FOCUS September 2015

SEPTEMBER 2015 | R85.00

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On Transport And Logistics focusontransport.co.za

Liebenlogistics and

Scania: dream team!

SCOOP! New Eurocargo breaks cover!

Rianna goes trucking!

Why fleet managers are losing sleep

Prasa on track to derailment?

September 2015 |FOCUS| c

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d |FOCUS| September 2015

Cover Through passion, innovation and tenacity, LiebenLogistics has grown from a singletruck operation to one of the most respected transport operators in the land. Read the company’s story on page 10.

SEPTEMBER

contents 12

16

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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

EMBELLISHED MONARCHS Every king deserves a crown.

It’s not surprising that people are adorning their long-distance royalty with that which they love … Get ready to curtsy as we feature some extra special extraheavy commercial vehicles.

SUB-EDITOR Jeanette Lamont Cell: 083 447 3616 email: jeanette@charmont.co.za JOURNALISTS Jaco de Klerk Cell: 079 781 6479 email: jaco@charmont.co.za Claire Rencken Cell: 082 559 8417 email: claire@charmont.co.za

30

Thato Tinte Cell: 081 399 3445 email: thato@charmont.co.za

THE PRICE OF PETROLEUM With crude oil prices currently at their lowest point since the first quarter of 2014, we find out what influences the price that South African consumers pay at the pumps and what fleet managers can do to reduce their fuel spend.

36

MORE VEHICLES, MORE PROBLEMS Operating a fleet is a stressful undertaking. We identify the issues that are keeping fleet managers awake at night, and try to find out what can make their job a little easier.

54

INDUSTRY CORRESPONDENT Frank Beeton Tel: 011 483 1421 Cell: 082 602 1004 email: frankb@econometrix.co.za TECHNICAL CORRESPONDENT Vic Oliver Cell: 083 267 8437 email: voliver@mweb.co.za PUBLISHER Tina Monteiro Cell: 082 568 3181 email: tina@focusontransport.co.za

A (Super) ace up the one-tonne sleeve Tata Motors has launched a renewed version of its Super Ace mini truck; the EX2. We took it for a spin.

ADVERTISING SALES Margaret Phillipson Cell: 083 263 0451 email: margaret@focusontransport.co.za Gareth Smith Cell: 074 113 0329 email: gareth@focusontransport.co.za CIRCULATION MANAGER Bev Rogers Cell: 078 230 5063 email: bev@focusontransport.co.za

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

charmont media global

2014

Follow us facebook.com/focus_mag twitter @FOCUSmagSA

AN EXERCISE IN EVOLUTION By the time you read this, Iveco will be just about ready to take the wraps off its all-new Eurocargo. We got an exclusive sneak peek!

WHAT’S THE BUZZ IN BRT? South African public transport has been entering the new phase of bus rapid transit (BRT) over the last few years. FOCUS explores the latest news and developments.

REGULARS 2 Steering Column 6 Wheel Nut 8 Vic’s View 9 Letters 42 Global Focus 46 Short Hauls 47 Naamsa figures 48 Subscription form 50 FOCUS on Bus and Coach 51 Global bus 56 Hopping off

September 2015 |FOCUS| 1

steering column

The Superdragon X8 (that refers to the truck in the background, not the FOCUS ed).

Below left to right: FOCUS editor Charleen Clarke gets to grips with the art of firefighting, before being strapped in a cage for her ride up the fire ladder.

Dragon slayer!

I have just experienced THE most exceptional vehicle ever. It weighs 52 t, does zero to 80 km/h in less than 25 seconds … and it’s yours for a mere €1million or so (about R15 million depending on the woes of our much-embattled currency). Meet the Superdragon X8!

I

was recently invited to experience the

fascinating company, which was founded

all the chassis manufacturers; the customer

world of CNH Industrial, which is how

in 1864 by a chap called Conrad Dietrich

stipulates the chassis that he requires.”

I got to park my butt in the Dragon.

Magirus.

While firefighting has been around for

You will be able to read more about

“He invented the turntable ladder, which

a long time, Benedetti revealed that the

my trip in the October issue of FOCUS, but I

was an incredible wooden ladder that became

last decade has seen a huge acceleration

simply couldn’t wait until then to tell you about

essential to firefighting,” he told us. “Magirus

in technology. For instance, Magirus has

my day with Magirus – because it was Simply

was a special person. He had in mind what

launched the ML68L, which just happens to

The Best (thanks Tina)!

a firefighter was supposed to be. He had a

be the highest ladder in the world (68 m), and

Just in case you’re unfamiliar with

dream. He wanted to save people. He also

it has also unleashed the Super Dragon X8 –

Magirus, the company is based in Ulm,

invented the concept of training firefighters

and I got to play with both later.

Germany, and it is one of the top three

to be professionals.”

companies in the world that specialises in

Let’s get the scary bit out of the way first.

Fast forward 151 years and Magirus is a

I need to reveal that I am utterly terrified of

huge business today. “We employ 1 300 people

heights, so when I was offered the chance to

We kicked off the day with a presentation

and our annual turnover exceeds €300 million

ascend the 68 m ladder, I declined – politely

from Antonio Benedetti, the company’s CEO,

(R4,5 billion). Although most of our fire trucks

and firmly. It is, after all, about 28 storeys

who gave us some insight into this truly

are based on Iveco chassis, we do work with

high. And me? I’m a terra firma gal.

producing fire engines.

2 |FOCUS| September 2015

»

STEERING COLUMN

September 2015 |FOCUS| 3

steering column

But then … ag you know the deal … peer pressure kicked in, and suddenly I found myself strapped in an ascending cage, en route to my 68-m vantage point. It was utterly terrifying – to put it mildly. “Don’t look down,” was my mantra as I soared to places where only eagles should be residing. It did help to stare at the horizon … but apparently I was clinging to that cage so tightly that I bent the metal (just kidding).

On a serious note, this experience really made me think about firefighters and how incredibly brave they are – because I truly don’t think I could ever summon the courage to repeat that exercise.

My dragon slaying exercise, on the other hand, was something I would love to repeat – each and every day for the rest of my life; the Superdragon X8 makes any super car look just plain silly.

Essentially the Superdragon is aimed at airports.

As we all know, when an aircraft is on fire, the fire trucks need to get there in a bit of a hurry – and that’s exactly what the Superdragon does.

It is powered by two 412 kW Iveco engines that deliver a combined output of 824 kW of power, and it blasts off like a rocket! Floor the accelerator and you’re literally thrown back in your seat … and soon the fire truck reaches its maximum speed of 135 km/h.

It is nothing short of staggering to hurtle around a test track in a 52-t behemoth travelling at the speed of a sports car. Of course, the Superdragon isn’t about having fun; it’s about saving lives – and that’s exactly what it achieves, because it allows firefighters to access emergencies as fast as possible.

If being a firefighter means driving the Dragon every day … well, you can sign me up for the job immediately. |FOCUS

Above right: The highest ladder in the world. Been there, done that, got the T-shirt.

Right: The Dragon is a truly effective firefighter.

Below: The Dragon is exceptionally quick – especially for something weighing 52 t.

4 |FOCUS| September 2015

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To ďŹ nd out about Masana, visit www.masana.biz

September 2015 |FOCUS| 5

wheel nut

You can’t beat a good

road trip A long winding road and wide open goes along with it. As they say, it’s all about spaces; good food, good company and giant Great Danes … these are a few of my favourite things

Gavin Myers

I

’ve just completed an eye-opening road trip along the N3 corridor with the N3 Toll Concession (N3TC). The company was keen to demonstrate all

the various aspects that go into maintaining and managing one of the country’s most important arteries. Unfortunately, though, you’re going to have to wait for the October issue to get all the juice.

However, the two-day trip from Johannesburg to Pietermaritzburg gave me the opportunity to, once again, fall in love with the allure of the open road and all that

6 |FOCUS| September 2015

the journey …

It doesn’t matter much where you’re going, or whether you’ve travelled the route before (can you count how many times you’ve driven the N3?); there is always more to see and do.

Getting hold of a detailed, up-to-date tourist’s map will allow you to easily spot interesting places to visit not far off the beaten track. It’ll also probably lead you on to alternate routes, where you’ll discover so much more that the country has to offer – little dorpies, scrumptious food, fantastic views and interesting people.

Sure, those routes and the stops along them will lengthen your journey somewhat, but, if you’re travelling for pleasure, why not? It gives you the chance to stay over somewhere you’ve probably never heard of before.

Oaklands Country Manor, in Van Reenen, was our overnight stop on the N3TC tour. I can highly recommend you make some time to spend there on your next adventure.

The area is steeped in history, and the manor, itself, has been in existence since before the First Boer War. Even if you don’t want to extend your stay and explore the heritage, you can enjoy a good book, delectable food and the company of the manor’s Great Danes as you take in the splendour of the rolling hills that surround you.

You can read a full review of this hidden gem by visiting FOCUS’s online sister publication, Cyberstoep.co.za; but, really, any place that tickles your fancy will do. It all adds to the experience.

That brings me to the next essential ingredient for the perfect road trip: good company. Taking a trip with good friends will only mean laughs, smiles and a good time.

The journalists and our hosts from the N3TC – Con Roux and Anita Heyl – were a friendly, jovial bunch, so we had no problems there!

Of course, a road trip has the potential to open your eyes to so much more. One of the most magical sights this time, on Van Reenen’s Pass itself, was the train of over fifty trucks (we lost count) heading down the pass. I suppose it was a case of good timing on our part, so we made our way to the head of the train (a good couple of kilometres) to enjoy the parade as it came past.

At one point, a much smaller train made its way up at the same time, adding to the spectacle. I’m willing to bet even the most ardent truck adversary would’ve been impressed, but for us “truck nuts” it could not have been more perfect.

Well, it could have. We discovered that the reason for the convoy was that a crossborder truck had taken a break on the side of the road, as his brakes were beginning to overheat.

Admittedly, that wasn’t the only malady on the trip (at least he had the sense to pull off the road before causing a major incident), but you’ll just have to wait for the full feature to find out what else happened …

I suppose it can’t be entirely smooth sailing (or should that be going?), but that’s undoubtedly the fourth aspect that makes the perfect road trip: the unexpected. So, next time you need to get away, be a bit whimsical – and enjoy the journey. |FOCUS

T HE J UPITER D RAWING R OOM (CT) 46654/E

H100

HD72

STARTING FROM

STARTING FROM

• 3-Year/60 000km Service Plan • 5-Year/150 000km Warranty • 5-Year/150 000km Roadside Assist • 1.3 Ton Load Capacity • Versatile Dropside Deck • Chassis Cab

R195 526

(ex VAT)

• 1-Year/60 000km Service Plan • 3-Year/200 000km Warranty • 3-Year/200 000km Roadside Assist • ABS with EBD • Chassis Cab

R335 000

(ex VAT)

H100 and HD72, proudly assembled in South Africa www.hyundai.co.za/commercial-vehicles

GAUTENG: Apex, Boksburg, Germiston, Kempton Park, Centurion, Heidelberg, Roodepoort, Sandton, Edenvale, Strijdom Park, Vereeniging, Wonderboom, The Glen, Weltevreden Park. WESTERN CAPE: Milnerton, Brackenfell, Paarl, Somerset West, Paarden Island. EASTERN CAPE: East London, Port Elizabeth, George. NORTHERN CAPE: Upington. FREE STATE: Bloemfontein, Welkom. KWAZULU NATAL: Newcastle, Pietermaritzburg, Richards Bay, Pinetown, Mobeni. LIMPOPO: Bela-Bela, Louis Trichardt, Polokwane. NORTH WEST: Brits, Mafikeng, Rustenburg, Klerksdorp, MPUMALANGA: Witbank, Ermelo, Lydenburg, Nelspruit.

