showed minimal deposit buildup on the crown and top ring land zone. The camshaft lobes showed excellent wear protection and no visible wear scars on rollers or rocker arms. Bearings also were in very good shape with only small amounts of overlay removal – excellent for an engine with this many kilometres at high load.

“It’s hard to believe that this has been a vehicle that has gone over a million km with loads up to 56,000kg. There is minimal removal of overlay and just a couple of scratches where debris has gotten into the oil. This is reflective of the performance of Delo® 400,” says John Green – Chevron Technical Specialist.

Delo® XLC Extended Life Coolant also helps protect the engine cooling system on this truck.

Inspection of the cooling system revealed that Delo® XLC prevented cavitation pitting on the liners and water pump impeller. The engine cooling system showed no signs of deposit buildup or corrosion on key metal parts.

“We’ve seen the condition of the million km engine only running on Delo® 400 and Delo® XLC Extended Life Coolant. The way they protected the engine, it would be hard not to recommend these products to any other customer,” says Johan Liebenberg, Sales Manager OE Dealer.

To learn how Delo’s family of products can help you go further, visit CaltexDelo.com.

May 2015 |FOCUS| 55

Not

Trailers

trailing behind

Above: Serco and Imperial Logistics Refrigerated Services are continuing their 15-year relationship.

There is much happening in the trailer industry at the moment, specifically regarding the ability to load them. FOCUS explores

KEEP I

COOL FOR

3

Durban: 031 508 1000 I Johannesburg: 011 397 8993 I Cape Town: 021 959 7660 Email: info@serco.co.za I Website: www.serco.co.za

Supported by national manufacturing and56 |FOCUS| May 2015 after-sales repair service 36-month warranty.

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3

KEEP IN

0Y

U YO

S E AR

S E AR

30

G

0Y

N

Systems portfolio comprises more than 300 standard design types. All CLM products have a one-year warranty.

Moving on to the lifting arena, Skyjacks Tailifts and Ratcliff Tailifts recently announced they have entered into a joint venture, which will effectively combine 60 years of tailift knowledge, research and development, and manufacture.

Warwick van Breda, MD at Skyjacks Tailifts, says the companies’ directors believe this joint venture will ensure the survival and growth of the South African-manufactured tailift.

“Our combined existing customer bases, as well as potential new customers, will benefit significantly from the pooled customer support that will provide both on- and off-site support for all brands of tailift.”

A single manufacturing facility at SkyPark,

U YO

“Essentially, any market sector involved in the loading and unloading of machines or transport of goods will have a demand for these loading ramps. This includes, but is definitely not limited to, industries such as construction equipment and mining as well as logistics and machine rental companies,” he notes.

In addition to minimal impact on payload, the light weight of the ramps means they can be manually lifted onto and off the carrier and easily placed into position, eliminating the need for special lifting equipment.

The design of the ramps features an exclusive double T-section – a unique feature that creates a very small surface, which guarantees the highest bending strength from the least weight.

The comprehensive Aluminium Loading

G

T

he first quarter of the year has seen new entrants to the trailer market, the formation of joint ventures and more happy customers taking to the streets with their shiny new vehicles.

Entering the market is Modena-based Italian aluminium ramp manufacturer CLM. The company has appointed Johannesburg-based Aluminium Loading Systems as its importer and distributor for the sub-Saharan African region.

Aluminium Loading Systems director, Deryck Jordan, says that the ramps are made of exceptionally high-strength and lightweight aluminium. “This is a very important consideration in the transport industry, because of its influence on a carrier’s payload.

See the Light ??????? ???????

Increased Payloads for Truck Builds

Light and strong, CLM aluminium ramps are now available locally.

in Anderbolt Extension, Boksburg, has been purpose-built for the companies’ manufacture, servicing and fitment of tailifts.

Imperial Logistics Refrigerated Services (ILRS) recently took delivery of 35 Serco refrigerated semi-trailers, the bulk of which will be used to service a large deal recently won with a frozen vegetable producer, while three will operate in Namibia to distribute goods to new food stores recently opened in the country

by Woolworths.

With a 15-year relationship between the two companies, this order was only confirmed during the middle of November 2014, thus requiring intensive planning and commitment from Serco to deliver as required.

“That we were awarded the entire order and Imperial didn’t split it between two or three suppliers was a huge coup for us,” says

Serco MD, Clinton Holcroft. “Our relationship goes back a long way and we are proud to be Imperial’s preferred supplier for new refrigerated trailer requirements.”

All of the trailers are fitted with aluminium rims, Electronic Braking Systems, stainlesssteel lockable door gears, and air-ride suspension. Four of the trailers are fitted with Thermo King multi-temperature units that enable goods to be transported in different compartments at different temperatures. The balance of the trailers are standard singletemperature cooling units.

In a bid to reduce its carbon footprint, Imperial has had two of the trailers fitted with Serco’s aerodynamic side skirts. It will monitor the fuel consumption on these vehicles and compare it with that of the others in the fleet. |FOCUS

What’s happening in Europe?

With 77 percent of all goods in Europe moved by road (and most of it transported on a trailer), automotive and transport consulting group Clear International has issued a new report forecasting the demand for heavy-goods trailers in Western Europe for the next few years.

In 2014, the Western European trailer market saw an increase of 14,8 percent over the previous year.

The United Kingdom (UK) and Germany both saw their markets increase by 5 000 units. Demand in Spain, France and the Netherlands was up by more than 2 000 units.

Clear cites the UK as being interesting – its trailer market increased by 27 percent to an all-time record level, but its market for heavy trucks fell by 29 percent. “This can be explained by

the gross indulgence in Euro-5 trucks at the end of 2013 leading to a loss of truck appetite in 2014. In 2015 we can expect the UK trailer market to fall as the demand for trucks revives,” the agency notes.

Clear’s theory is that the gloom and doom of recent months has been overdone and that confidence in the European economy will return in 2015, leading to substantial growth in the trailer market in 2016.

Gary Beecroft, managing director of Clear, says: “Trailer production, having fallen by 8,7 percent from the 2011 level, increased by 12,9 percent in 2014. However, 10 000 trailers have been wiped from the forecast, mainly as a consequence of the conflict in Ukraine.”

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www.hulamin.co.za or email hulamin@hulamin.co.za May 2015 |FOCUS| 57

Rolled Products | Extrusions

MARKET review

Negative mood,

positive market?

The year has kicked off on a relatively high note, says FRANK BEETON, in his report on commercial vehicle sales in the first quarter of 2015

I

t was noted, with considerable regret, that Mercedes-Benz South Africa has continued the practice of reporting only aggregated monthly sales data, for its Mercedes-Benz, Freightliner and Mitsubishi Fuso commercial vehicle brands, to the national Department of Trade and Industry through the first quarter of 2015.

Consequently, the National Association of Automobile Manufacturers (Naamsa) has estimated the breakdown of these aggregated sales to individual model and variant levels.

The following analysis has processed the resulting data recognising that it is the most accurate reflection of the true market composition available at this point in time.

Readers should please bear this situation in mind when comparing this qualified analysis and its conclusions with previous articles in FOCUS on Transport and Logistics’ series of market reviews.

The published results indicated that the market had absorbed a total volume of 7 213 units during the first quarter of 2015, which were 12,3 percent fewer than the sales recorded in the final quarter of 2014, but only 0,7 percent less than the equivalent outcome in the initial quarter of 2014.

58 |FOCUS| May 2015

During January and February, 2015, the market had been characterised by relatively poor deliveries, but this was largely the result of UD Trucks’ progressive delivery run-out of its U41 Series over this period.

Initially, it appeared that the remaining suppliers had not been able to fill the vacuum, but, by March, matters had stabilised somewhat, and the total market sales volume of 3 055 units for that month was the best single month outcome recorded since July 2008, when sales of 3 227 units were reported.

In fact, the performance of the aggregated segments above 8 500 kg gross vehicle mass (GVM) for the January to March period revealed year-on-year growth of 3,7 percent, when compared to the same group of segments’ equivalent first quarter performance in 2014.

The market outcome for the first quarter of 2015 has been, to some extent, surprisingly strong, given the generally subdued mood in the local manufacturing community, as reflected in the most recent report and outlook published by the Kagiso Purchasing Manager’s Index.

However, anecdotal evidence suggests that local businesses are currently holding significant cash reserves, and the truck market may well be benefiting from a tendency for operators

QUARTERLY REVIEW This commentary reflects the state of the South African truck market for all commercial vehicles with gross vehicle mass (GVM) ratings above 3 500 kg, as reported to the National Association of Automobile Manufacturers of South Africa (Naamsa). In line with the current reporting regime of that organisation, the market has been divided into the following segments: MCV – medium commercial vehicles, 3 501 to 8 500 kg GVM HCV – heavy commercial vehicles, 8 501 to 16 500 kg GVM EHCV – extra-heavy commercial vehicles, 16 501 kg GVM and above.

Buses – passenger vehicles, 8 501 kg GVM and above.

The review period for this commentary is the first quarter of 2015, i.e. January to March, 2015 inclusive.

These reviews are presented on a quarterly timescale, in order to reduce the impact of short-term market distortions, which are often created by specific bulkbuy deliveries, the launch of new products, and/or the run-out of obsolete product ranges.

MARKET review

Manufacturer Quarterly Performance 2015 Manufacturer Mercedes-Benz SA Change Volvo Group SA Change Toyota/Hino Change Isuzu/GMSA Change Scania Change MAN Group Change Iveco Change Tata Change Volkswagen Comm Change FAW Change Ever Star Change AMH/AAD Change JMC Change Ford Change Babcock/DAF Change Fiat Change Peugeot Change VDL Change Citroën Change Totals

574

160

EHCV Units 1 026

51

282

694

17

1 044

601

291

114

0

1 006

372

304

120

5

801

0

0

520

51

571

0

23

278

129

430

262

11

95

3

371

MCV Units

HCV Units

Bus Units

Total Units

63

1 823

102

131

78

11

322

291

0

0

0

291

0

95

64

0

159

0

0

122

0

122

73

0

0

0

73

72

0

0

0

72

56

0

0

0

56 34

0

0

34

0

24

0

0

0

24

10

0

0

0

10

0

0

0

4

4

0

0

0

0

0

2 488

1 297

3 145

283

7 213

to utilise this cash for fleet replacement and acquisition activities, rather than investments in bricks and mortar.

Rand exchange rate deterioration against the United States dollar has not been mirrored by similar losses against other truck-sourcing currencies, and interest rates have been holding steady at historically low levels, making vehicle acquisition an attractive proposition.

The EHCV and bus segments have continued to perform well, with the former 1,4 percent ahead of its equivalent first quarter 2014 volume by the end of March, and the latter 3,7 percent ahead in the same comparison.

The EHCV outcome is surprisingly positive, given stated concerns by some suppliers that the recent drop in global commodity prices has impacted on the export volumes moving out of South African mines, which, in turn, has necessitated some diversion of truck tractors normally engaged in mineral transportation to other work.

However, increasing evidence of shortened replacement cycles – to take advantage of the predictable operating overheads provided by maintenance contracts and buyback arrangements – has been evident. This factor should continue to add some impetus to the EHCV segment, in particular, until it becomes standard practice in the industry.

The bus situation has continued to benefit from ongoing deliveries of large-scale orders to local authorities rolling out integrated

Market Share This Quarter Last Quarter 25,27 21,22 4,05 14,47 18,08 -3,61 13,95 12,5 1,45 11,10 15,57 -4,47 7,92 5,64 2,28 5,96 6,98 -1,02 5,14 4,68 0,46 4,46 3,81 0,65 4,03 4,55 -0,52 2,20 1,64 0,56 1,69 1,09 0,60 1,01 1,41 -0,40 1,00 0,83 0,17 0,78 0,64 0,14 0,47 0,68 -0,21 0,33 0,35 -0,02 0,14 0,27 -0,13 0,06 0,05 0,01 0,00 0,00 0,00 n/a 100

transport networks and bus rapid transit (BRT) operations.

SEGMENTATION DYNAMICS The premium-payload EHCV segment has maintained its position as the market leader during the first quarter of 2015, having improved its share of the total market from 40,4 percent in the preceding quarter to 43,5 percent in this review period.

Conversely, the entry-level MCV segment fell away slightly, from the 36,8 percent level of market share recorded in the last three months of 2014, to 34,9 percent in the January to March 2015 period. This was mainly due to the supply constraint situation described in the previous section.

There was some evidence that the cruiserweight HCV segment had benefited slightly from reduced product availability in the adjacent MCV grouping, in that it grew in volume terms by 9,8 percent, over its equivalent first quarter 2014 performance. This was, however, not sufficient to arrest a slight decline in market share from 18,5 percent in the final quarter of 2014, to 18,1percent in this review period.

The passenger bus segment, at 3,9 percent total market penetration in the most recent three-month period, was slightly off the 4,3 percent recorded in the final quarter of 2014, but this grouping has continued to run at levels typical of its performance since early 2012.

Market Position This Quarter Last Quarter 1 1 0 2 2 0 3 4 1 4 3 -1 5 6 1 6 5 -1 7 8 1 8 7 -1 9 8 -1 10 10 0 11 12 1 12 11 -1 13 13 0 14 15 1 15 14 -1 16 16 0 17 17 0 18 18 0 n/a n/a n/a

The first quarter review of application performance levels within the MCV segment has freight carriers at 56,8 percent, integral vans at 37,2 percent, tippers at 4,1 percent and buses at 1,9 percent.

This outcome reflects a further weakening of the freight-carrier share, down from just under 70 percent in the third quarter of 2014, and 63,7 percent in the fourth quarter of that year. It is notable that this is the area of the segment where the withdrawal of the UD product has had the greatest impact.

Inevitably, a reduction in freight-carrier segment share will create a mirror-image increase for integral vans, which increased their penetration from 31,4 percent in the final quarter of 2014, to the level indicated above.

The results for the bus and tipper categories are still subject to the less than perfect market reporting, which does not reflect the aftermarket conversion of integral van units into ambulances and midibuses, or the bodying of freight-carrier chassis/cab units as tippers, or commuter buses. These conversions are, therefore, not evident in this analysis.

MANUFACTURER PERFORMANCE Please refer to the accompanying chart, which illustrates the relative market performance and ranking of each participating manufacturer in the quarter just completed, as compared to the returns for the immediately preceding quarter.

The groupings contained in this section of the report are based on the rule that, if

May 2015 |FOCUS| 59

»

MARKET review

a manufacturer/group sells more than one brand through its distribution channels, then all sales for those brands will be consolidated in the result for the manufacturer/group.

Thus, Mercedes-Benz SA (MBSA) includes Freightliner and Fuso. Toyota/Hino contains both brands. MAN includes Volkswagen (VW) (Constellation) trucks and Volksbus passenger units, but not VW commercial vans (listed separately). Volvo Trucks includes Volvo Buses, UD Trucks, and Renault Trucks, and, starting with this review, Ever Star groups together Powerstar and Powerland products.

Please note that, owing to Naamsa’s estimation of Mercedes-Benz, Freightliner and Fuso sales, as well as the resulting total market and individual segment volumes, we have not commented on supplier market shares, as these are factually unknown. The market shares listed in the chart are, therefore, not necessarily accurate, but included only for continuity. Our comments below will, therefore, concentrate only on absolute sales volumes and overall market positions for each individual supplier.

Mercedes-Benz SA (MBSA) Within the limitations just explained, we have concluded that the Mercedes-Benz family has maintained its long-running market leadership position into the first quarter of 2015, with an estimated volume increase of 4,5 percent over its final quarter 2015 performance.

It is also still not possible to comment accurately on the individual market performances of the constituent MercedesBenz, Freightliner and Fuso brands. MBSA is introducing a new Actros 2646LS/33 variant to the EHCV segment. It has also recently launched new midibus/commuter bus

chassis sourced from Fuso and Daimler India Commercial Vehicles.

The arrival of the latter, designated OF 917RF, raises the possibility that some BharatBenz products may be under consideration for the local market, given continuing frustrations over future clean fuel availability.

A total of 64 new city buses were scheduled for delivery to George by February, and MBSA is planning to bring CNG and dual-fuel buses to the South African market.

Volvo Group Southern Africa As noted previously, the UD Trucks component of the Volvo Group has been running out its U41 MCV range during the review period, while stablemate Renault was simultaneously switching from broad EHCV segment coverage to a more application-specific line-up.

The timing of these strategic actions has resulted in a 30 percent reduction in the Group’s sales volume in the first quarter of 2015, when compared to its result in the immediately preceding quarter. This has left the Group with a rather tenuous hold on the runners-up position in the market, which it has consistently held since consolidated reporting of Volvo, Renault and UD sales began in 2013.

The initial quarter of 2015 has, therefore, witnessed the first tangible outcomes of Volvo Group constituent brand repositioning, with Renault now specialising in the construction, and long-haul sectors with its K and C-ranges, while UD Trucks has exited the MCV segment without the immediate availability of a successor product.

During this period, UD Trucks launched its Thai-sourced Quester “emerging markets” EHCV range at an impressive event in the Waterberg, marking this brand’s initial entry to

the 8x4 and 6x2 categories within the EHCV segment.

The Volvo Group also opened its impressive regional parts distribution centre located in Ekhuruleni, during March, as part of its policy of combining back-office functions for all members of its family. Its Durban plant was also upgraded to assemble the latest-generation Renault trucks.

There has been much talk of a local market entry by the Group’s Indian operation, Volvo Eicher, later this year, although no specific details have yet been revealed.

Hino/Toyota Toyota SA’s truck specialist division suffered a 2,1 percent decline in reported volumes in the comparison between this review period and the preceding quarter, but nevertheless achieved promotion in the overall market rankings from fourth to third position.

Notably, the combination of Toyota Dyna and Hino 300 Series products managed to achieve overall leadership of the MCV segment during the quarter just completed, and the planned introduction of additional automatic transmission and crew-cab variants to this range should strengthen its position even further.

Hino’s push for greater penetration of the EHCV segment with its 700 Series has been underpinned by the deployment of EHCV specialist salesmen in dealerships, together with the promotion of maintenance plans, a used-truck programme and a buyback facility.

Isuzu Truck SA (ITSA) ITSA was relegated from third to fourth position in the first quarter 2015 market rankings, on the back of a 37,4 percent reduction in absolute sales volume when compared to its

Tata officially introduced its Prima during the first quarter.

60 |FOCUS| May 2015

MARKET review

performance in the final quarter of 2014. This was caused almost entirely by a more than 50 percent reduction in MCV category N-Series deliveries, which had been bolstered, in late 2014, by large-scale deliveries to a major bakery group.

In sharp contrast, Isuzu’s HCV and EHCV volumes held steady in the review period, to the extent that the Japanese brand was the overall leader of the former category over the January to March period.

Scania Scania’s success story in the South African truck market continued unabated into the initial quarter of 2015, when the Swedish brand was promoted from sixth to fifth position in the market standings, having achieved a 23 percent increase in reported volume sales over its fourth quarter 2014 outcome.

Scania is currently placing considerable emphasis on driver education in its promotional activities, and is deploying industry-specific specialists within its sales force. The manufacturer is also launching an optimised construction range made up of 6x4 and 8x4 tippers/mixers during 2015.

MAN Group The MAN Group’s first quarter 2015 sales volume finished a very substantial 25 percent off its final quarter 2015 level, due primarily to a 34 percent reduction in EHCV deliveries, with HCV and bus volumes remaining steady. This resulted in demotion from fifth to sixth position in the market standings.

Most of the volume reduction was suffered by the parent MAN brand, but it was notable that subsidiary marque, Volkswagen, was able

to achieve a 22,6 percent volume improvement in comparison with its previous quarter result, mainly due to the more than doubling of its bus deliveries. However, the performance of its Constellation truck range was very disappointing, with only seven EHCV units sold, and no units reported in the HCV segment.

The Group recently opened a new truck and bus dealer outlet, for both MAN and Volkswagen products, to the east of Tshwane, and Imperial Cargo announced the purchase of 60 TGS 26.440 truck tractors on a 36-month/ 600 000 km rental agreement.

MAN is launching a new 500+ hp (373 kW) TGX tractor variant during 2015, together with its RR9 rear-engined high-floor bus chassis.

Iveco Iveco’s volume performance fell away slightly during the first quarter, when compared to its result in the preceding review period, with 3,6 percent fewer reported deliveries, although it was able to achieve an improvement from eighth to seventh position in the overall market rankings.

Iveco’s recent promotional activities have been centred mainly on the manufacturer’s participation in the 2015 Dakar rally, and the ramping up of production at its recently opened Rosslyn joint-venture facility.