SMS ‘MIGHTY’ to 33362 and we’ll call you. SMS charge R1.50 September 2015 |FOCUS| 7

VIC’S VIEW

Side-tipping trailers get

the tip?

Are end-tipping semi-trailers regaining their popularity in the South African transport market?

E

ver

since

interlink

the type

side-tipping of

trailer

combination became available on the South African market,

they have been the most popular choice of tipping trailers. However, comments and rumours in the transport industry seem to indicate that end-tipping semi-trailers are regaining their popularity, and that the demand for side-tipping trailers is declining.

The side-tipping interlink trailers became a popular choice for a number of reasons.

First, they carry a bigger legal payload compared with the two- and three-axle endtipping semi-trailers.

Second, the interlink side-tipping combination is more stable when tipping and the risk of the trailers and truck tractor falling over while tipping is reduced.

Finally, the interlink side-tipping combination conforms to the South African Road Traffic Bridge Formula when operating at a gross combination mass (GCM) of 56 000 kg, due to the seven axles that are well spread.

Conversely, end-tipping trailer lengths have to be kept reasonably short to ensure maximum stability when tipping and, therefore, the axle spread and spacing limits the permissible GCM of the rig, when the Bridge Formula is applied.

Bigger payloads can be loaded and

transported by the side-tipping interlink combination, making these units well suited to transport commodities like iron ore, chrome ore and coal. They are, however, only economical to run when they are fully loaded and operate every working day.

The slowdown in the world economy has caused a reduction in the demand for South African commodities, resulting in less transport demand for these big units. This may be one of the reasons why transport operators are now relooking at the purchase of end-tipping semi-trailers, which are less expensive to run and more suited for other industries where there is still a demand for tipping trailers.

A good example, where the demand for tipping trailers is still buoyant in South Africa, is the construction industry; driven by the government’s commitment to build new homes, water storage dams, sewage facilities and increase the distribution of electricity.

End-tipping semi-trailers offer the following benefits to the operator: • The initial purchase price is less than the interlink side-tipping trailer combination; • Operating and maintenance costs are lower; • Fuel consumption is less; • End-tipping semi-trailers are much easier to manoeuvre and reverse, making them very well suited to operate on building sites.

Good driver training on the proper procedure that must be followed while discharging the load from an end-tipping trailer will reduce the risk of the unit falling over.

Readers are invited to comment on whether or not we are going to see a slowdown in side-tipping trailer sales and an increase in end-tipping trailer sales in the future.

So have your say and assist the trailer manufacturers to prepare and gear up for your future trailer demands. |FOCUS

A slight adding error Vic’s View in the July edition of FOCUS featured a table comparing the running costs of six- and sevenaxle rigs. The legal payload quoted for the seven-axle rig was 55 984 kg, which is obviously the figure of the gross combination mass. The correct payload figure for this rig is 35 984 kg. All other figures quoted are correct.

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!

8 |FOCUS| September 2015

FOCUS

letters

Advice for a passionate young man I’m a young person who grew up in the previously disadvantaged community in Katlehong township, Ekurhuleni. I’m interested to start my career in the transport industry, as a company owner, because I wish to become my own boss.

At this present moment I am about to start my own small transport business.

Unfortunately, I don’t have money to get into business, but I’m optimistic that my father is going to lend me R200 000.

As I grew up in a poor family, I am going to use this money wisely. I am going to buy a second-hand, four-tonne truck, but as soon as the business is doing well, I’m going to buy another four-tonne truck.

After six or eight months, if my business is doing well, I am going to sell both of my trucks, so that I can buy a second-hand International 9800i Eagle or Freightliner Argosy 90 truck tractor together with a fuel tanker.

I wish to own a company like Tanker Service, Reef Tankers, Wardens Cartage and Bakers Tankers. These are my favourite companies. Jacobs Transport is also a favourite company, because it is a business that is doing well.

I want my company to be situated in Alrode or Wadeville, because I want to create job opportunities for the people in my area.

I decided to write this e-mail directly to you,

as I am looking for someone that has more knowledge about the transport industry.

Perhaps you are the right person with the correct information that I need to know about this kind of business. I am willing to become skilled within this industry.

1. How do I start a transport business?

2. Where must I register my company?

3. Can you please send me all posters as well as safety checklists?

4. What must I do if I need a mentor?

5. How much is the Road Freight Association membership fee?

6.

Which insurance company do you prefer that offers business insurance, goods-intransit insurance, truck insurance and trailer insurance for many transport companies?

7.

Please can you send me some reading material about this industry?

I am willing to start a company that is going to create more job opportunities for the people around my area, where you will find many young people smoking drugs and others involved in crime. Some of these criminals are role models to many young people in my area.

I work hard every day, because I want to be a good role model to young people in my area.

Criminals are not my role models. My role

models are Mr Gys Jacobs (Jacobs Transport), Mr Seun Jacobs (Jacobs Transport), Mr Vic Ferreira (Reef Tankers), Mr Bala Naidoo (Wardens Cartage) & Mr AS Tayoob (Bakers Tankers).

They all started their companies with one truck, but today their companies are doing very well. In future I want to be like them, because I am willing to become a skilled company owner.

I also enjoyed watching the 2015 Truck Test as well as the 2015 Nampo shows on DStv Ignition channel 189, because I got a chance to learn more about the latest truck technology. I support these programmes because they are sponsored by FOCUS on Transport and Logistics.

I will be waiting for your feedback regarding my e-mail, because I need you to help me to get advice on how to start a transport business.

Warm regards, Bongani Radebe

Thank you for your letter, Bongani. It is touching and encouraging knowing that there are young men out there with a passion for the trucking industry and the drive for greatness. We have sent your letter to the Road Freight Association so that it can provide you with feedback – Ed.

September 2015 |FOCUS| 9

cover story

Laud

Lieben!

The LiebenLogistics story sounds a bit like a fairytale; the only thing that is missing is a glass slipper, but, as CHARLEEN CLARKE discovers, this so-called fairytale has the required passion, innovation and – most of all – tenacity to grow from a single-truck operation to one of the most respected transport operators in the land

T

he year was 1995 and Sakkie Liebenberg – fresh from an eightyear stint at Mainline – decided that the time was ripe to open his own company. “I had completed my honours in transport economics at Stellenbosch University. I loved the idea of the changing dynamics of the transport industry and had always wanted to be part of it. Plus, it was a growing sector after deregulation. I spent eight years with Mainline, where I earned R1 350 a month (I had turned down a position at City Tramways, where they were paying R1 300 a month). Then, when Mainline was acquired by a listed company, I decided that it was time to branch out on my own,” he tells FOCUS. It was thus that LiebenTrans was born in November that year – with no vehicles and only a commitment from a customer that it would contract three secondary distribution vehicles

10 |FOCUS| September 2015

to transport fresh meat from Cape Town to the southern Cape.

The fledging company’s first challenge was raising capital. “This was overcome when Absa granted funding on the basis that a second bond be taken out on my house. This could then be used as a deposit on a single truck. I had no operating capital whatsoever. It was incredibly tough!” Liebenberg recalls.

The wheels of that first and only truck – a Mercedes-Benz 1617 fitted with a sleeper cab and tag axle – started turning on February 19, 1996. “For the first three months, we transported two loads of fresh meat carcasses to the southern and eastern Cape each week,” he explains.

When the loads were reduced to once a week, the company had no alternative but to venture into long-distance trucking with its distribution vehicle. “We did local work on Mondays and Tuesdays, then consolidated

frozen products to Johannesburg from Wednesday to Friday. Then we returned with fresh meat and pig heads. It definitely was not an easy time for our fledgling business,” the entrepreneur notes.

At that stage, Liebenberg employed a single driver by the name of Ernest Basson. “Over the years he progressed into the position of senior operations manager within the company, and today he continues to add tremendous value to the business,” he says.

Liebenberg was the lone salesman for the business at this time and growing the customer base was hard. “In September 1996, I secured a new client in Vredendal. The company contracted us to transport lamb carcasses to Johannesburg. This necessitated the purchase of three more trucks from the Mercedes-Benz stable. We had enough cash for the deposit of two trucks; the third deposit was funded by bonding my late father’s house,” he tells FOCUS.

cover story

By the end of 1997, the fleet had grown to ten MAN trucks. “Business started getting a tiny little bit easier, but access to capital for fleet growth was always challenging,” Liebenberg remembers.

It was at this time that Liebenberg decided to grow the business via acquisitions and mergers.

After two successful transactions (one in Upington, the other in Colesberg), the fleet had grown to 35 trucks by the end of 2000. Its focus remained on the transportation of meat.

At the same time, the single most significant event in the history of the company took place.

“One of the most prominent national retailers approached us and asked us to take over its distribution fleet in the Western Cape. Initially we were wary, because we were not familiar with the secondary distribution costing model,” Liebenberg explains.

After tough negotiations (which continued for close on 18 months!), he purchased 28 old trucks from the retailer, which had to be replaced over a three-year period.

By 2005, the LiebenTrans fleet comprised 220 vehicles. It was then that a majority shareholding in LiebenTrans was acquired by a listed transport company. “This partnership was too restrictive and I couldn’t apply my entrepreneurial skills. So I sold the balance of my shares in 2008,” Liebenberg reveals.

Liebenberg subsequently bought back the retail distribution business – and formed LiebenLogistics in 2011. “We re-entered the fresh meat market and today we run a fleet of 300 trucks. Long haul and secondary distribution each represent 50 percent of our business,” he tells FOCUS. LiebenLogistics started acquiring Scanias back in 2007. “We are very satisfied with the performance of the Scania vehicles in our fleet, which is why we have placed an order for 150 new Scania trucks. This forms part of our replacement and expansion programme,” says Liebenberg.

This order, which was placed with Scania Cape Town, is a real feather in the Scania cap.

“The total lifecycle cost of the Scania trucks was definitely the best,” says Liebenberg.

“Exceptional aftermarket support from our strategic partners is critical to achieving the just-in-time and on-time deliveries that are so critical to our customers. We have received very good support from the entire national Scania dealer network. They deliver exceptional service and are well represented geographically, which dovetails effectively with our national long-distance operations.

Furthermore, Scania understands the critical importance of parts availability and rapid response times in the event of breakdowns.

The support that we receive from senior staff locally and from Sweden is of the highest standard,” comments Liebenberg.

One of the reasons for the success of the company is its long-standing partnerships with customers. “In order for these relationships to prosper we have to ensure that we operate the most economical and cost-effective vehicle configurations with a 100 percent fleet uptime.

As such, we have conducted various in-depth lifecycle analyses to ensure that our fleet’s replacement policy is optimal,” says Liebenberg.

Yet another key to success is a focus on people. “We have an extraordinary management and support team. Many individuals have been with the company for over 15 years. We also run internships during the university holidays and offer graduates employment so that we can introduce new blood into the company,” says Liebenberg.

factor in. We worry about the deteriorating condition of roads and the impact of toll roads.

Access to affordable funding is an ongoing challenge. As a fleet gets bigger, so too the financial institutions become more nervous and access to finance becomes tricky,” he reveals.

Still, LiebenLogistics has faced these challenges head on and enjoyed phenomenal growth over the past 20 years. Today, the company employs 751 people and it is branching out in many directions. For instance, it has launched LiebenLogistics Africa, which has been operating into Angola and Zambia.

“We think that there could be considerable potential in Africa, but there is also a lot of additional risk. So we are looking at it very

“The total lifecycle cost of the Scania trucks was definitely the best,” says Liebenberg.

On the subject of learners, the company is proud of its social development programme called Kids in Parks, which it operates in partnership with Pick n Pay, the Department of Environmental Affairs and Sanparks. “We recently acquired three new Scania Andare buses in order to transport our learner passengers and we are proud of have already carried 44 000 learners without an incident over the past ten years,” Liebenberg tells FOCUS. LiebenLogistics has also developed its own management software in order to bolster productivity. “Within the transport industry, there is need to operate more efficiently and to lower costs. This is forcing operators to get smarter in terms of systems and management tools. We employ a team of developers who focus on building our bespoke management systems. Our systems are continuously enhanced to increase productivity, improve accuracy, provide real-time analytics and enable direct integration with our clients’ systems,” says Liebenberg.

Of course, despite these measures, things can and do go wrong – that is the nature of the transport game. “We try to minimise problems; we ensure that we deliver on our promises.

This business is all about honesty, integrity and passion. If there are any service level issues, then open communication with customers is pivotal,” Liebenberg stresses.

There certainly are ongoing issues that require his constant attention. “This is not an easy sector. It comes with ongoing challenges.

Labour is a challenge and crime rates are rising constantly; this is becoming a substantial element in our total costs, which we have to

carefully and we’re constantly mindful of looking after our existing business,” says Liebenberg.

LiebenLogistics has also acquired GLS Supply Chain Equipment, which focuses on the design, manufacturing and management of supply chain equipment (hypercages, rolltainers, tote boxes and the like). GLS provides returnable packaging solutions and equipment used for the storage and movement of products within the supply chain.

In conclusion, what advice does Liebenberg have for budding transport entrepreneurs?

“First, you cannot succeed with one vehicle; 15 to 30 trucks equate to a viable business, because then you have economies of scale. Second, if you don’t have long-term commitment, experience, skill, knowledge, passion and capital – you should rather not start a transport company.

Remember that this is not a glamorous business; it is a hands-on 24-hour game, and, if you don’t keep your finger on the pulse and focus on the basics, it doesn’t work.

“Recently I was privileged to meet a very successful businessman in Brazil and I wanted to enrich myself with some of his wisdom. I asked him which critical factors had driven his business success. ‘You must work very hard and have some luck sometimes,’ he told me.

We can certainly resonate with the hard work and the fact that we are constantly blessed beyond measure.

“Finally, ensure that you employ the right calibre of staff and form strategic partnerships with clients. The transport industry is about long-term commitment and partnerships …” Which pretty much epitomises the relationship between LiebenLogistics and Scania … |FOCUS

September 2015 |FOCUS| 11

FOCUS on EHCVS

Embellished

monarchs Every king deserves a crown. It’s not surprising that people are adorning their long-distance royalty with that which they love … Get ready to curtsy as we feature some extra-special, extra-heavy commercial vehicles (EHCVs)

E

HCVs have been crowned kings

joint trip to the United States (US) in favour

of subject for the motif was easy,” states

of the long-distance road as

of fulfilling her husband’s childhood dream –

VTM. “Today, five different portraits of the

they are used and admired by

to drive a motif-painted truck. The truck is a

pop star adorn the truck, a glistening dream

industry players the world over.

shiny red Volvo FH that celebrates Parisot’s

in red and stainless steel.”

All admiration isn’t equal, however, as some operators adore them more than others …

favourite music idol – Rihanna.

“I had a big birthday party and, as a present, I wished for money for a trip to the

Parisot continues: “I love her voice and her music. She is truly the best artist right now.”

A Rihanna celebration and a

US. At the last second, however, my wife and I

The VTM report points out that the truck

dream come true

decided to paint the truck instead. For me it’s

elicits many reactions. People of all ages

A case in point is Alexander Parisot, featured

a childhood dream come true,” Parisot told

often show their appreciation when Parisot

in the Welcome To My Cab series – on

Volvo Trucks Magazine (VTM).

drives by. “Many people are surprised by how

the Volvo Trucks YouTube channel – which

This online publication reports that it

highlights some of the coolest Volvo trucks

had already been decided that the truck

on the planet.

– a Volvo FH13 with more than 370 kW

The vehicle is framed all around by 74

When Parisot celebrated his 40th

(500 hp) – would be red. “As both Parisot

LED lights, and a row of four extra spotlights

birthday, his wife abandoned the idea of a

and his wife are big Rihanna fans, the choice

has been installed above the cab. “For me the

12 |FOCUS| September 2015

lifelike the pictures are,” the proud FH owner relates.

»

FOCUS on EHCVS

Erhard Lettner used an interesting method to select his colour scheme …

Gurra describes his truck as old-school retro with some Dutch elements.

“I had a big birthday party and I wished for a trip to the United States. At the last second, however, my wife and I decided to paint the truck instead.

It’s a childhood dream come true,” says Alexander Parisot.

MAN’s “Porsche-Martini racing truck”.

September 2015 |FOCUS| 13

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FOCUS on EHCVS

truck is at its best at dusk,” Parisot points out. “In the evening, when all the lights are on, it almost feels as though the truck is a concert venue. It is so nice that it brings tears to my eyes.”

An entirely customised Volvo FH16 750 from Austria Another enthusiast, and Welcome To My Cab star, is Erhard Lettner who wanted power and beauty. “I wanted the most powerful truck on the market,” he relates.

The VTM reports that the door handle is just about the only thing that hasn’t been modified. A chromed bull bar, exhaust system, grills, rims and 180 LED lights (both inside and outside the truck) are only a few of the modifications.

“It’s important for me to have a unique truck as I like pretty things,” Lettner points out – adding that it is more fun to drive for 14 hours a day in a good-looking truck than in one straight out of the factory.

He used an interesting method to select his colour scheme …

“The truck is purple because we absolutely didn’t want a white one,” Lettner explains. “We didn’t know what colour to pick, so we just closed our eyes and pointed at a colour chart – and purple it was.”

The elks represent the company’s logo.

A modern truck with an old-school look You don’t have to be quirky to be unique, however, as Swedish truck driver Gustav Berggren (also known as Gurra) demonstrates with his retro customised Volvo FH. The VTM states that some say the style is influenced by the Dutch way of customisation, but, according to Gurra, the truck has an old-school retro look with some Dutch elements.

He points out: “I’ve tried to build my truck in an old retro style, with some touches of Dutch style – like the roof rack and the round roof sign.” Gurra also had the rims done in two tones to make the truck look old.

He opted for a “classic” gearbox. “I have a manual shift. I like stirring the juice myself,” Gurra explains. “Shifting is driving a truck, otherwise you’re just steering it.”

A MAN TGX PAYS HOMAGE TO the legendary Porsche-Martini racing cars A MAN TGX has been modified by Porsche Centrum Gelderland, in the Netherlands, to resemble its aristocratic cargo. This special transporter’s paintwork matches the colours of the legendary “Martini Racing Team” – renowned as multiple winners of the 24-hour Le Mans races of the 1970s.

Porsche Centrum uses the MAN TGX 6x2 to collect customer cars. Accordingly, the transporter is equipped with special lowprofile ramps and full air suspension allowing for fine adjustment of vehicle height.

This enables even very low-built sports cars, historic Porsches or racing cars to be loaded onto the truck.

These kings really do live to serve … |FOCUS

September 2015 |FOCUS| 15

Fuels

The price of

petroleum With crude oil prices currently at their lowest point since the first quarter of 2014, we find out what influences the price that South African consumers pay at the pumps and what fleet managers can do to reduce their fuel spend

I

n August the price of 50 ppm diesel was R5,72. It was R11,00 at the reef, you say? Well, you’re right ... but let’s break the fuel price down so that you, the consumer, have a better idea of what you’re paying for and why.

The price of fuel at the pumps is the sum of numerous factors, including the Base Fuels Price (BFP), various transport costs, levies and taxes. According to the Department of Energy (DoE), domestic fuel prices are influenced by international crude oil prices, international supply and demand balances for petroleum products and the rand/United States (US) dollar exchange rate.

“The import parity principle is an elegant, arms-length method of BPF determination to ensure that local refineries compete with their international counterparts,” it says.

The BFP (converted from US dollars/ tonne to rand/litre) is comprised of eight individual factors: • Free-on board (FOB) values – petroleum

16 |FOCUS| September 2015

product prices quoted on a daily basis by export-orientated refining centres in the Mediterranean, Arab Gulf States and Singapore.

• Freight – the cost to transport refined petroleum products from these centres to South African ports, based on freight rates published by London Tanker Brokers Panel, on January 1 each year, and adjusted monthly according to the Average Freight Rate Assessment – a function of risks and supply and demand of ships transporting refined petroleum products internationally.

• Demurrage – for time spent in port.

Demurrage rates are published by the World Scale Association Limited. In calculating the demurrage cost, the total demurrage time is limited to three days.

• Insurance – this is an element of 0,15 percent of the FOB value and freight, to cover insurance and other costs including letters of credit, surveyors’ and agents’ fees and laboratory costs.

• Ocean loss – a loss allowance factor of 0,3 percent to be calculated on the sum of the FOB, freight and insurance values is applicable to provide for typical uninsurable losses during transportation of fuels.

• Cargo dues (wharfage) – this cost (of utilising harbour facilities to off-load petroleum products from ships into on-shore storage facilities) is based on the tariff set by the National Ports Authority of South Africa.

• Coastal storage – this is to recover the cost of providing storage and handling facilities at coastal terminals. This element is adjusted on an annual basis by the increase in the producer price index (PPI).

• Stock financing – this cost is based on the landed cost values of refined petroleum product, 25 days of stockholding and the ruling prime interest rate less two percent.