Tata Tata’s first quarter 2015 performance included sales volume growth of 2,9 percent over its October to December 2014 outcome, but also the giving up of one market ranking position from seventh to eighth place. Tata has been progressively fleshing out its local product range to obtain more comprehensive market coverage. It is evident that its Prima “World Truck” series has played an increasingly important role in the marque’s EHCV sales reporting since the first examples were retailed in May, 2014.

FAW Chinese manufacturer FAW recorded an impressive 17,8 percent gain in sales volume in the comparison between the first quarter of 2015, and the final quarter of 2014, thus consolidating the tenth position in the market rankings that the brand held throughout 2014.

FAW, which is currently celebrating the 21st anniversary of its presence in the South African market, recently brought the truck bodybuilding shop at its Coega, Eastern Cape, plant into operation.

Ever Star With the first retail reporting of Powerland branded products during the month of February, 2015, it has become appropriate to create a profile for the Ever Star group in this review, as it now distributes both the Powerstar (Bei Ben) and Powerland (Shaanxi) brands in this market.

Overall, the new group improved on the stand-alone Powerstar fourth quarter 2014 volume performance by a margin of 35,6 percent, and has moved from 12th to 11th position in the market standings.

With the introduction of the Powerland range, and increasing emphasis being placed on Powerstar’s premium V3 2646 in the local market, it is evident that this Group is now broadening its focus outside of its traditional participation (mainly in the construction and mining sectors) to include the targeting of medium and long-distance haulage applications.

AMH/AAD The Imperial Group’s commercial vehicle operation recorded 37 percent fewer deliveries during the review quarter, than had been the case during the final three months of 2014.

This resulted in a fall from 11th to12th position in the market rankings.

During the first quarter, the group initiated local assembly of the Hyundai H100 pickup at its Apex assembly facility, and announced that it was planning to bring the H350 range of MCV segment panel vans, chassis-cabs and midibuses to the local market.

JMC JMC retained its 13th position in the market rankings during the review quarter, having improved its volume performance by a margin of 5,9 percent over its fourth quarter, 2014, outcome. This Chinese brand continues to be represented only in the MCV segment of the local market.

Babcock/DAF With reported sales of 34 units in the January to March 2015 period, Babcock/DAF fell 39 percent short of its previous quarter performance, and was relegated from 14th to 15th position in the overall market rankings. It has been reported that Babcock plans to hold built-up stock of mixer and tipper models to encourage construction sector sales, and has recently added a 4x2 truck-tractor derivative to its local product line-up.

May 2015 |FOCUS| 61

»

MARKET review

VDL Bus chassis specialist supplier VDL recently announced product enhancements to its frontengined bus chassis range, while recording first quarter 2015 sales of four units; this being equal to its performance during the preceding quarter.

European van manufacturers Of the five vehicle manufacturers that have regularly participated in the MCV segment of this market with European-sourced integral vans and their spun-off derivatives, only Citroën has not recorded any sales during the past two quarters, and the French concern appears to have terminated its local participation in the category.

Of the remaining four participants, only Ford, with its Transit/Tourneo family of vans and people movers, recorded an improved performance in the first quarter of 2015 over the preceding review period, with a 5,7 percent increase in absolute volume, and promotion from 15th to 14th position in the rankings.

All of Volkswagen Commercials, Peugeot,

and Fiat suffered quarter-on-quarter volume losses, to the tune of 22,2 percent, 55 percent and 17,2 percent respectively. In the process, Volkswagen gave up one market ranking position to end the first quarter in ninth position, while Peugeot and Fiat held on to their final quarter 2014 rankings of 17th and 16th, respectively.

Non-reporting manufacturers Readers should note that local sales volumes of several commercial vehicle brands, including Dong Feng, Yutong, Foton and Ashok Leyland, are not yet reported to Naamsa, and are, therefore, excluded from the comments and data contained in this report.

GENERAL MARKET COMMENTS Published comments by supply industry management have generally included predictions for a flat year in the 2015 truck market, with some outlooks of negative outcomes for individual segments.

The general business mood in the country, at present, is not particularly positive. There

is much focus on the inability of Eskom to provide continuous and reliable power supply, while the unstable situation in the trade union environment, typified by in-fighting and position taking, suggests that the threat of prolonged and disruptive strike action in the private and public sectors is very real.

However, as noted previously, those portions of the market that have not been fettered by availability issues are showing yearon-year growth of just less than four percent at the end of the first quarter. It can be rationally expected that the remaining participants in the MCV segment will take urgent steps to fill any gaps left by withdrawals. It can also be expected that the Volvo Group will take action to restore its broad market coverage, and this will lead to increased levels of competition for MCV sales.

If the current level of cumulative growth in the segments over 8 500 kg GVM is maintained, and the MCV category regains its momentum, a final full-year 2015 market outcome totalling some 32 500 units will become a realistic expectation. |FOCUS

More performance Less fuel consumption The NEW TITAN CARGO range Technology for commercial vehicles – noticeably reduces fuel consumption throughout the entire maintenance interval, improves performance at both low and high temperatures.provides outstanding protection for commerical engines . www.fuchsoil.co.za

Contact South Africa’s Largest Independant lubricant’s manufacturer for all your lubrication requirements.

62 |FOCUS| May 2015

Head office : 011 565 9600 Email : contact-za@fuchsoil.co.za

JOIN THE DRIVE TO COST SAVINGS WITH AMT

Automated Manual Transmission means that the transmission is manual but the shifting mechanism that changes the gears is electronically controlled. There is no driver operated clutch, which limits the risk of abuse on that component.The truck is always in the right gear, at the right time. No more expensive clutch replacements.

With AMT Isuzu Trucks brings to market a range of N- and F-Series models that retain performance, durability and fuel economy usually associated with a manual transmission.

Customer Care and 24 Hour Roadside Assist call 08600 ISUZU (47898).

For more information or to locate your nearest Dealer, visit www.isuzutrucks.co.za

May 2015 |FOCUS| 63

NAMPO preview

Farming extraordinaire

The annual Nampo Harvest Day is one of the biggest agricultural shows in the world. It’s one that should never be missed – and this year will be no different

I

f you haven’t done it already, set aside May 12 to 15, for South Africa’s premiere agricultural trade show – the Nampo Harvest Day. Like every Nampo show before it – since its inception in 1967 – the 2015 instalment promises to be bigger and better than ever.

Nampo Park, located just outside the Free State town of Bothaville, is again expected to host in the region of 70 000 visitors (last year’s show attracted 69 644) and upwards of 650 exhibitors on its 187 690 m2 of exhibition space.

For exhibitors – of which the transport and commercial vehicle industry makes up a considerable percentage – the benefits are clear … Statistics provided by Nampo organiser Grain SA show that 88 percent of visitors say they attend to view new products, 61 percent to actually buy products, 52 percent to make buying decisions and 52 percent to build networks.

And don’t think it’s just a few farm animals and tractors on display either … exhibitors include our industry’s own commercial vehicle original equipment manufacturers, the aforementioned agricultural machinery, banking and financial institutions and information technology providers.

One such company is Babcock, the

64 |FOCUS| May 2015

exclusive distributor of Volvo and SDLG construction equipment in southern Africa. It will be exhibiting a range of machinery at its 900 m2 stand including the Volvo EC300DL tracked excavator, Volvo backhoe and wheel loaders, as well as SLDG wheel loaders and graders.

“We were very excited about the response we received from visitors to Nampo last year, and, based on this success, we’ve invested even more into the displays on our 2015 stand,” says David Vaughan, sales director, equipment. “In this area, our main customer sectors are agriculture and diamond mining, and we’re focusing on providing them with a wider range of choices.”

Exhibitors from Argentina, America, Israel, France, Italy, Brazil, Denmark and China (60 exhibitors at this stage) will also show off their wares.

The show will also provide a full array of entertaining activities, including: interactive tractor and implement demonstrations, a plough competition, judging of farmer’s patents and 4x4 vehicle demonstrations.

According to Wim Venter, Nampo Harvest Day administration officer, the success of the event can be attributed to the networking opportunities it provides and the platform it creates for new and improved technology in

the agricultural market.

“And, we mustn’t forget the fact that agriculture is, after almost 50 years, still the main focus of the show,” he boasts.

That doesn’t mean it’s the same thing year after year, either ... “For the first time, we will have seed plots on the terrain where seed exhibitors have an extension of their product,” Venter explains.

Getting around the venue will also be made easier this year as a transport system will be available for the public. “We are looking at three routes on the terrain with two trailers on each route,” Venter explains.

As usual, gates open at 07:00 and close at 17:00, while tickets will cost R90 on the Tuesday and Friday and R100 on the Wednesday and Thursday. For the first time, exhibitors and the public can also buy tickets online through TicketPro. |FOCUS

MARKET NAMPO preview review

Tyres

Services

Accessories

Batteries

Shock-absorbers

Brakes

Wheels

How fuel efficient are your tyres?

Michelin Tyre Company SA conducted a fuel consumption test from June 30, 2014 to July 2, 2014 to prove that one’s fuel bill can be reduced by using Michelin “Green” tyres.

To ensure that the fuel consumption test was conducted accurately, three identical trucks were used: The Mercedes Benz Actros 2644/S33 truck tractors; each pulling identical two-axle interlink curtainside trailers carrying identical payloads.

For the pre-test, all vehicles were fitted with Michelin XZ All Road tyres as the baseline. These were used to eliminate any variances the trucks might have had.

The tyres on all three vehicles were the same size and dimensions (315/80 R22.5) and had the same pressure per position. Each set of tyres was rotated between the trucks at the turnaround depot.

The three sets of tyres used to conduct the test were: XZ All Road and XDE2+ (Black), X Line Energy Z& D (Green) and, XZ All Road (New) and XDE2+ (Re-grooved).

Each truck travelled an identical route three times, using each set of tyres once. Each truck was equipped with a GPS and a fuel flow meter to measure fuel consumption. These instruments were used to provide accurate information on the total fuel used, as well as the speed and distance covered for the duration of the test.

•G reen tyres showed a 7,93 percent fuel saving over the Black tyres • Green tyres showed a 5,12 percent fuel saving over the Re-grooved tyres • Re-grooved tyres showed a 3,03 percent fuel saving over the Black truck tyres According to Jim Campbell, technical management consultant at Road Transport and Logistics, “The tests were conducted in such a manner that the results generated can be considered correct within acceptable levels of accuracy, and the final fuel-consumption figures can be considered as true reflection of the performance of the tyres for the duration of the tests.”

The tyres on your truck can have an enormous effect on the amount of fuel the truck consumes, and by choosing Green tyres you can reduce your fuel bill. To calculate the rand value of the saving, we look at a transport company with a fleet of 100 trucks: • • • • • •

Of a truck’s total fuel usage, 50 percent is used to power the truck and 20 percent is used to overcome the mechanical and aerodynamic forces, while 30 percent is used to overcome rolling resistance of the tyres.

Rolling resistance can’t be eliminated, but, depending on the tyres used, it can be reduced. The results of the fuel tests proved that the “Green” Michelin X-Line energy range is the most fuelefficient of the Michelin tyre ranges.

istance covered by fleet: 14 400 000 km per year D Fuel consumption: 1,6 litres per km Fuel price: R11,29 per litre* Fuel bill: R260 121 600 (distance x consumption x fuel price) Fuel saving using Green tyres: 7,93 percent Rand value of total fuel saved: R20 627 643**

Michelin is committed to ongoing research and development to produce the best quality tyres that will give you the best performance and will be more cost effective in the long run. *Based on the price of diesel on April 1, 2015. **Calculated on the above simulated transport company. Figures will vary.

Please contact Michelin Tyre Company South Africa for more information. Customer Service: 0860 100 480.

May 2015 |FOCUS| 65

ITOY Exclusive

“Monster” trucks in the Arctic

In Finland, nine-axle, 76-t GCW, longer truck-trailer combinations are becoming increasingly popular.

This is the story of two such monster trucks: a Volvo Trucks FH 16-750 timber truck and a Sisu Polar gravel dump truck

I

n Finland, the total timber truck market ranges between 150 and 250 new trucks per year. On average, these trucks are changed every five years, and reach a total mileage of 150 000 to 250 000 km per year. In 2013 the Finnish Government approved the new weight limit on the basis of a proposal of the Ministry of Transportation. These are the details of two of the biggest and baddest ...

Volvo Trucks FH 16-750 range The FH 16 combination is made up of a fouraxle truck – with a 16,1-litre D16K 558 kW (750 hp), 3 550 Nm peak torque engine – and a five-axle trailer. According to Finnish regulation, the 76 t GCW is allowed for (at least) a nine-axle combination, provided that at least 65 percent of the mass of the trailer is on axles fitted with twin tyres.

66 |FOCUS| May 2015

The FH 16-750 is fitted with several timber-truck-specific technical features. It’s a full-pneumatic suspension 8x4 rigid, with second liftable axle. The full-pneumatic solution, which is gaining more and more success among Volvo timber trucks, now accounts for 85 percent of Volvo timber trucks sale volumes in Finland (where Volvo has about 50 percent of the total market in this segment).

Five years ago, the percentage of fullpneumatic suspension was no more than five percent. The full-pneumatic solution allows the driver to lift an axle to increase the grip of driven axles. In addition, the driver can dump air from the suspension of one of the driven axles to increase the grip of the other.

Other technical features of the FH 16-750 timber truck include special software for Volvo’s I-shift automated transmission, to cope with the extremely demanding conditions of

timber transport along narrow and sometimes inadequate forest roads. Moreover, the truck is fitted with a hill-holder system, differential lock, sand splitter device (to increase the grip of driven axles) and a timber crane.

Another key feature of the FH 16-750 timber truck is Volvo’s dynamic steering, which automatically dampens the irregularities of road surfaces, such as compacted snow or ice slabs. This decreases the driver’s workload, because he does not have to compensate for such irregularities.

Along public and narrow forest roads Dynamic steering really makes the difference.

Despite the longer dimension (24 m long) and higher centre of gravity (4,4 m maximum height), the nine-axle truck-trailer combination proved to be easy to drive and stable, because the five-axle, twin-tyre trailer followed the truck smoothly, without any problem.

ITOY Exclusive

Left: The truck-mounted crane was used in vain to help manoeuvre the truck tractor out of deep snow.

Heavier combinations in Finland The 76-t nine-axle combinations are not the heaviest in Finland. Five special permits for 33-m, 80-t truck-combinations have been granted, so far, to Speed to run on six different road channels, and one 31-m, 94-t permit to Orpe. Some 10 to 15 more applications by three other companies have been handed to the road safety authority, Trafi, and to the Ministry of Transport.

Orpe is the only transport company with a permit to run with a 31-m (94-t 12-axle timber truck on specified conditions. The trial period runs until December 31, 2019. The application was originally for 102 t according to axle weights of 12 axles.

Only specially trained drivers are accepted and the vehicles can only run on roads and routes approved by the ministry. All brakes have to be electric EBS. Operation is forbidden when weather conditions and/or forecasts by the Meteorological Institute are declared “very bad”. The behaviour of the whole vehicle combination has to be continuously controlled by cameras on the vehicle. A report of the routes driven and the behaviour of the vehicle and of road conditions have to be delivered monthly to Trafi, and the entire vehicle combination has to be passed on to the authorities for testing, for no longer than three days, whenever Trafi or the ministry gives notice.

In Finland, we experienced a standard working day of a timber truck from Kontio – a world market leader, loghouse production HQ in Pudasjärvi, 700 km north of Helsinki – to an Arctic pine forest and back. Climate conditions were pretty good, because of the sun and a relatively mild temperature by Finnish winter standards (-17° C).

According to experienced timber truck drivers, the most demanding conditions occur on icy and slippery surfaces when the temperature is around zero and in deep-frozen conditions, when temperature drops to -35 or even -40° C. In those circumstances, the natural rubber of Scandinavian winter tyres becomes tougher and friction on slippery surfaces becomes more problematic.

During the empty trip, from Kontio HQ to the Arctic pine forest, we got stuck in the soft snow of a narrow forest road. We tried – without any result – to lift an axle to increase the grip of the driven axles of our 8x4 timber truck. Then, we tried to clear the snow from driven axles using a shovel. We also tried to reposition the trailer, using the timber crane fitted on the truck. Since we achieved no result, we asked for help ... a snowplough finally solved our problem.

Loading cut-to-length tree trunks, prepared by a harvester, takes about 30 minutes in standard operating conditions.

Roundwoods trucks are typically owned by family enterprises situated in the countryside, where the entrepreneur actively participates.

According to 2010 statistics, there are about 900 timber trucking entrepreneurs, employing 2 600 truck drivers, with a fleet of 1 700 trucks. The average number of trucks per enterprise is less than two.

Sisu Polar Euro-6 range The second 76-t nine-axle combination tested in Finland was a Sisu Polar Rock gravel trucktrailer, 21,89 m in length. The 10x4 rigid was fitted with a Euro-6, six-in-line, 15,6-litre

Mercedes-Benz OM 473 engine. It is rated at 465 kW (625 hp) and 3 000 Nm peak torque, and features a high-performance engine brake.

Engine power is transmitted to rear axles by a Mercedes-Benz Powershift 3,16-speed automated transmission – as in the vehicle under test – or by an optional Eaton Fuller RTLO22198B 18-speed unsynchronised manual gearbox.

The Sisu Polar 10x4 proved to be easy to manoeuvre, thanks to its three steering axles. The first axle can be steered by 30°, the second by 16°, while the fifth can be counter-steered by 13°. In this configuration, the turning radius of the entire 21,89 m combination is 12,5 m.

On uneven surfaces, such as compacted snow and/or ice slabs, or during tight manoeuvres with a 76 t GCW, the Servotwin steering system with electronic power steering makes the difference in terms of comfort for the driver (because less corrections of the steering wheel are needed) and vehicle handling. The OM 473 engine brake, with a maximum braking power of 475 kW, can substitute foundation brakes in 90 percent of the operating conditions.

Despite the full-mechanical suspension system, driving comfort in on-road applications proved to be quite high. Sisu Polar features two frame heights: 300 mm U-profile with inner reinforcement, and 460 mm C-profile for heavy-duty tasks.

Cab, engine, transmission and core electrical/electronic systems of the Sisu Polar are based on Mercedes-Benz Arocs technology. The Sisu Polar line-up includes Sisu Rock dump trucks, Sisu Works road maintenance trucks, Sisu Timber timber trucks, Sisu Roll demountable trucks and Sisu Carrier machine transport trucks. In addition to these models, Sisu Work plus is now available, which features a combination of road maintenance and demountable applications. |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

May 2015 |FOCUS| 67

WORLD ON

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WHEELS

Symbolic transport

Public transport in the United Kingdom (UK) and in London, in particular, is often heralded as safe, reliable and integrated. GAVIN MYERS explores what makes it tick

T

here is perhaps no other city in the world that is symbolised by its public transport system like London is. And that’s perhaps with good reason … The United Kingdom’s capital city is consistently ranked within the world’s top ten for public transport systems. From having the third-busiest international airport in the world, to the oldest underground commuter railway system and one of the largest bus networks, the city presents commuters with a truly integrated means of getting around.

68 |FOCUS| May 2015

The London metro covers an area of 8 382 km2 (by comparison, the Johannesburg metro covers just 1 644,96 km2, while that of New York City covers a whopping 34 490 km2) so, naturally, one would expect its public transport system to be up to the task. This responsibility falls to Transport for London (TfL), the local government organisation responsible for most aspects of the city’s transport system.

The organisation’s website states that it is responsible for all the surface forms

of transport in the city including cycles, buses, taxis, river transport, rail and the Underground (including the city’s “Tube” system and tramways) as well as Crossrail (a joint venture between TfL and the Department for Transport to build a new railway linking Maidenhead and Heathrow in the west, to Shenfield and Abbey Wood in the east).

London’s public transport system is said to be one of the most extensive in the world.

In addition to private transport – and walking – London commuters have seven

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E individual, integrated forms of transport to use to get around the city. Each of these has different aspects that make it special.

For example, in terms of air travel, the city is served by eight (yes, eight) airports.

Chief among these is London Heathrow, which the Airports Council International, in Geneva, Switzerland, states is the world’s busiest in terms of international passengers annually (as mentioned previously, it is the third-busiest for total passenger traffic). Of course, international aviation doesn’t fall within TfL’s portfolio, but a different type of air travel does …

The Emirates Air Line (sponsored by airline operator Emirates and also known as the

Thames cable car) has been operational since June 2012. It is a one-kilometre cable car that crosses the River Thames from the Greenwich Peninsula in the west to the Royal Docks in the east at a height of 90 m.