According to the DoE, this BFP represents the realistic, market-related costs of importing a substantial portion of South Africa’s liquid fuels requirement – which totalled R5,72 this August. If we then break

Fuels

How can fuel spend be more carefully managed, or even reduced?

According

to

Sagar

Sen,

marketing

manager, commercial fleet at Shell South Africa, the company has noticed a decrease in corporate clients, due to mining strikes, lower manufacturing output and lower overall commodity prices.

Nonetheless, Sen advises that there are ways to better manage fuel spend: “Companies should mandate fuel and down the domestic influence on fuel price, for the August 50 ppm reef pump price of R11,00, we see the following: • R2,40/l – Fuel tax: levied on petrol and diesel, the magnitude of which is determined by the minister of finance.

• R1,54/l – Road Accident Fund: the income generated from this levy is intended to compensate third-party victims of motor vehicle accidents, again determined by the minister of finance.

• R0,64/l – Wholesale margin: a fixed maximum monetary margin calculated on an industry average basis. It is aimed at granting these marketers a benchmark return of 15 percent on depreciated book values of assets, with an allowance for additional depreciation, but before tax and payment of interest.

• R0,35/l – Inland transport costs: transport by road, rail, pipeline (or a combination thereof) from coastal refineries to inland depots.

•R 0,17 – Secondary storage.

• R0,12 – Secondary distribution.

• R0,033/l – Petroleum pipelines levy: the annual budget of the Petroleum Pipelines Regulator is approved by the ministers of energy and finance.

• R0,04/l – Customs and excise: a levy collected in terms of an agreement by the Southern African Customs Union.

• R0,0001/l – IP tracer dye levy: introduced into the price of diesel to finance an illuminating paraffin tracer dye, which is added to illuminating paraffin to curtail the unlawful mixing of it with diesel.

• R0,00/l – Equalisation Fund: a fixed monetary levy mainly utilised to equalise fuel prices. The levy is currently zero.

• R0,00/l – Slate: The BFP is calculated on a daily basis and is either higher or lower than the BFP reflected in the fuel price structures at that time. If higher, an under recovery is realised, meaning consumers are paying too little for product on that day. If lower, an over recovery is realised, meaning they are paying too much.

lubricant

selection,

implement

better

route planning, conduct regular vehicle maintenance and educate drivers on fuel efficient driving practices,” he recommends.

These calculations are done for each day in the review period and an average is calculated then multiplied by the volume sold locally. The cumulative over/under recovery is recorded on a cumulative over/under recovery account, referred to as the “Slate account”. A Slate levy is applicable on fuels to finance the balance in the Slate account when the Slate is in a negative balance.

• R0,00/l – Incremental Inland Transport Cost Recovery Levy.

These considerations added together (R5,28) are then added to the BFP (R5,72) to realise a pump price of R11,00. It is these price fluctuations that are responsible for the variations in fuel prices every month. |FOCUS

September 2015 |FOCUS| 17

Hazchem ?????

????? best-practice

Chemically balanced

There is no room for error when transporting petrochemicals or other hazardous chemicals. We speak to John van Heerden, driver training instructor, Chemical and Steel Division, Cargo Carriers, about how the company’s best practice keeps its risks low and customers happy

T

here are certain compounds, substances and articles of a dangerous nature that require a lot more finesse in transportation than your average flatbed load. Road transport is extremely risky without an experienced and competent transport company that has an excellent track record – especially where transportation of dangerous goods is concerned.

“When it comes to dangerous chemicals, you have to know what you’re dealing with, as accidents come with dire consequences; not just for your drivers, but for your clients, the environment and the surrounding communities.”

It takes a high-calibre transporter to safely and efficiently transport these, often lethal, materials. “If you are in the business of dealing with hazardous chemicals and gases, then it is absolutely critical to partner with a logistics expert with the right credentials, experience, and resources,” Van Heerden elaborates.

In transporting dangerous goods, Cargo Carriers insists on proficiency in four key areas: accreditation, drivers and training, the vehicles and equipment used, and emergency reaction.

Accreditation Dangerous goods must, by law, be treated

18 |FOCUS| September 2015

with a degree of extra care and attention.

There are certain bodies and institutions in South Africa that require compliance in order to safely and legally carry any hazardous materials.

Cargo Carriers is affiliated with the Chemical and Allied Industries Association (CAIA) and the company’s Sasolburg branch has been rated as a “preferred haulier”.

Cargo Carriers consistently undergoes extensive audits by the local and Germanbased DEKRA-ITS and all branches are ISO 9001:2000, ISO 14001:2004, and OHSAS 18001 accredited. All new contracts and branches are prepared for accreditation within the first year of operation.

Drivers and training Driver training is, arguably, the most important issue when handling and transporting dangerous goods.

“If your drivers are not top notch, then the risk is substantially increased.” says van Heerden.

Before drivers are even selected, they are required to fulfil certain criteria. They need to: pass a literacy and numeracy test; have a sturdy knowledge of road traffic ordinance laws; have sufficient tanker experience; and complete and pass a road driving test.

Once this process is complete, drivers are then trained at the company’s fully

fledged in-house training facility in Sasolburg.

The training includes an induction course, a first-aid and firefighting course, the nationally approved Dangerous Goods training, and further coaching by Van Heerden. Drivers are then retested every year.

“Tanker driving proficiency is difficult to achieve. The load is live and is, therefore, constantly moving. We have to make sure that the drivers we use are of top calibre and, through our training initiatives, we know that they are,” says Van Heerden.

Vehicles and equipment A tanker is not just a tanker. Different hazardous chemicals deserve different technical attention.

“You can’t just use any tanker for any chemical,” says Van Heerden. It is important that the tanker used is compliant with the chemical being conveyed, therefore tankers are purpose built to suit specific chemical composition.

Cargo Carriers also utilises on-board monitoring equipment in order to maintain the kind of safety levels required from each hazardous goods client.

Emergency reaction Sometimes preparation and training are not enough to avoid accidents. The biggest fear for any company that deals with hazardous goods is that their product

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Hazchem

best-practice

is involved in an accident. This can have disastrous effects on the environment, the surrounding communities and the company the transporter represents.

“In the hazardous goods business, the ability to react to emergencies can, literally, mean the difference between life and death. It is vitally important to have contingency plans in place so that any emergency can be taken care of quickly,” says Van Heerden.

Nevertheless, the threat remains constant. In the event of a road spill, or spillage at the loading or offloading point, Cargo Carriers has a contract in place with an accredited spill-reaction company to expertly handle all incidents with respect to containment, clean up and rehabilitation.

Cargo Carriers has built its reputation of best practice in the area of hazardous goods on the back of an excellent record in

the areas of safety, health, environment and quality (SHEQ).

“It’s no exaggeration that today our ability to compete in the fuel, gas, chemicals and mining industries depends upon our high levels of service, and on operating at the highest possible levels of SHEQ,” says Van Heerden.

The company’s track record and accolades are surely proof of this. |FOCUS

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Fleet

management

More vehicles, more

problems Operating a fleet is a stressful undertaking. We identify the issues that are keeping fleet managers awake at night, and try to find out what can make their job a little easier

E

ach month, FOCUS is inundated with industry news releases.

These paint a pretty telling picture of the current operating landscape. We’ve identified numerous “problem areas” from this – the kinds of issues that can keep a fleet manager awake at night …

So, in no particular order, let’s find out what the industry is dealing with.

Operating in Africa Africa’s economic revolution is creating many opportunities. Andrew Robinson, CEO of the Kit Group, says it is becoming increasingly clear, however, that getting logistics right in Africa is a different game altogether.

“The levels of complexity brought about by having 54 countries – all at differing stages of development and with different political sensibilities, legal systems, regulations and tax regimes – is staggering,” he notes.

Robinson suggests that trading zones can be useful in getting product to market as cheaply as possible and, in some sectors, operating within the bloc and understanding the rules can offset the customs duties in the Southern African Development Community (SADC) region altogether.

“Unfortunately, when things go wrong, and they will, even if it isn’t your fault, it can be very expensive and negatively impact on your ability to service your customers effectively,” Robinson says.

22 |FOCUS| September 2015

“In Africa there are no plug-and-play recipes for success. It is simply a question of getting the basics right, paying attention to all the little details, ensuring that you don’t make any expensive mistakes and having the right logistics partners.”

According to the recent World Bank 2015 Doing Business Report, South Africa is rated 100 out of 189 economies for ease of trading across borders.

Bruce Marshall, country manager: Zambia, Zimbabwe and Malawi, of Maersk Line, says cross-border trade efficiency depends a lot on a country’s logistics capabilities and the state of infrastructure in the region.

“South Africa ranks favourably in the overall World Bank Logistics Performance Index (LPI), at 34th; by comparison, Nigeria ranks 75th.” The index tracks customs, infrastructure, international shipment, logistics competence, tracking and tracing and timeliness.

Germany is the top logistics performer in the world in overall LPI. In terms of timeliness, South Africa scores 3,88 compared to Germany’s 4,36 and 3,62 in logistic competence compared to its 4,12.

South Africa currently scores 3,20 in the infrastructure category, which compares favourably with Malawi (3,04), Zambia (2,31) and Zimbabwe (2,25).

In terms of customs ratings in Africa, Zimbabwe scores a low 1,89, Zambia 2,54,

Malawi 2,79 and South Africa 3,11.

“One of the challenges that many countries in Africa face during cross-border trade is customs clearance, with trucks having to wait for days while documents are processed,” says Marshall, suggesting that the development of rail infrastructure is a possible solution to this problem.

Technology and reducing costs The ever-increasing barrage of operating costs is an aspect that needs no introduction.

Fuel, maintenance, tolls, insurance and accidents are expensive and fleet managers need to be able to make use of the resources at their disposal to reduce these costs.

Using a tool like Fleet Recon can help extract maximum value from telematics data and other key management processes, to increase the productivity of fleets while reducing costs. Managing director of Fleet Recon, Tanya Clarke, explains that if a fleet investment is not managed correctly, it is a dormant investment.

“The Fleet Recon reports used to manage productivity also affect cost-savings. This analysis can save companies ten to 15 percent on their fleet costs.”

Another increasingly popular solution being used to avert financial and insurance losses is the adaptation of forward-facing cameras that monitor drivers and capture data of an accident or driving incident.

Fleet

management

Intelligent Telematics operations director, Craig Lovell, says that, as the insurance sector becomes more technically aware, it is becoming critical to ensure that GPS accuracy and G-force measurement readouts are highly reliable, to prevent any challenges to the validity of data.

“Poor quality data faces the risk of being dismissed, with operators ultimately having to absorb the added costs. It’s important that companies carefully consider any camera

at Standard Bank) is another key issue causing angst in the transport industry at the moment.

“Due to the shortage of skills, many transport operators take the credentials presented by new recruits on face value, without adequate verification of their skills,” she says.

“A large portion of fleet managers do not have the capacity to take their drivers to training and vehicle familiarisation courses,

and professional drivers is one that cannot be stressed enough.