With 34 cars in operation at any one time, Emirates Air Line provides a crossing every 15 seconds, with a maximum capacity of 2 500 passengers per hour in each direction – the equivalent of about 50 busloads. The Air Line is also bicycle friendly – a good thing, as cycling is a very popular way for people to get around the city …

Daily cycle journeys in the city were said to have doubled between 2000 and 2012. Cycle lanes and paths are provided around the city and folding bicycles can be carried onto most forms of public transport. You may also hire a bicycle from the Barclays Cycle Hire scheme, which allows regular and casual users to rent a bicycle, pick it up from one of the 720 docking stations and use it to get around …

It’s interesting to note, however, that these newfangled forms of public transport haven’t taken much away from their more traditional counterparts. London’s iconic red buses – all 6 800 of them, operating on 700 different routes – conduct two-billion commuter trips per annum and collect £850 million (R15,3 trillion) revenue each year. Of course, there is that other icon of London road transport – the black cab, of which there are about 21 000 in the city.

Yet another symbol of London is to be found underneath the city – the London Underground, which is also known as the Tube. This system comprises 402 km of track (of which, contrary to the system’s name, 52 percent is above ground) and 270

stations. It incorporates the world’s oldest underground railway, which was opened in 1863. In 2012/13, the system carried 1,23 billion passengers, making it only the twelfth-busiest transit system …

What makes London’s commuter transport system special, however, is the convenience with which users can move from one form of transport to the next. With the exception of the black cabs and the Barclays Cycle Hire scheme, commuters can make use of the city’s Air Line, buses and the Underground, as well as trams, London Overground (a suburban rail network with 83 stations and six lines), national rail services that pass through the city and the London river services – all with a simple electronic smartcard.

Known as the Oyster card, this pre-paid smartcard features an embedded contactless radio-frequency identification (RFID) chip, the same as the one Gautrain or MyCiti users are required to have to access those systems.

Users can load the card with pay-as-yougo credit, a Travelcard and/or bus and tram passes. When the user “touches in” and “touches out” of the system, it automatically decides which fare system to use to ensure that no double-billing occurs.

The Oyster card is designed to reduce the number of transactions at ticket offices and the number of paper tickets, as the acceptance of cash within the London transport system is being phased out (cash is no longer accepted on London buses, for example). Oyster fares are also cheaper than cash fares.

Originally launched in 2003, over 43 million Oyster cards had been issued

by June 2012, and over 80 percent of all journeys on London’s public transport were made using the card.

Could the Oyster card one day become a symbol of London, to be seen ubiquitously in movies and TV series based in the city?

Maybe. What it should definitely be, though, is a symbol of ease of movement on one of the world’s most extensive public transport systems. |FOCUS

May 2015 |FOCUS| 69

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Manufacturer

Taking

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giant steps

A new, in-house bodyshop, shipping of the first batch of export units and preparation for an all-new range of vehicles has made up the story of FAW Vehicle Manufacturers SA (FAW) so far this year. And it all stems from the company’s Coega assembly plant

S

ince opening its assembly

Tanzania dealership. What is significant is

the local and southern African markets in May,

plant at Port Elizabeth’s Coega

that the export destinations can more readily

with a five tonne payload dropside body, which

Industrial Development Zone in

adjust some specifications to accommodate

FAW says will provide for the lowest cost per

July 2014, FAW is proud to

customers’ requirements specific to their

tonne on the market.

state that it is the only original equipment

markets.”

“The FAW Tiger will be a ‘true-blood’ South

manufacturer (OEM) in South Africa to locally

The company has also added tipper bodies

African, built locally and uniquely engineered

build its entire range of commercial vehicles

to its Coega repertoire. Built from SKD packs

for the African environment,” Zhang says. “The

that are sold here.

imported from the FAW parent plant in China,

Tiger will carry all the hallmarks that FAW

approximately 100 tipper bodies came off the

trucks stand for – strength, reliability, easy

line in the first quarter of the year.

operation and, most importantly, delivering on

The US$ 60-million investment allowed the company to engineer capacity for 5 000 units per annum, with an eye on supplying African and export markets.

Earlier this year, the company shipped its first batch of five 55-t J5P 6x4 truck

The company is assessing the viability of

the promise of a ‘truck built for Africa, in Africa’.”

producing drop-side bodies in the near future

FAW says that the rationale for introducing

and other bodies, such as mixer drums, may

a MCV range is to satisfy customer demand

eventually follow.

for smaller-sized vehicles as durable and

tractor units to Transafrica Motors Limited in

In assembling its vehicles and new bodies,

rugged as its heavy and extra-heavy trucks.

Mombasa, Kenya. The company reports that

FAW places safety, health, environment and

“We believe this segment of the market has

African dealers, who traditionally placed their

quality (SHEQ) considerations as matters of

great potential and opportunity for growth,”

orders on FAW China, are moving their orders

prime consideration. “Keeping our employees

says Zhang.

to South Africa, owing to the shorter lead time

safe and comfortable are key to our retention

FAW is not divulging too much about the

for delivery, the high levels of quality and the

programme and important as we invest in

new vehicle ahead of its official launch, but it has

reduced cost of sourcing FAW vehicles on the

their training and up-skilling,” says Zhang.

alluded that the Tiger will include componentry

same continent.

This continual up-skilling is assured as the

from the United States and Europe.

Says Yusheng Zhang, CEO of FAW

company is ramping up for the introduction

The already energized activity at the FAW

Vehicle Manufacturers SA: “We are already

of its new Tiger medium commercial vehicle

Coega assembly plant is definitely about to kick

working on a special order for the FAW

(MCV). The Tiger is due to be introduced to

up a few notches. |FOCUS

70 |FOCUS| May 2015

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2015/04/20 12:12

GLOBAL focus

Quester Enhanced

In his monthly review of global news for local truckers, FRANK BEETON brings the UD Quester story up to date, tracks new developments at the related Volvo Eicher operation, describes a “different” promotional exercise from Ford, looks at Mercedes-Benz’s two-pronged advance on the American van market, and reports on the 2014 implosion of truck sales in the United Kingdom (UK)

U

D Trucks’ Quester is a very

Quester model range suggests that it is

long haul, distribution, construction and

topical subject at the moment,

aimed at distribution, construction and mining

mining.

with this range having entered

sectors, but it is notable that illustrations

The absence of a double-sleeper cab

the South African market via a

of refuse compactors are also included,

option and the lack of emphasis on long-haul

spectacular launch in the Waterberg during

although there is no automatic or automated

applications in the South African context

March (see last month’s edition for Jaco de

transmission option at present. There is also

is clear recognition of Quon’s established

Klerk’s report).

a possibility that this range may find some

successful participation in that sector.

As announced, the local line-up consists

local support from the forestry industry.

Subsequent to the international launch,

of 13 models, in 4x2, 6x2, 6x4 and 8x4

In our original coverage of the international

UD Trucks has now released details of some

configurations, covering the gross vehicle

Quester launch in August last year, we noted

enhancements that it has made to the

mass (GVM) spectrum from 20 000 to

that it was to be built for emerging markets in

international Quester range, in response to

41 000 kg, and with gross combination

Thailand at the Volvo Group’s Samat Prakarn

customer feedback. These include an easier

mass (GCM) ratings of up to 60 t. These

facility, and also in China and India. Unlike the

gearshift action, adjustment of the “Extra

ratings position the Quester firmly in the

current European practice of specialisation,

Engine Brake” featured on the 11-litre engine

extra-heavy category of the South African

the Quester was positioned as a versatile

to operate at a lower engine rotational speed,

truck market.

vehicle platform, with variants suitable for a

and approval for operation in the dangerous

wide range of employment in areas including

goods category.

The more basic specification of the

72 |FOCUS| May 2015

GLOBAL focus

to see how Quester fits into the extremely

Eicher’s use of four-cylinder engines in

important global relationship between the

vehicles up to 25 t GVM is noteworthy, and

Volvo Group and Dongfeng that we covered

reinforces our opinion that smaller and lower-

last month.

powered engines are the norm in India, in

As the Quester range is developed, we

comparison to those generally accepted in

would expect to see increasing levels of power

other markets. The Pro 6000 series also

and sophistication being introduced as the

incorporates the fuel coaching and cruise

targeted emerging markets move closer

control features that are available in the

to First World standards of environmental

Pro 8000 (Quester-derived) Series models.

protection, and operators demand higher levels of comfort, connectivity and performance.

VECV has also launched a new lightweight bus model carrying Skyline Pro branding, under the designation 10.90 L. This fully

It has also been noted that the Quester family has made its appearance in the Indian

Volvo Eicher Range Expansion

built bus complies with the AIS school bus

In addition to the Quester-based Pro 8000

body norms that came into force in India on

range, Volvo Eicher Commercial Vehicles

April 1, 2015, and is built at the joint-venture

(VECV) Limited, the joint venture between

company’s Pithampur plant.

Eicher Motors Limited and the Volvo

It has a wheelbase of 5 165 mm, seats

Group, has announced further additions to

39 passengers, and measures slightly more

its domestic Indian product range, which

than 9,3 m in overall length. It is equipped

are scheduled to appear during the 2015

with parabolic suspension and radial tyres,

calendar year.

and is offered with Eicher’s E483 engine in

These include additions to the Eicher

compressed natural gas or diesel-fuelled

Pro 1000 Series, which participates in the

forms with outputs of 62 kW (83 hp) and

five to 14 t GVM category. It carries what

70 kW (94 hp), respectively. There can be

appears to be a heavily facelifted version of

no doubt that the name Eicher is to feature

the Mitsubishi Canter-derived cab inherited

prominently in the Volvo Group’s activities

from Eicher’s earlier cooperation with that

going forward.

Japanese manufacturer (see table at the

In the meantime, parent company Eicher

end), the ten to 15 t gross vehicle mass

Motors Limited’s longer-term plans include

(GVM) Pro 3000 Series, and the 16 to 40 t

extending its market coverage to the light

GVM/GCM Pro 6000 Series. Both of these

commercial category, below three tonne

use cab designs derived from UD Trucks’

GVM, with a range of vehicles developed in

mid-range vehicles currently sold in the South

a joint venture with American manufacturer

African market.

Polaris Industries.

market as the EicherPro 8000 range, with a

The new VECV Pro 1000 Series model has

This will include a double-cab micro pickup

product line-up that consists of 6x2, 6x4, 8x2

a 14 t GVM rating, and is powered by Eicher’s

and a multi-purpose van, suitable for both

and 8x4 models, powered by the eight-litre

3,3-litre E483 engine, which is built at the new

on- and off-road use, and powered by a

engine with outputs of 186 kW (250 hp) or

Volvo Eicher Powertrain Pithampur plant, but

600 cm³ diesel engine manufactured by

210 kW (280 hp) – these being, in typical

still retains a mechanical fuel injection system.

Greaves Cotton Limited in Mumbai.

Indian fashion, somewhat lower than power

The 10,5 t addition to the Pro 3000 Series

The joint venture, Eicher Polaris Pvt

levels offered in other markets. The range

line-up, on the other hand, utilises the new

Limited, will operate out of a new facility

is equipped with a nine-speed direct-drive

3,8-litre E494 power unit, developed from the

in Jaipur scheduled to come on stream

transmission, and is available with an option

four-cylinder E483 design, but incorporating

in May 2015, with an eventual planned

of single or hub-reduction drive axles, and low-

electronic engine management and with

capacity of 100 000 units per annum. This

or high-roof sleeper cabs.

available outputs ranging from 90 to 112 kW

range is intended for “last mile distribution”

(120 to 150 hp).

duties within India’s developing hub and

In our view, the Quester range is of particular significance to the future success

In the heavier Pro 6000 Series, additional

spoke logistics scenario, and is expected to

of UD Trucks outside of its domestic

25 t GVM 6x2 haulage and 6x4 tipper

compete with Tata’s Ace and Mahindra &

Japanese market. The decision to base

models are in the offing. These will use

Mahindra’s Maxximo Plus models.

primary manufacture of this product in

Volvo Eicher’s four-cylinder, five-litre VEDX5,

Thailand is noteworthy, and a departure from

or six-cylinder, eight-litre VEDX8 engines, both

Get your (Big) Tonka Toy from

normal UD practice. This move was clearly

employing electronically controlled common-

Ford!

intended to provide viable competition to

rail fuel injection systems, and offering Bharat

Most of us played with toy vehicles when we

emerging truck manufacturers in various

Stage III (Euro-3 equivalent) outputs of up to

were children. I am sure that the big red and

Asian countries, and it will be very interesting

150 kW (200 hp).

green metal van with opening rear doors

May 2015 |FOCUS| 73

»

GLOBAL focus

that I pushed around in pre-school days was

The F-750 Tonka is not the only

However, the movement was initiated

at least partly responsible for my ultimate

creation linking Ford products and Tonka

by the Mercedes-Benz Sprinter, which

choice of a career in the commercial vehicle

Toys. Tuscany Motor Company, a custom

was introduced to the American market

industry, as were the long-suffering Dinky

truck shop based in Elkhart, Indiana, first

as early as 2001, and has subsequently

Toys that followed, despite being subject

built a small run of Tonka F-150 pickup

also been marketed with Dodge (during

to my messy efforts with enamel paint to

conversions in 2013, and followed up with a

the DaimlerChrysler era) and Freightliner

recreate the trucks and buses that passed

similar version of the new aluminium-bodied

branding. Up until now, assembly of knocked-

regularly in front of our Bluff, Durban, house

F-150 the following year. This conversion,

down Sprinter component kits imported from

in the very early 1960s.

officially licensed by Ford, is based on the

Germany has been carried out in Charleston,

Most of these models were based on

F-150 Lariat derivative, powered by a

South Carolina, to supply local demand for

real-world prototypes, at least when they

5,0-litre V8 engine, and features a six-inch

van, bus and chassis/cab models. However,

were initially purchased, no matter what

body lift, 20-inch alloy wheels, Quiet Tone

this solution necessitated the payment of

modifications they may have been subjected

exhaust, chunky bumpers, side cladding, step

substantial import duties, and a more cost-

to later in life.

bars, and redesigned Tonka-logo tailgate.

effective strategy was clearly a Mercedes-

Many readers will remember Tonka Toys

There’s also a bonnet with prominent ram-

Benz priority.

as big yellow metal or plastic reproductions of

air intakes. The Tonka F-150 is available in

construction vehicles and earthmoving plant.

any colour as long as it is yellow! Only 500 of

Daimler Trucks announced that a new

No doubt many were put to work reshaping

these conversions will be built.

van manufacturing plant, incorporating

back-yard gardens, possibly to the detriment of parents’ prized flowerbeds. The combination

Just the thing for some lucky dad’s 2015 Christmas stocking!

Early

in

March,

parent

company

an assembly line, body shop and paint shop, was to be erected in Charleston to build the next generation Sprinter. The

of one of these and a pile of building sand would have provided endless hours of fun to

Mercedes-Benz intensifies

plant will require an investment of some

any budding civil engineer.

attack on US van market

US$ 500 million (R6 billion), create 1 300

Recognising the wealth of nostalgia

This column has devoted considerable

additional job opportunities, and cover a

potentially attached by its customers to

attention, over a number of years, to the

total area of more than 800 000 m².

Tonka Toys, and its potential benefit to their

migration of European integral vans across

This will allow the manufacturer to improve

marketing efforts, the Ford Motor Company

the Atlantic to become a substantial force in

the economics of its North American van

in North America created its own full-size

the North American market. Recently, much

business, and shorten delivery times.

Tonka Toy dump truck, in collaboration with

of our focus has rested on the Fiat Chrysler

Globally, more than 2,8 million Sprinters

Funrise Toy Corporation, present owners of

family, which has translated the Fiat Ducato

have been sold since its initial introduction

the Tonka brand, for display at the National

into the Ram ProMaster to suit American

in 1995, and in 2014, the United States

Truck Equipment Association’s Work Truck

tastes as a “purpose-built, full-size van”.

(US) was Mercedes-Benz’s second largest

Show held in Indianapolis early in March.

Built on Ford’s all-new 2016 F-750 platform, the Tonka truck was painted in signature Tonka yellow with black nostril grille, and fitted with a fully functional dumper body by Truck Tech Engineers. The F750 is rated at 15 t GVM, suitable for a payload of approximately 7,7 t, and is powered by Ford’s 6,7-litre Power Stroke V8 diesel engine developing up to 246 kW (330 hp), driving through a TorqShift HD six-speed automatic transmission. This unique Tonka-branded vehicle is intended for display at numerous other work truck, commercial and vocational trade shows in North America throughout 2015.

74 |FOCUS| May 2015

Volvo Eicher’s new Pro series shows definite signs of kinship with some familiar UD models.

GLOBAL focus

Ford’s full-size Tonka Toy is intended to stir memories of boyhood backyard civil engineering.

individual market for this product after Germany, with around 26 000 units delivered.

At the same time, Mercedes-Benz announced the launch of a further midsize van model into the US market. Dubbed Metris, this is a dedicated version of the European Vito range, tailored to suit local

the notable exception being the four-axle

The two market leaders were followed

market requirements and preferences.

rigid truck category with GVM ratings above

by Scania (11,5 percent vs 12,2 percent),

Powered by a 155 kW (211 hp), 1,9-litre

15,1 t, where positive year-on-year growth of

Volvo (9,8 percent vs 9,8 percent),

four-cylinder M274 petrol engine, the Metris

4,6 percent was returned.

MAN (8,2 percent vs 8,8 percent), Iveco

is to be made available in cargo van and

In the overall market, DAF retained its

(7,9 percent vs 7,5 percent) and Renault

passenger versions, and is equipped with

leadership position, albeit with a reduced

Trucks (4,9 percent vs 4,5 percent), with

airbags, a seatbelt warning system, tyre

market penetration of 20,8 percent, after

all ratios reflecting the 2014 and 2013

pressure monitoring system, and Crosswind

having achieved 25 percent market share in

outcomes, respectively. The market leaders

Assist. The Metris launch took place at the

2013, while Mercedes-Benz occupied second

in each of the segments, together with

NTEA Work Truck Show in Indianapolis.

position, having increased its penetration

the comparison of their 2014 and 2013

level from 18,3 percent in 2013 to

segment share performances, are reflected

20,2 percent in 2014.

in the table below. |FOCUS

UK truck market takes a dump in 2014 When the final 2014 results for the UK’s

Market Segment

Leading Supplier

Segment Share 2014 vs 2013

truck and van market over 3,5 t GVM were

Vans 3,5 t – 7 t GVM

Mercedes-Benz

25,3 percent vs 19,9 percent

released, it was noted that sales volumes

2-axle Rigid Trucks 7,4 t – 7,5 t GVM

DAF

28,2 percent vs 39,1 percent

had taken a massive 26,2 percent drop when

2-axle Rigid Trucks 7,5 t – 12 t GVM

DAF

49,3 percent vs 53,2 percent

compared to the previous year’s outcome.

2-axle Rigid Trucks 12 t – 15 t GVM

DAF

64,9 percent vs 58,4 percent

2-axle Rigid Trucks over 15 t GVM

DAF

45,1 percent vs 40,2 percent

3-axle 6x2 Rigid Trucks over 15 t GVM

DAF

23,0 percent vs 24,9 percent

3-axle 6x4/6x6 Rigid Trucks over 15 t GVM

Mercedes-Benz

34,1 percent vs 23,7 percent

growth of slightly more than two percent had

4-axle Rigid Trucks over 15 t GVM

Scania

28,9 percent vs 29,8 percent

been experienced in the same year-on-year

2-axle Truck Tractors over 32 t GCM

Mercedes-Benz

31,5 percent vs 23,4 percent

3-axle Truck Tractors over 32 t GCM

Mercedes-Benz

24,5 percent vs 19,9 percent

The absolute total annual volumes for 2014 and 2013 were 41 469 units and 56 218 units respectively.

This was in stark contrast to our own South African market, where positive market

comparison. Year-on-year comparisons for all of the constituent UK market segments revealed varying degrees of contraction, with

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.

May 2015 |FOCUS| 75

SHORT

HAULS Dealing with change in the supply chain Barloworld Logistics has released its 12th annual supplychainforesight report, and the outcome is that most organisations are poorly equipped to anticipate major market shifts and adapt accordingly. Only 42 percent of respondents said their organisations are constantly in touch with anticipated shifts in the market and predicting game-changing trends.