Last year, the South African police recorded 69 490 cases of drunk driving.

The use of alcohol and drugs among truck drivers is also worrying in its prevalence. Says Rhys Evans, director at ALCO-Safe: “Alcohol is one of the primary culprits, but drug use, particularly of stimulants, is a growing problem. When mixed with alcohol, stimulants can have devastating consequences.”

due to staff shortages. There is also the fear that skilled drivers will be poached by competitors.

“There are signs, however, that the transport industry may have started turning the corner. There seem to be a number of initiatives from the industry, itself, to do something about the skills crisis. One of these is the Road Transport Management System (RTMS), of which driver training and development is one of the four pillars,” Fritz notes.

Drivers face incredible challenges including poor diet, extended working hours and, in many instances, substance dependency. The issue of correctly trained

Evans suggests that a comprehensive substance abuse programme, which includes on-going random testing and, importantly, an educational component for employees, is essential in reducing the dangers associated with substance abuse on the roads.

“By reducing substance abuse, drivers can become healthier, more alert and more responsible, cause fewer accidents and become more motivated and productive.

Educating drivers on these benefits can greatly improve employee response to alcohol and drug testing policies,” he says.

Driver fatigue is also a big danger.

“In South Africa, our drivers are paid per kilometre travelled; more kilometres driven

Extracting maximum value for telematics data can increase the efficiency of a fleet.

investment to avoid potentially spiralling insurance costs,” he advises.

Some offerings on the market go a step further, adding increased safety and security features. Fleet Protect, for example, offers extra cameras for a view of the cargo and fuel tank, an open two-way communication line to speak to drivers and Alco Protect; a system linked to the ignition to prevent drunk driving.

Driver training, sobriety and fatigue The shortage of drivers in South Africa (by as many as 3 000, according to Toni Fritz, head of vehicle and asset finance – Business

September 2015 |FOCUS| 23

Fleet

management No matter how high-tech the vehicle, drivers face immense challenges on the road.

equals more money. If we consider that drivers are generally not very well paid, then it is easy to say that they will travel until they, literally, can’t anymore,” says Grant Fraser, product and marketing director at MiX Telematics (Africa) While driving hours are strictly regulated in countries such as America, Canada and Australia, the scenario in South Africa leaves our industry vulnerable. “It leads to a critical concern in the fleet sector that results in loss of life, revenue and good drivers,” says Fraser.

“Companies should ensure that they provide adequate driver training and implement a proper screening process.

In addition, investing in fleet management systems to monitor driver behaviour, to ensure that they are adhering to proper rest periods, is also a possibility,” he advises.

Fraud and crime Crime has long been a reality in South Africa and the tough economic and social conditions our country is currently dealing with are exaserbating the situation.

“Official crime statistics show a 12,3 percent increase in carjacking to 11 221 reported cases, while our own truck hijackings stats increased by 16 percent in the last financial year. This aligns with similar figures released by the Road Freight Association of 1 150 truck hijackings across the industry during the same period. The escalation is rapid and significant,” says John Edmeston, Global CFO of Cartrack Holdings.

“Our experience and the findings of the report are consistent with criminal motivation theory, which suggests that economic stress

24 |FOCUS| September 2015

causes an increase in criminal behaviour.

the suspension and give truck operators

Past experience shows that during the financial crisis of 2008/9, truck hijackings in South Africa soared by 61 percent, when compared with South African Police Service (SAPS) stats for 2006/7. During the recovery years of 2011/12, the incidents fell by 42 percent,” Edmeston adds.

Fuel card fraud is another type of crime fleet managers have had to deal with for a while now. According to Standard Bank, levels of fuel card fraud are not at epidemic levels, but it still requires vigilance.

Transaction authorisation systems can help, says the bank. These automatically decline any transaction that falls outside certain parameters – such as filling up more than the vehicle’s tank capacity, or more than once within a certain time frame.

the benefit of reduced service intervals and better wear life.

“In the southern African transport industry the use of polyurethane bushings and components are estimated to save transport companies millions of rand in tyre wear as a result of increased service life of suspension systems,” he says.

Vehicle fitness In an attempt to keep vehicle maintenance costs to a minimum, high-quality replacement vehicle parts (priced at a premium) often fall by the wayside with favour going to cheaper alternatives. The short-term saving can turn out to be dangerous and more expensive in the long run, however.

Fred Evans, suspension expert and managing director of Polyflex Seals, suggests that truck operators carefully select components – like replacement suspension parts – from reputable suppliers only.

“This follows a spate of failures caused by inferior quality bushings that are being sold as ‘high quality’ polyurethane replacement parts. This is of particular concern for the industry, as polyurethane bushings are used in heavy-duty applications to protect

The future The last few years have seen much speculation and concern around various proposed laws and how these will affect the transport industry.

The current consignor/consignee legislation, while intentionally good for the industry, has been criticised for being too complicated to be truly workable. Industrial weighing company, Sasco Africa, is confident it has a solution to ease compliance.

A highly secure and cost-effective cloudbased solution, Sasco PAW (Permissible Axle Weights) enables transporters to maintain a complete database of their trucks, trailers and customer details on a load-by-load basis to seamlessly compute and transmit truck and trailer combination PAWs to consignors.

The system can be directly integrated with consignor weighbridge systems through Sasco’s weighbridge software, which has been released recently.

Sasco PAW is operated on an expandable database system with eleven different user levels. User Level 0 is free, allowing for up to six truck, trailer and customer combinations. At User Level 10, a single-user license can cater for up to 100 000 such combinations. |FOCUS

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tribute

A final

send-off to Terence Kruger

It is said the most beautiful flowers are always picked first. Although the passing of Terence Kruger has robbed the industry off a great man, we find solace in the fond memories shared with this stellar BPW stalwart

D

eath is a brutal fact of life and we can never truly prepare for the grief and loss the passing of a loved one will bring. For everyone who knew and loved Terence Kruger, his passing brings great sadness.

Terence was a dearly loved friend, colleague, husband, father and grandfather.

Affectionately known as “daai oom met die wit hare” (loosely translated as “the uncle with the white hair”) by his doting customers.

Known for his passion and strength, Terence fought a good fight, but, sadly, lost his battle with cancer on July 23.

He joined BPW Axles as national sales manager in 2000 and has always been a hardworker, who thrived on building relationships and adding value to the customer.

Terence was diligent, and also had scathing wit. “Terence had a very wonderful and very dry sense of humour,” recalls Andre Cilliers, MD of BPW. A display of his humour in action was when he returned from a doctor’s visit and Cilliers asked what the doctor’s feedback was; his cynical response was: “He said I will live until I die”.

Not even his battle with cancer could take the humour and life out of Terence. “After

his leg was amputated in February, he would jokingly tell colleagues that he now had ‘only one leg to wash’. The BPW family will miss his personality,” says Cilliers.

Even in his condition, Terence would continue to handle customer queries through e-mail and phone while at home.

So passionate was he about his work that he took no prisoners when it came to others’ lack of commitment to their duties; inefficiency frustrated him.

He was meticulous in how he worked and was a perfectionist; so much so that the staff knew him for his shiny shoes and impeccably neat desk. His car was also always perfectly clean inside and out.

In addition to being BPW’s national sales manager, he was also known as the resident golf player at the company and assumed the activity as part of his job description.

Terence was also a member of the Institute of Road Transport Engineers (IRTE) for more than ten years and served on the steering committee for the Johannesburg centre; a job he also did with distinction.

Tributes to a man of stature “Even though he is now in a better place, it is always hard to accept that a beloved friend is gone. Terence was such a unique

character. It is so sad that it was not granted to him to enjoy and spend his well-deserved retirement with his family, especially with his wife and his grandchildren who he loved so much. Our thoughts are with his family and we truly hope that they will stay close together to overcome the painful loss of Terence.”

-Birgit Sattler, team leader export markets at BPW Germany “I am terribly sorry and sad to hear about the death of Terence Kruger. We are very grateful for what he accomplished for our company. On behalf of myself and my father, please extend our sincere condolences and deepest sympathy to his family.”

-Achim Kotz, managing partner of BPW Germany “I have no words to express my sadness. I met Terence just once last year, but he will always have a place in my heart. Destiny willed that today I am wearing the necklace he gave me as a present last year, when I was in South Africa. The only consolation is just knowing that he is in a better place without any pain.”

-Vita Trombetta, area manager at Daken S.R.L, Italy

tribute

“Terence’s passing is such a shock. I have no words to express my sadness. On behalf of Mr Lorusso and the Takler staff, we send our sympathy for this terrible loss. I am sure he’s in a better place where he won’t suffer anymore. A big hug to his family.”

-Sara Elia, sales manager at Takler Group, Italy “He was kind and a true GENTLEman; a real gem of a man. I speak on behalf of the entire FOCUS team when I say that it was an absolute joy to meet and interact with him over the past 15 years. We will miss you terribly Terence.”

-Charleen Clarke, editor of FOCUS “Wow, this sure is sad news. I had no idea he was so ill; the last time I spoke to him he was so positive, but then again that was Terence.

He will be sadly missed by all the personnel at African Cryogenics (formerly Rand Air + Gas).”

-Allan Sparrow, managing director at African Cryogenics “Terence was a good man who’ll be sorely missed by many. Best regards to all at BPW and his family.”

-Mark O’Reilly, O.R Industries “This is indeed sad news. Our sincere condolences go to his friends and family.

Terence was a gentleman, always willing to assist and go that extra distance!”

-Allan J Dunn, Unitrans Supply Chain Solutions “On behalf of SAF Holland S.A, I’d like to send our deepest condolences to Terence’s family and the BPW team for their sudden loss.

Terence was definitely a man with great knowledge and deeply respected within the

trailer manufacturing industry. He will be greatly missed by colleagues from far afield.”

-Simon Dolphin, technical manager at SAF Holland South Africa “I’m really sad to hear this news. It was great to have known Terence and I appreciate what he has done for us. I’m glad that I can look back to the good memories. He was a good and caring man. I wish BPW and his family all the strength to handle this loss.”

-Frans de Raad, owner of Cargofloor, Holland “A big loss. My thoughts are with BPW, your team as well as his family.”

-William Mathee, managing director at SAF Holland South Africa “I am shocked at the news! Terence was a super person for whom I had great respect and with whom I got on well. His passing is a big loss to us all. It will take me some time to get over it. My condolences to his family.”

-Barney Curtis, former CEO of Federation of Southern African Road Transport Associations (FESARTA) “It is great sadness and shocking news. He was a good and supportive man who was very helpful to our business with BPW. We have really lost a dear friend. We will always remember him.”

-Issa Said, technical sales manager at Superdoll Trailer Manufacture, Tanzania

“Ai tog, dit is baie sad nuus. Ons deel in julle smart. Dra asseblief ons medelye oor aan sy familie.” (This is very sad news. We share in your grief. Please pass our condolences on to his family.)

-Gerhard van der Merwe, CEO of GRW

“Jammer om te hoor van Terence se afsterwe. Hy is verseker nou op ‘n beter plek!” (It saddens me to hear about Terence’s death. He is now in a better place.)

-Wentzel van der Merwe, executive director: business development at GRW “Ek weet nie wat om te se nie. Ek het trane in my oe.” (I’m speechless. I have tears in my eyes.)

-Riaan Esterhuizen, group procurement manager at Route Management “Ons innige meegevoel. Ons gebede en gedagtes is saam met julle in die tyd en dra asseblief ons medelye aan die familie oor.” (Our deepest condolences. Our prayers and thoughts are with you during this time and please pass our condolences onto the family.)

-Deon Prinsloo, managing director of CTS Trailers “Dit is baie slegte nuus, ons meegevoel an al sy kollegas en vriende by BPW. Hy was ongetwyfeld die grootste “gentleman” wat ek ooit in besigheid ontmoet het.” (This is awful news, our condolences to all his colleagues and friends at BPW. He was undoubtedly the greatest gentleman that I have ever met in business.)

-Renier van Rensburg, director at TFM “Dit is so hartseer en aan al julle wat soveel jare saam gewerk het – ons dink aan julle. Sterkte.” (This is heartbreaking. Our thoughts go out to everyone that has worked with him for so many years.)

-Piet Cillié, projects director at Imperial Logistics

September 2015 |FOCUS| 27

focus on RAIL

On the right

track?

There have been some major developments in the local rail industry. We feature some of the recent happenings before looking at international projects where things are being done right

S

Anews.gov.za – the South African government’s news agency, published by the Department of Communications – quotes Minister in the Presidency Jeff Radebe, in its piece: Infrastructure plan bears fruit: “After decades of under-investment in maintenance and expansion, the country is in the process of revitalising its transport networks to become the transport hub for southern Africa.”

Radebe also says: “Government is spending in the region of R51 billion on new rail rolling stock to renew the passenger fleet as well as R4 billion on new hybrid locomotives. To date, the Passenger Rail Agency of South Africa (Prasa) has taken delivery of 13 of the 70 new locomotives.”

The news agency adds that, according to Radebe, Transnet Freight Rail is spending a further R50 billion to procure 1 064

28 |FOCUS| September 2015

locomotives (of which 599 will be electric and 465 diesel), for its general freight business unit by February 2019.

“Tenders have been awarded to different consortia led by General Electric, China North Rail, China South Rail and Bombardier Transportation,” the website points out.

“Minister Radebe says these initiatives place South Africa in the position of having the largest wholesale rail renewal and general overhaul programme in Africa.”

Other media reports, however, differ from this positive picture: “Controversy has refused to die over the Prasa’s deal to procure 70 locomotives from Spanish manufacturer Vossloh Espana, through Swifambo Rail Leasing,” notes BDlive, the digital identity of the national daily newspaper Business Day. It adds that Prasa seems to have flouted its own procurement policies and

contractual stipulations to favour Swifambo – “referred to as ‘the seller’ in contracts seen by Business Day, is a supplier of railway technology, according to its website. But little information is readily available about the company”.

“The latest questions date back to 2013, when opposition parties asked the auditorgeneral to investigate the deal, citing the high cost of the locomotives,” BDlive points out. “There had also been questions about why Prasa would choose to associate itself with Swifambo as one of its directors was implicated in tender corruption some years before.”

The other controversies include media reports that the locomotives could damage South Africa’s rail infrastructure. These state that “senior railway engineers warned Prasa that they were too high for the local railway lines on long-distance routes for which they

focus on RAIL

Wouldn’t it be great if we South Africans could tap our smartphone to ride the country’s trains instead of using these devices to read about the controversies surrounding Prasa …

were intended,” according to Manny de Freitas, spokesperson on transport matters at the Democratic Alliance.

“However, Prasa has strenuously denied this, going as far as taking journalists aboard a train pulled by a Vossloh locomotive to disprove these claims,” BDlive continues.

“Prasa has so far received 13 of 20 new diesel locomotives, which are undergoing testing and will operate commercially upon approval from the Rail Safety Regulator (RSR). The other 50 locomotives are hybrid, which means they can run on both diesel and electric power.”

Developments abroad While these allegations are making the rounds, other countries are doing more for their commuters. In the United Kingdom (UK) rail passengers are benefiting from new

compensation arrangements, which came into effect on July 19, as part of changes to the National Rail Conditions of Carriage (NRCoC).

Under the changes, passengers claiming compensation for delays and disruption will be able to receive their compensation in cash instead of rail vouchers, if they request it.

Different train companies have different arrangements for when passengers are entitled to compensation, but, generally, if a passenger is delayed by more than 30 minutes for any reason they may be entitled to some compensation.

The amount of compensation paid out by operators under the “Delay Repay” scheme, which covers around half of the train companies, increased by £10 million (more than R195 million) between 2013 and 2014.

Referring to the compensation arrangements, David Mapp, commercial director at the Association of Train Operating Companies, says: “Compensation for delays has become increasingly generous and easy to apply for. Today’s changes underline the industry’s commitment to offering passengers an ever better deal, including how they receive compensation.

“The timetable is the rail industry’s commitment to its passengers and we never want people to suffer delays or disruption.

Train operators and Network Rail are working hard together to make more trains run on time, but when things do go wrong we want to put it right.”

The Rail Minister, Claire Perry, says: “Passengers have told us that they want better compensation when their trains are delayed, and I am pleased that the industry has responded. This change is a positive first step, but I am working with the industry to ensure more improvements are delivered as soon as possible. This is all part of our plan to give hard-working commuters a better deal and better journeys.”

The benefits didn’t stop there, as train passengers in London can use an iPhone or Apple Watch to pay to travel, from July 14.

Apple’s contactless system, Apple Pay, is now valid for travel anywhere on the London public transport system, including national rail stations and services, where contactless cards are already accepted for pay-as-you-go travel. The new payment system has been developed in collaboration with Transport for London.

Mapp says: “Apple Pay is another welcome and convenient way for people to pay to hop on a train. Many train passengers are already using contactless bank cards and smart cards like Oyster, or buying e-tickets on smartphones.

“Over the next ten years we will see increasing use of the latest technology to transform the way people buy rail travel.”

The UK rail industry is working on a range of initiatives to make it simpler and easier for people to buy and use train tickets, with a gradual move to new types of electronic tickets.

Now wouldn’t it be great if we South Africans could tap our smartphone to ride the country’s trains instead of using these devices to read about the controversies surrounding Prasa … |FOCUS

September 2015 |FOCUS| 29

light brigade

A (Super)

ace

up the onetonne sleeve

W

hile by no means a kei truck – it has a much larger 1,4litre engine and can carry a full tonne, for a start – the Super Ace EX2 is a mini truck with some pretty impressive credentials.

That one-tonne payload is derived from a 1 260 kg kerb weight and a 2 260 kg gross vehicle mass. It’s cab-over design endows it with the longest load bay among South Africa’s onetonne pick-ups, at 2,63 m.

The load bay is 1,5-m wide, realising a total load area of 3,8 m2. The standard drop-side body is shallow, though, but has been raised to a loading height of 600 mm so is unimpeded by intruding wheel wells. Various racks and canopies can be ordered from Tata dealers.

With the EX2 Tata took the opportunity to address some concerns with the previous model. Technical upgrades include an updated cooling system with a larger radiator, a water separator added to the fuel system and a four-layer insulation package to reduce the transmission of heat to the occupants in the cab.

The cab interior has been revised, too. A change of interior colour to black gives the EX2 a much more workman-like appeal, being less likely to soil than the previous grey. A handy tray and rather wide and shallow cup holders have also been added between the seats.

Most of the plastics are hard and scratch-

30 |FOCUS| September 2015

You might have read last month’s feature by GAVIN MYERS about the fascinating world of the Japanese kei truck. Fittingly, around that time, Tata Motors launched a renewed version of its Super Ace mini truck; the EX2 – so he took it for a spin resistant and should wear well. The interior fittings are well constructed and of good quality, while the floor mats are rubberised for easy maintenance.

Our test unit was the R149 995 high-spec DLE variant, which features air-conditioning, electric windows, fog lamps, interior adjustment for the rear-view mirrors, grab handles and colour-coded bumpers.

These features are in addition to the DLS version’s power steering, remote central locking (including automatic locking and unlocking), engine immobiliser, height-adjustable headlights, lockable fuel cap and battery guard.

The Super Ace is powered by a 1,4-litre turbodiesel engine that produces just 52 kW of power at 4 500 r/min and 135 Nm torque at 2 500 r/min. Although our test unit wasn’t even through its running-in period yet, the Super Ace feels a lot stronger than these figures suggest, with the torque available on tap in most gears.

Claimed fuel consumption is 7,2 l/100 km on the combined cycle. The engine drives the rear wheels through a five-speed manual transmission which, again, needed to be run in – although the snappy gearshift did smooth out a bit as we covered more mileage.

The light kerb mass and cab-over chassis design results in the ride (unladen) being quite jiggly. Softer front springs might help

smooth the ride. This setup and the Super Ace’s small dimensions result in fantastic manoeuvrability, though. No ABS brakes or airbags are fitted.

On the road there are a few niggles. The small cab means the range of seat adjustment is minimal (as is the ability to store anything sizeable behind the seats), which results in a bolt-upright driving position. This is not uncomfortable, though taller drivers will find their far-forward visibility impacted as a result of the high seat position, especially with the sun visor in use. There is also no dimmer on the rear-view mirror and the rear window reflects light quite harshly at night.

Despite its cute looks and mini-truck size, the Super Ace EX2 is an honest workhorse that presents an appealing alternative to the traditional single-cab bakkie – especially if the extra load length is a requirement. In fact, it is the only cab-over one-tonner on the market (the Hyundai H100/Kia K2700 weigh-in at 1,3 t), which further allows it to carve out a niche for itself.

Tata covers the Super Ace with a threeyear/100 000 km warranty, three-year/ 60 000 km service plan and three years of roadside assistance, which – with its competitive price, revised specification and up-rated mechanicals – should add to its appeal. |FOCUS

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September 2015 |FOCUS| 31

ITOY exclusive

Daimler shapes its future

With the razzmatazz of a Broadway opening, Daimler AG delivered its “Shaping Future Transportation” event at the Campus Safety event in Berlin. The global gathering was aimed to showcase Daimler’s latest technological innovations in road transport safety, and to reveal what it claims to be the most efficient heavy diesel engine in the world. PAUL WHITE was there

F

irst up was an introduction to

users; because they are always on, always

collisions and lane-departure accidents

the array of safety systems

concentrating and not affected by weather or

account for 33 and 28 percent respectively.

available across the Mercedes-

fatigue – unlike the human driver.

In third place, at 26 percent, are accidents at

Benz range of trucks, buses and

In Germany, operators are increasingly

intersections, while 13 percent of accidents

vans. Expressing the importance of safety

aware of the benefits driver-assistance

to Daimler, Wolfgang Bernhard, head of

devices can bring. This awareness is clearly

The company can gain from certain

Daimler Trucks and Buses, said: “The vision

reflected in new truck orders, where two out

economies of scale when developing new

of accident-free driving is our driving force.”

of every three Mercdes-Benz Actros trucks

vehicle systems like Mirror Cam, which could

involved pedestrians and others.