“One of the most important findings was an impending shortage of leadership, visionary and change management skills within organisations,” explains Kate Stubbs, executive: marketing and communications at Barloworld Logistics.

The report surveyed over 370 professionals representing companies across South Africa, with more than two thirds of the respondents holding a director-level position.

“While in all the previous supplychainforesight surveys the lack or shortage of skills has been viewed as a major business constraint, it is the first time that a lack of necessary leadership and visionary skills has been identified as a skills gap at managerial level,” said Stubbs.

The top-ranking strategic business objective this year is identifying and managing change. Growth and expansion into new markets ranked second, as opportunities in Africa and abroad become potentially more lucrative and diversification becomes more of a priority.

The cost of doing business is the top ranked constraint by respondents,

up from second place in last year’s survey.

Supply chain objectives over the next five to ten years ranked improvement of service levels foremost with integration of technology, improving the flow of business intelligence, lowering procurement costs, and reducing order lead times following.

According to Stubbs, seven out of the top ten ranked supply chain challenges relate to people. “Visionary leadership and changemanagement skills will be key to navigating and succeeding in a dynamic business environment in the coming years,” she concludes.

C

Bakkie with a threepointed star

M

Y

CM

Ever wished Mercedes-Benz would build a bakkie? Well, that wish is soon to come true! In collaboration with the Renault-Nissan Alliance, Daimler AG will enter into the onetonne pickup arena.

While the new vehicle shares some of architecture with the all-new Nissan NP300 and a similar Renault model, Mercedes-Benz has engineered and designed its version to meet the specific needs of its customers.

Mercedes-Benz says it will feature a double cab and will be aimed both at personal-use and commercial customers.

The best news, though, is that South Africa is one of its primary target markets.

“Entering the rapidly growing segment of midsize pickups is an important step in continuing our global growth path. Thanks to our well-established partnership with the Renault-Nissan Alliance, we are able to drastically reduce the time and cost to enter this key segment,” says Dieter Zetsche, chairman of the board of management of Daimler AG and head of Mercedes-Benz Cars.

Amarok Double Cab 2.0 BiTDI 132kW Highline 4Motion Auto Price Deposit Monthly Period R518 000 10% R5 399 72 months

Interest Rate 4.8% linked

Balloon Total Cost 35% R570 040

76 |FOCUS| May 2015

MY

CY

CMY

K

???????

SHORT ???????

HAULS

Partner with a true

global leader

Currently, MiX Telematics monitors over 500,000 vehicles – including trucks, buses and trailers – and records in excess of 800-million kilometres per month.

With that kind of power linked to your mobile assets, you too could benefit from optimised driver and vehicle management.

Improve driver behaviour Reduce fuel consumption Enhance efficiency and service levels

For more information, visit www.mixtelematics.co.za

www.mixtelematics.com.au May 2015 |FOCUS| 77

SHORT HAULS

Rougher, tougher Ranger Ford’s new Ranger has been unveiled, and it’s even bolder and packed

interior that includes a central eight-inch (20 cm) touchscreen and a new

with more tech than before. Designed to take on more than 180 world

dual-TFT instrument cluster.

markets, the new Ranger will be launched in South Africa towards the end of the year.

An array of driver-assist technologies is offered, including Lane Keeping Alert and Lane Keeping Aid; Adaptive Cruise Control with

The most noticeable aspect of the refreshed package is the redesigned front end. This is combined with a refreshed, modernised

Forward Alert; Front and Rear Park Assist and a Driver Impairment Monitor.

The 2,2 and 3,2-litre diesel, as well as the 2,5-litre petrol, engines are retained; with minor revisions to aid fuel efficiency and refinement by up to 22 percent.

“When we set out to improve the Ford Ranger, we knew we had our work cut out for us: the current Ranger is one of the toughest, most capable trucks out there,” says Richard Tilley, vehicle line director, Ford Asia Pacific. “But, thanks to our proud truck heritage and global expertise in the utility segment, we’ve made what was great even better, with a bold new look, improved efficiency and a new level of refinement.”

BMW in on CV action, too?

It may be renowned for its driver-focused

sector,” explains Rainer Zoellner, “e-truck”

sports cars and executive sedans, maybe even

project manager at Schrem Group. “We are

for its motorcycles, but BMW is entering into

certain to gain valuable experience with the

a partnership with logistics company Schrem

BMW Group from this pilot project.”

Group to deploy a 40-t pure-electric truck onto the streets of Munich.

The electric truck is quiet and generates virtually no particulate emissions. It will generate

The truck will be used for just-in-time

11,8 t less CO2 per year compared to a diesel-

material transport between the Schrem Group

engined truck – the equivalent of a BMW 320d

and the BMW Group Plant in Munich, covering

Efficient Dynamics driving almost three times

a distance of almost two kilometres each way,

around the world.

eight times a day.

“This pure electric truck signals that we are

“After a long search, we have found an

constantly working on innovative solutions and

electro-mobility solution for the transport

tackling logistics challenges,” says Hermann

Bohrer, director of BMW Group Plant Munich.

Could this be the beginning of a modern line of BMW commercial vehicles?

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78 |FOCUS| May 2015

Signature: Postal Code:

MBSA/2067/BUS

A Daimler Brand

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

All aboard the green bus.

The new Euro 5 engine comes with greater fuel efficiency and lower emissions.

The City of George is the first to introduce a variety of Mercedes-Benz buses with the new Euro 5 engine – and it’s easy to see why. Not only does the state-of-the-art engine deliver a smoother ride, it’s also designed to make the most out of fuel, allowing it to be more affordable while lowering the emissions released by them. There are also safety features that include a self-diagnosis system and emergency engine protection to help ensure you always keep your fleet moving forward. So now cities can enjoy cleaner, healthier air.

Call 0861 133 355 or visit www.mercedes-benz.co.za/bus for more information.

May 2015 |FOCUS| 79

bus and coach

Tackling road deaths through

training?

“Woman killed, ten hurt in N1 bus crash” and “Dad, daughters die in Johannesburg crash” – headlines like these add to the horrifying death toll figures on South African roads.

We take a look at how training within the bus industry can help to tackle this blight

M

any of the challenges that South Africa’s bus industry faces were highlighted in last month’s report back on this year’s Southern African Bus Operators Association (Saboa) conference and exhibition, with short-term service contracts and funding problems being the biggest culprits …

MD of Buscor, Norah Fakude, said it best: “The longest contract we’ve had since 2007 was 12 months. You can’t even finance a small car over that period, let alone a bus, yet we are expected to provide service. I don’t think our input is taken seriously. If it were, we would be given the comfort of longer-term contracts.”

She added: “Where do we get money to even maintain what we have? There is demand for extended services, but

80 |FOCUS| May 2015

the subsidies don’t cover that. They are based on the kilometres we have signed for. Government doesn’t understand what operators are going through.”

Yet criticism arises quickly and fingers are pointed when accidents happen. “Half of the world’s road traffic deaths occur among motorcyclists (23 percent), pedestrians (22 percent) and cyclists (five percent) – thus “vulnerable road users” – with 31 percent of deaths among car occupants and the remaining 19 percent among unspecified road users,” said Carina Gauché during her presentation at this year’s event entitled: Establishing a Driver Training Academy for the Bus Industry.

Gauché is the organisational development manager at the Larimar Group, a diversified group of companies with interests in the passenger transport, freight transport,

vehicle manufacturing, vehicle retail, engineering, manufacturing, financial services and property sectors.

So the bus industry isn’t the biggest culprit when it comes to these horrifying accident figures. “According to the World Health Organisation, road-traffic injuries caused an estimated 1,24 million deaths worldwide in the year 2010, slightly down from 1,26 million in 2000,” Gauché related.

“That means one person is killed every 25 seconds. Only 28 countries, representing seven percent of the world’s population, have adequate laws that address all five risk factors (speed, drink–driving, helmets, seatbelts and child restraints).”

She continued: “Over a third of road traffic deaths in low- and middle-income countries are among pedestrians and cyclists.

However, less than 35 percent of low- and

bus and coach

middle-income countries have policies in place to protect these road users.

“Middle-income countries have the highest annual road traffic fatality rates, at 20,1 per 100 000, while the rate in high-income countries is lowest, at 8,7 per 100 000.”

Gauché added that 80 percent of road-traffic deaths occur in middleincome countries, which account for 72 percent of the world’s population, but only 52 percent of the world’s registered vehicles.

“This indicates that these countries bear a disproportionately high burden of road-traffic deaths relative to their level of motorisation,” she emphasised.

“There are large disparities in road-traffic death rates between regions. The risk of dying as a result of a road-traffic injury is highest in the African region (24,1 per

100 000 population), and lowest in the European region (10,3 per 100 000).”

The South African figures are devastating, as our country has 31,9 road fatalities per 100 000 inhabitants per year. When you look at road fatalities per 100 000 motor vehicles, this number rises to 156,4.

She said that Rob Handfield-Jones, MD of www.driving.co.za, ascribes South Africa’s high death toll to the failure of government to provide road safety leadership. “People only drive as badly as their governments allow them to. In countries such as the United States and the United Kingdom, it is socially unacceptable to be a bad driver. Government road safety systems in these countries are aimed at improving competence. South Africa, he believed, was the opposite.”

Handfield-Jones also said that as long as the key priority of law enforcers is revenue generation, rather than safety, South Africa’s road deaths will continue to mount. It added that licensing is a corrupt mess with probably half of all licences being issued fraudulently.

“This creates a culture of bribery among drivers who forget that, when it comes to driving, a fake licence acquired by bribery can be deadly.”

Gauché added that Transport Minister Dipuo Peters has said: “Bribing traffic officers contributes to the lawlessness on South Africa’s roads. We are appealing to the moral conscience of our society. You contribute, through bribery, to allowing vehicles, that are supposed to transport people, to become weapons. You also contribute to allowing people to become murderers.”

Gauché looked at some of Australia’s initiatives (the country has 7,6 road fatalities per 100 000 motor vehicles) as examples of what we can do to change these behaviours.

“Since record keeping commenced in 1925, there have been over 180 000 deaths on Australia’s roads,” she pointed out.

“However, road trauma levels have declined substantially over the last four decades, despite considerable population growth and a threefold increase in registered motor vehicles. During this period, the number of road deaths per year has fallen from 3 798 in 1970 to 1 153 in 2014.”

She continued: “Australia embarked on various road safety programmes. For example: from October 1, 2014, anyone losing their licence due to drunk driving will have an alcohol interlock fitted to any vehicle they drive.”

The Transport Accident Commission (TAC) – a Victorian government-owned organisation set up to pay for treatment and benefits for people injured in transport accidents, promote road safety and improve Victoria’s trauma system – also runs various awareness campaigns focusing on problematic driving behaviour.

“The footage used in these awareness campaigns is vivid and whenever crashes caused by the various behaviours/aspects increase, these short movies are aired on TV,” Gauché related. “Short movies are aired regularly to act as reminders and have a direct impact on reducing wrong behaviours among motorists, cyclists and pedestrians.”

She added: “Putco used some of these short movies a while ago in an accident awareness campaign. The number of crashes at one of its depots decreased notably. In order to remain effective, these short movies need to be aired regularly and content should be updated frequently.”

A driver training academy, within the bus industry, could make a world of difference.

“Training is defined as teaching, or developing, in oneself or others, any skills and knowledge that relate to specific useful competencies,” Gauché emphasised.

“Training has specific goals of improving one’s capability, capacity, productivity and performance. In addition to the basic training required for a trade, occupation or profession, observers of the labour market recognise the need to continue training beyond initial qualifications: to maintain, upgrade and update skills throughout working life,” she added.

Internationally accredited training academies also hold various benefits: “Training is standardised across provinces and we can work towards a nationally accredited and accepted driver training standard,” said Gauché. “When a driver applicant presents a certificate from an accredited training academy, the employer will know that it is of a good standard and quality.”

Such institutions would also allow the industry to learn from other companies, and even countries, which methods work most effectively in training of drivers. “Considering the accident statistics across the various countries, we definitely need to consider South African drivers’ attitudes and typical driving behaviour when presenting training.” |FOCUS

May 2015 |FOCUS| 81

global bus

Volvo

Electric Hybrids Clean Up Stockholm

FRANK BEETON reports on important on-the-job testing being undertaken by Volvo

R

egular readers will be well

commenced in-service operations with eight

So, during the course of each trip, the

aware of our often-stated

Volvo electric hybrids, on its route 73, very

vehicle will fully exhaust its batteries, bring in

opinion

meaningful.

its on-board engine to complete the task, and

that

transport

the

public

environment

is

Route 73 is slightly more than eight

the ideal place to apply alternative driveline

kilometres in length, which is significant. The

deploy its charging equipment, providing a

technology. Buses, trams and light railways

operating range of Volvo’s 7900 Electric

This project is part of the Zero Emission

work on fixed routes, usually through urban

Hybrid on lithium battery power alone is

Urban Bus System programme that is

or well-populated areas, where technical

seven kilometres, which means that these

co-financed by the European Union, and

thorough test of all these systems.

support of the vehicles and regular monitoring of the advancing technology is relatively easy to accomplish and any emerging snags can be swiftly dealt with.

Try doing that with trucks or coaches running off to distant destinations every other day or week!

Inevitably, much of the new technology

This makes it a “real world” operational situation, and not one tailored to suit the limitations of the available technology.

is first put to work in locations close to the manufacturers’ home base. Volvo, for

vehicles need to use their on-board diesel

is to be supported by Volvo, electricity

instance, is testing the inductive charging

engines on every trip. This makes it a “real

authority Vattenfall, Siemens and several

technique – probably the most advanced

world” operational situation, and not one

other partners over two years. After this,

form of battery replenishment yet proposed

tailored to suit the limitations of the available

the buses, which are now the only vehicles

– in its home town of Gothenburg, Sweden,

technology.

operating this particular service, will be

for exactly the reasons mentioned.

To minimise emissions, these engines are

expected to continue as part of regular

However, once any new technology

fuelled with biodiesel, and when the buses

direction has been proved to be viable, it

reach the termini at each end of the route,

Route 73 runs through central Stockholm

needs to be applied farther afield, to establish

they use their roof-mounted collectors to

from Ropsten to Tomteboda/Karolinska, so

and grow consumer confidence. This

connect with Siemens 300 kW overhead

the emission-free and quiet (65 dB) operation

imperative makes the recent news that the

power rails for a six- to ten-minute battery

of these vehicles under battery power should

public transport authority in Stockholm has

recharge.

be greatly appreciated. |FOCUS

82 |FOCUS| May 2015

operations.

BUS

STOPS MyCiTi Phase 2 a go!

Cape Town’s MyCiTi integrated rapid transit (IRT) system is on the expansion trail – with development, and soon construction, of Phase 2 underway. Phase 2 of the system will service communities across the south east with a network of multiple corridors with main and feeder routes.

Phase 2A – the Lansdowne-Wetton Corridor, which will connect Khayelitsha and Mitchells Plain with Claremont and Wynberg – is expected to begin operating by 2020, at a cost of more than R4 billion.

These routes operate along roads that are heavily congested during peak times, and

it is hoped that the corridor will bring a highquality, efficient, scheduled public transport service to more than 1,4 million people in 35 communities.

As with Phase 1 of the MyCiTi IRT network, the Phase 2A corridor will include cycle paths, pedestrian footpaths, road and signalling upgrades, signage and way-finding, good lighting, public art, street furniture and attractive landscaping.

“Together these features will transform the urban landscape and improve the quality of daily transport for many residents, while making local areas safer,” notes the City.

Leap into the future Commuter travel through a city should be practical, but who says it can’t be luxurious? Leap, an American start-up in San Francisco, holds this very sentiment.

“Urban transportation is an area of extreme impact that still desperately needs fresh ideas,” says Scott Banister, an early investor in Leap.

Thus, the company has designed five buses to include amenities such as comfortable seats; healthy, organic food and drinks that can be ordered via the company’s smartphone app and brought to you by a waiter; USB ports; and WiFi. All the buses are fuelled by natural gas, meaning that, while they are kind to their passengers, they are also kind to the environment. Passengers can also track buses via the Leap app and, when boarding, check in automatically via Bluetooth.

“During peak hours, it can be difficult to find a seat on public transport, and private car services are expensive and increasingly unpredictable. So we decided to go back to the drawing board and create a service that helps you start the day feeling comfortable and relaxed, instead of anxious and stressed out,” says Kyle Kirchho, founder and CEO of Leap.

The buses feature three unique seating areas, including a social area, spacious front-facing seats for reading and a laptop bar for getting a jump start on work.

Currently the service only runs one 25-minute express route through the city at peak morning and afternoon times.

The cost of this luxury is US$ 6 (R71) for a single trip, as opposed to US$ 2,25 (R26,67) for normal buses.

May 2015 |FOCUS| 83

HOPPING VIC’S VIEW OFF

THE STORY OF THE two

“Gs” Let’s talk about two “Gs” this month. They are Go!George and the Gautrain. Both of them have crucial implications for public transport in South Africa

I

t’s good to see that Go!George has at last come on stream. Its website shows that a rudimentary service has been introduced on a three-route “network”. The service runs seven days a week, starting at 06:00 and continuing until 23:00. Considering the problems that have been experienced, including at least one taxirelated killing, this is a reasonable start.

It needs to expand quickly, however, including routes to Knysna, Oudtshoorn and Mossel Bay, as originally planned. (We need to roll out the concept all over the country.) It’s also good to see that the headway has been improved from 60 to 30 minutes at certain times. Between one town and another 60 minutes may be OK, but ten to 15 minutes is essential for urban areas.

So, good luck George – as I pointed out way back in November 2013, you must succeed.

Which brings us to the Gautrain – another “solution” to public transport problems which, unlike George, has had five years to prove its worth, but its performance so far can only be described as dismal. It has become an international case study in how not to improve public transport. What must be done?

Before we try to answer that question, let’s go back 13 years, to an exchange of views between Romano del Mistro, then a professor of civil engineering at the University of Pretoria, and the long-serving Jack van der Merwe, then promoter-in-chief of the Gautrain and currently head of the Gautrain Management Authority (GMA).

Van der Merwe has also chaired the committee responsible for the Gauteng 25-year integrated transport plan (the bus component of this plan was recently criticised in the March Hopping Off column).

In the July 2002 issue of Civil Engineering, the magazine of the South African Institute of Civil Engineers, Del Mistro queried several aspects of the Gautrain. Space allows us to consider only two of the professor’s concerns: first, the promised capacity; second, whether the civil engineering profession was merely collecting fees for doing construction projects, instead of doing things that would produce real value for money and which would serve the entire community.

Predictably, on both counts, Van der Merwe disagreed with Del Mistro. He said: “The capacity of the Gautrain system, as currently specified, is 48 000 passengers per hour and can increase to 72 000 passengers per hour if the headway is reduced to three minutes from ten minutes”.

That was before financial and time constraints forced the project to settle for a single-track tunnel between Sandton and Johannesburg Park Station. This has limited the train’s capacity on that section to less than 20 000 passengers per hour (assuming packed eight-coach trains in both directions).

Currently the service runs every 12 minutes (nowhere close to three minutes). So much then for “as currently specified”.

Van der Merwe’s response to Del Mistro’s second point was similarly dismissive: “It is a sad day for the engineering profession in our

country if a professor of civil engineering implies that civil engineers (…) are interested only in consultancy fees and engineering work”.

The latest judgment of the Supreme Court of Appeal on the South African National Roads Agency Limited (Sanral) issue in Cape Town underscores just how “sad” the situation has become. As Dave Marrs, a Cape Town journalist puts it: “We were way too complacent all those years ago when Sanral was cooking up its urban toll plans”.

Let’s not be too hard on civil engineers only, though, as several other “professions” – including accountants, economists, lawyers, sociologists and town planners – must also share responsibility for the existing mess in public transport.

So, if George must succeed, what is to be done with the Gautrain? Here are some ideas.

First, dissolve the Gautrain Management Agency and incorporate it into the Passenger Rail Agency of South Africa (Prasa). Neither of these two organisations has much of a track (sorry!) record, so we may as well have one layer of management to run the whole show.

Then, charge a fare based on Metroplus Express class plus 50 percent. The resulting increase in demand will require some Gautrain coaches to have all their seats removed. That shouldn’t be a problem though – a recent complaint on the Hellopeter website referred to passengers being “squashed like potatoes” in any event.

Then get the feeder buses to do some real work. Start with some of the 164 routes in the 25-year plan. |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.

84 |FOCUS| May 2015

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