Though, interestingly, he described the

ordered will come with at least one additional

potentially be applied across all Daimler

proposed increase in vehicle lengths to

safety feature. This is a significantly higher

products. Some systems are, however,

accommodate an extended safety bumper

figure than the rest of Europe where it is one

specific to vehicle types.

as having limited value. To make his point

out of every 16.

he noted that a 40-t GVW truck travelling

Operators

An example is the anti-jackknifing system to

for the Mercedes-Benz Citaro articulated

at 80 km/h, has the same kinetic energy as

appreciate Daimler’s claim that almost

are

also

beginning

bus. Using data from the CANbus system,

a Mercedes-Benz C-Class car travelling at

50 percent of major accidents can be avoided

the newly developed Articulation Turntable

400 km/h.

with driver-assistance systems. Daimler’s

Control (ATC) monitors the steering angle of

Speakers outlined the value of systems

take on this is based on accident figures from

the articulation turntable, and regulates the

such as Active Brake Assist 3, Blind Spot

the German Federal Statistics Office, which

hydraulic damping in relation to the steering

Monitoring, and Lane Keeping Assist. The

highlight a number of issues.

angle. This significantly reduces the seesaw

main advantage of these systems is that

The statistics for commercial vehicle

they deliver safety benefits for all road

accidents, for 2013, show that rear-end

32 |FOCUS| September 2015

effect of the rear section, and therefore reduces the potential to jackknife.

ITOY exclusive

The light-commercial and passenger

Unfortunately, things do go wrong. To

average fuel consumption of 28,5 l/100 km.

models have the widest variety of applications,

help with post-accident recovery, Daimler

That equates to 1 100 litres of fuel, and about

including family runabout, campervan, goods

has placed a unique QR Code at the ‘B’ pillar

three tonnes of CO2 on a long-distance tractor

transport, emergency services – and just

to assist rescue services to access vehicle

and semitrailer.

about everything in between. This means that

details. Now, if the accident causes an airbag

not everyone needs all, or any, of the systems

to trigger, the engine will shut down, the

engineers

available from the Mercedes-Benz catalogue.

hazard and interior lights will activate, the

re-examined how each component worked,

Nevertheless, safety across all models is

front windows will partially open and the

with a particular focus on air flow and fuel

paramount and systems can be selected as

doors will unlock.

metering. The result means the 12,8-litre is

appropriate.

In designing the new OM471, the went

back

to

basics

and

The main cause for celebration made its

now 20 kg lighter, and offers a choice of five

Volker Mornhingweg, head of Mercedes-

appearance on day two of the event when

power outputs from 420 to 530 hp (310 to

Benz Vans, highlighted the issue that vans

the Stuttgart manufacturer revealed the

390 kW) at 1 600 r/min. Maximum torque

can be driven on a “Class B” licence. Often

“latest generation of our successful OM471

ratings range from 2 100 to 2 600 Nm and

drivers have little understanding of loaded

engine”.

are all delivered at 1 100 r/min.

vehicles with a high centre of gravity, and

Since the initial launch, in 2011, of the

One of the key elements is the second

then new Actros MP4, OM471 has been

generation of the X-Pulse fuel system, which

To further strengthen safety credentials

installed in over 250 000 Daimler trucks,

now delivers fuel to the redesigned eight-hole

of its products, from August this year a

with over 100 000 of those being Mercedes-

injectors at up to 2 700 bar pressure. In

basic version of Active Brake Assist (ABA)

Benz trucks. The redesign of OM471 has

the cylinder, the compression ratio has been

will become standard on truck models. This

cost Daimler €60 million (R859,61 million).

increased from 17,3:1 to 18,3:1.

move means that Mercedes-Benz trucks

The company is confident that the money

will comply with “Stage 2” of the regulations,

has been well spent – and that operators

asymmetric

which are not expected until autumn 2018.

will agree.

completely designed in house. However,

here the systems can help immensely.

Another key component is the new turbocharger,

which

was

Already there are about 60 000 units with

What Daimler is offering operators is a

within the manifold there is a redesigned

an ABA system, and about 23 500 of those

fuel saving of up to three percent, based on

and newly patented EGR flap, which splits

have ABA 3.

an annual mileage of 130 000 km, at an

the exhaust gas between the turbine and

September 2015 |FOCUS| 33

»

ITOY exclusive

the EGR system depending on demand.

Service intervals remain at 150 000 km,

autonomous truck, Freightliner’s Inspiration,

This helps the OM471 achieve an improved

and Daimler is confident the new engine will

has been approved to run on public roads in

torque curve with (almost) maximum

prove as reliable as its predecessor. During

the state of Nevada in the United States, with

torque being delivered around 800 to

the development process, OM471 covered

others to follow (see FOCUS July).

950 r/min.

12,5 million test kilometres.

In his closing address, Bernhard called on

Importantly, the three power options

The unit will be installed in Setra Top

the European Union (EU) in Brussels to amend

from 310 to 350 kW are what Mercedes-

Class Coaches from August, with truck

ECE R79, which only permits autonomous

Benz describes as “Top Torque” engines.

orders for the new six-cylinder being taken

driving up to 10 km/h. A proposal on this

Active Brake Assist 3 allows MercedesBenz trucks to comply with regulations expected only in two year’s time.

The interior of Future Truck 2025 is unlike anything truckers know.

Blind Spot Monitoring makes the invisible visible to the driver.

The Mercedes-Benz Citaro demonstrates anti-jackknife technology using the newly developed Articulation Turntable Control.

This means when top gear is selected in

for October delivery. (For more details see

amendment will be submitted in 2016, and

the PowerShift3 transmission, an additional

Global Focus on page 42.)

it is expected that Mirror Cam, as shown on

200 Nm of torque is available to maintain cruising speed and reduce gear changing.

When the newly developed engine and safety systems are combined, the result is

Future Truck, will be approved for use the same year.

The low-end torque will improve driveability

the dramatically styled “Future Truck”. The

“Between 2000 and 2011, while road

and will work well with the new, standard final

Mercedes-Benz Future Truck 2025 project

transport performance in the EU grew by

drive ratio of 2,53:1. This combination gives

was launched, coincidently, one year to the

15 percent, the number of fatal accidents

an engine speed of 1 150 r/min at 85 km/h,

day before the Berlin event. This means we

involving trucks fell by 60 percent.

on 315/70 R22.5 tyres, and should appeal

are now one year closer to 2025.

to many operators.

Notably, within that year the world’s first

“Only a relaxed driver can be a good driver,” he concluded. |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.

34 |FOCUS| September 2015

2014

• Save up to 14% on service costs • Lower your Total Cost of Ownership • For best results, use Telligent® Maintenance in conjunction with FleetBoard®

Call 0800 133 355, visit www.mercedes-benz.co.za/telligent or contact your nearest Mercedes-Benz Commercial Vehicles dealer for more information.

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September 2015 |FOCUS| 35

MBSA/2437/TEL

CharterWay® powered by Telligent® Maintenance. A first from Mercedes-Benz Trucks.

A Daimler Brand

Only service what you have to, when you have to.

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

ITOY exclusive

An exercise in

evolution

By the time you read this, Iveco will be just about ready to take the wraps off its all-new Eurocargo. Here’s what to expect

T

he evolution of the Iveco range has been completed. Following the Stralis and the Daily, the new Eurocargo offers customers important innovations in terms of engines, safety, comfort, cost reduction and environmental sustainability.

As the market leader in Europe, the new model is designed to be the ideal partner for urban operations. Featuring all-new functionality and design, Iveco says it offers lower fuel consumption while confirming its super and steady handling and versatility.

“Our new Eurocargo is the truck that the city likes,” says Iveco brand president, Pierre Lahutte. “It’s a vehicle that has something to be liked by everyone: cities like it because it is sustainable; owners like it because it is efficient and has a low total cost of ownership; drivers like it because it’s a true ‘office on wheels’ – comfortable and multi-functional, easy to handle featuring good ergonomics.”

Immediately distinguishable by its entirely new design, the Eurocargo reflects the

36 |FOCUS| September 2015

company’s design style pioneered by the light-duty Daily. Key features are the new air deflectors and the new front grille, which traces a bold line to accentuate the brand name at its centre. LED daytime running lights have been adopted as standard (Xenon headlights are also available on request).

Iveco knows that vehicles such as the Eurocargo are used mainly for urban distribution and municipal services, and so priority was given to improving performance and reducing fuel consumption.

Eight engine options are available, including two new Tector 5 four-cylinder engines of 119 and 141 kW (160 and 190 hp). These are optimised to suit the typical conditions of urban operation.

The development of a new turbocharger, revised compression ratio and torque output increased at engine speeds below 1 200 r/min have enabled more dynamic response when accelerating and upon start up. The ultimate result is fuel savings of up to eight percent.

These are not the only fuel-saving measures, though. The EcoSwitch system lengthens sixth-gear engagement times and limits down-shifting into fourth, while EcoRoll takes advantage of the vehicle’s inertia on an incline – to the benefit of reduced fuel consumption on extra-urban routes and long runs.

An important feature of the new Eurocargo is the single anti-emission system; the HI-SCR system with a passive Diesel Particulate Filter.

It is the only Euro-6 medium-range vehicle in its category to adopt such a system.

What makes Iveco’s HI-SCR system unique is that it is the only emission-control system that does not change the combustion process; that is, there is no exhaust gas recirculation.

(See “What makes HI-SCR special?” for more information.)

Safety was another key consideration. A driver airbag is incorporated and the new Eurocargo is also equipped with key driving assistance systems. Standard fitment is the Lane Departure Warning System, which

ITOY exclusive

What makes HI-SCR special?

The bold new grille gives the new Eurocargo an unmistakable visage.

warns the driver when the vehicle is about to stray from its lane.

In addition to the Enhanced Vehicle Stability Control system – already standard on all versions from 12 to 19 t – the New Eurocargo features the Advanced Emergency Braking System.

This measures the distance from the vehicle ahead, assesses risk, warns the driver of the possibility of a collision and automatically applies the brakes to avoid or mitigate a potential impact. This system is compliant with European legislation coming into force in November 2015.

But – as they say in the classics – that’s not all, folks … Adaptive Cruise Control is now available on the new Eurocargo as well.

Another safety and driving-comfort feature, this automatically maintains the distance from

the vehicle ahead, adapting cruising speed using radar sensors, the throttle, engine brake and brakes.

Lahutte reiterates: “The new Eurocargo is the ideal partner in the city: it is respectful of people and the environment; it offers a substantial update in design, safety and functionality; it consumes less fuel and consequently also reduces CO2 emissions; and, finally, it maintains the same manoeuvrability with improved engine torque and driver comfort.”

Over half a million customers in Europe, Africa, the Middle East, Australia and Latin America have chosen the Eurocargo since its introduction in 1991. What more perfect 40th anniversary present could Iveco give to itself, and its customers, than the new version? |FOCUS

HI-SCR works with fresh, clean intake air without Exhaust Gas Recirculation (EGR).

Combustion temperatures, therefore, remain high – reducing the percentage of particulates without the need for an active Diesel Particulate Filter (DPF).

There is no need to make periodic stops for DPF forced regeneration, thus providing significant benefits also in terms of maintenance intervals and associated costs.

The use of a single nitrogen oxide (NOx) treatment system downstream of the engine, and elimination of the EGR system, results in better performance with smaller displacement engines.

The Selective Catalytic Reduction (SCR) system has an extraordinary conversion ratio of about 97 percent. There is, therefore, no need for post-injection of diesel fuel to promote combustion of the particulates. Fuel consumption and thermal stress on the posttreatment system are thus reduced. Up to 4,5 percent savings in fuel consumption can be achieved compared to Euro-5 systems.

Hydrocarbons (HC); Carbon Monoxide (CO); NOx and particulate matter (PM) from the combustion process go in, while only water vapour (H2O); Nitrogen gas (N2) and Carbon Dioxide (CO2) comes out.

As a single, compact system, there are fewer components, less complexity and less weight; to the benefit of payload. The entire system is optimally positioned on the chassis to allow fitting of most set-up options, including box vans and curtainsiders, van bodies, refrigerated bodies, tanker bodies and many other configurations.

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

September 2015 |FOCUS| 37

FOCUS on PBS

Innovative across

Africa BRUCE FRASER, general manager technical, Unitrans Supply Chain Solutions, talks about how the company has woven innovative performance standards into its daily operations

T

he Performance-Based Standards (PBS) programme is a legislative initiative in the road transport sector with the objective of improving the operational dynamics of vehicles. It differs from conventional road transport legislation, where standards are prescribed in terms of the dimensions and physical parameters of a vehicle.

PBS offers the heavy-vehicle industry the potential to achieve higher safety and productivity levels through optimised vehicle design. Unitrans has adopted an innovative approach involving performance standards in operating and evaluating vehicles to ensure road safety and infrastructure protection.

38 |FOCUS| September 2015

A focus on innovation in the road freight sector has various economical and environmental benefits, whereby optimally designed heavy-vehicle combinations decrease carbon emissions, reduce kilometres travelled and lower supply chain costs.

The benefits of Unitrans PBS vehicles include: increased safety standards; reduced environmental impact; a reduction in fleet requirements; and a decrease in supply chain cost.

The innovative design of PBS vehicles and the use of new technologies, allow for the manufacture of safer and more productive vehicle combinations. This, in turn, causes less damage to the environment and the national

road and highway infrastructure. Various vehicle performance characteristics are modelled in the PBS process and the impact the vehicle has on the road pavement is analysed.

Unitrans has a thoroughly embedded PBS philosophy. The company has utilised this technology in various mining and agricultural environments and, most recently, in the petrochemical sector.

The latest addition to the Unitrans PBS fleet, the petrochemical tanker, was designed in conjunction with GRW Engineering Services and was built at the GRW manufacturing facility in Worcester.

The tanker is one of the safest and most stable combinations, with a low centre of

FOCUS on PBS

Industrial Research (CSIR) Built Environment and the DoT. This initiative has been funded through a parliamentary grant, owing to the significant potential benefits in terms of transport efficiency, road/vehicle safety and the protection of road infrastructure.

Unitrans will be operating PBS combinations cross-border into the Kingdom of Swaziland from South Africa – a road transport first, of which the company is very proud.

Unitrans also operates various other vehicle combinations; from six-trailer land trains on sugar estates in East Africa to extra-heavy, multiple trailer road trains in other countries on the African continent.

Extensive research, experience and exposure over a number of years has led to multiple generations of vehicles having been built, utilised, developed and refined further.

This is an ongoing process, in which new technologies are utilised and implemented whenever possible to maximise the benefit for all stakeholders. Extensive research and development has been carried out over the years, in partnership with Unitrans’s customers, to continually improve and

gravity and high static rollover threshold.

Coupled with low high-speed transient offtracking and rearward amplification, these characteristics ensure optimal performance on the roads.

The steerability, traction and power-toweight ratio of this combination enables these vehicles to outperform other commercial vehicle combinations on the road. The tyre and axle combinations on this unit also reduce the wear on the road pavement and

bridge structures, ensuring infrastructure protection.

Unitrans PBS vehicles operate on an abnormal-load permit granted by the respective provincial Departments of Transport (DoT). The support that has been received to date has been encouraging. The permits are issued after the vehicles have been reviewed by a panel of independent experts – the Smart Truck Review Panel – in conjunction with the Centre for Scientific and

provide optimal supply chain solutions.

Past experience, combined with new simulation software and design platforms, led to the development of the PBS combination for the petrochemical industry in southern Africa.

Unitrans PBS projects are geared towards safely optimising supply chains in an environmentally sustainable manner for the long-term benefit of all stakeholders. |FOCUS

September 2015 |FOCUS| 39

WORLD ON

WHEELS

Dubai: the gateway to the gulf

We take a look at the Dubai tram system, which seems to be ahead of its time. In other news, residents are considering carpooling after an expected fuel price increase. CLAIRE RENCKEN reports

S

ince the start of the new millennium, no other city in the world is said to have achieved as much as Dubai. Its new tram system also seems to be second to none. Launched in November 2014, it has some unique characteristics that make it highly competitive with other tram systems, which have been around for much longer in advanced cities of the world, says its operator, the Roads and Transport Authority (RTA).

Even at first glance, the network, which covers mainly the Al Sufouh, Dubai Marina and Jumeirah Beach Residence areas, is clearly different: there are no overhead suspended electrical wires that characterise tram systems worldwide. In fact, its power is “ground-fed”; sourced from the very tracks on which it runs.

It is also the world’s only network that has stations with gates that open and close automatically, raising the safety standard and convenience to users.

40 |FOCUS| September 2015

In Dubai no other tram system would have been practical – Dubai Tram is designed to operate in the blistering climate which has temperatures of up to 50°C, the RTA says.

Little wonder, then, that its stations and footbridges are fully air-conditioned, which is also a world first.

Many commuters are not aware that, behind the scenes, there are some clever measures built into the system to keep the journey as safe as possible. For example, every tram driver has to take an alcohol test that detects even the smallest traces of alcohol. The driver is only allowed control of the tram once the test is passed.

There is also the “dead man’s switch” on the lever that the driver has to press every three to five seconds, ensuring that the tram driver is paying attention. If the driver loses control or forgets to press the button, the tram will automatically come to a complete halt immediately.

And with a series of high-tech communications and control systems – for both users and operators – Dubai Tram is ensuring it stays ahead of its time.

The 10,6-km tramway is served by 11 stations and 11 trams, which are driven by more than 80 certified drivers.

It only costs three United Arab Emirates dirhams (Dh) to hop on board, making Dubai Tram one of the most affordable networks in the world.

Around a million people have already vouched for its popularity, with 943 982 riders using the tram during the first three months of this year alone, the RTA reports.

Relatively speaking, fuel has always been fairly cheap in Dubai, but it seems as though recently, following the government’s decision to deregulate fuel prices, residents in the country are saying that carpooling may be the way to go.

LD ON W

H

E E

W

OR

E

LS

LS OR

LD ON W

H

E to find a friend to carpool with. “I pay Dh100 per day on petrol because I travel around 200 km daily from Sharjah to my construction site in Abu Dhabi. I was unpleasantly surprised by the decision to deregulate the fuel prices. I already pay around Dh2 500 a month just for fuel,” says Galindo.

When asked why he won’t use other modes of public transport, he says: “In my area it is difficult. Only two buses travel from my area to Abu Dhabi and their times are not convenient,” he says.

Another commuter already travels from Al Karama to her work in Jebel Ali using a carpooling service. “I don’t take public transport because carpooling is more convenient for me. It takes me directly to my workplace entrance, while the Metro does not,” she said.

Jordanian Mais Kanaan, 23, on the other hand said she would not carpool with just

W

According to gulfnews.com, starting on August 1, petrol prices were expected to increase after a new pricing policy, linked to global prices, was adopted. One of the objectives of this decision is to lower fuel consumption by encouraging residents to take alternative public transport to protect the environment.

Apart from different modes of public transport, some residents say carpooling is an easier and more direct alternative. Frank Gomez, who works in Media City and lives in Rashidiya, is one of these: “I used to carpool when I lived in International City. I used to take three friends with me and each would pay me Dh200 per month. I would use that money to pay for the petrol, which cost me around Dh150 per week,” says Gomez.

He adds that he prefers carpooling over public transport because taking a bus and then a Metro that stops at a number of locations before reaching his workplace is time-consuming.

Construction inspector John Galindo, 36, also said he is most likely going to try

anyone, because for her it is not culturally acceptable. “It is just weird to go in a car with a stranger. It is a bit more acceptable if it is a friend. Even then it is not very common in my culture, because then the perception is that you are stingy,” she said.

The RTA requires all individuals involved in carpooling to register online or by using the Sharekni app, which was introduced this year to make the registration process easier.

These might be useful bits of information to bear in mind if you’re planning on visiting, or perhaps even emigrating to, Dubai – or “Do-Buy” as the city known for luxury shopping, among other things, has been nicknamed by some. |FOCUS

September 2015 |FOCUS| 41

GLOBAL FOCUS

Mercedes improves the OM 471

In his monthly review of global news for local truckers, FRANK BEETON details the upgraded European version of Mercedes-Benz’s global diesel engine family, makes some comments and suggestions regarding the possible globalisation of Volkswagen’s Constellation family, and details Dongfeng’s KX “Kinland Flagship”

I

n 2011, the introduction of MercedesBenz’s new-generation, 12,8-litre OM 471 power unit was seen as highly significant. First, it was clearly intended to power the soon-to-be-announced Euro-6 Actros flagship range.

Second, it was of six-cylinder in-line configuration, and intended to replace veeform engines in the Actros line-up.

Third, it was the first European application of Daimler’s Heavy Duty Engine Platform,

42 |FOCUS| September 2015

which, by then, had already found its way into the North American and Japanese markets with Detroit Diesel and Fuso branding.

In its initial version, the OM 471 offered outputs of 310 to 375 kW (421 to 510 hp) and torque ratings from 2 100 to 2 500 Nm (1 548 to 1 843 lb-ft). The challenging Euro-6 emission standards were met through a combination of cooled exhaust gas recirculation, particulate filter and ureabased selective catalytic reduction.

Four years on, in early July, MercedesBenz announced upgrades for the OM 471, with claims of lower fuel consumption and CO2 emissions. This latest generation is being made available with five output options ranging from 310 to 390 kW (421 to 530 hp), all developed at 1 600 r/ min. Torque ratings range from 2 100 Nm to 2 600 Nm (1 548 to 1 917 lb-ft), all at 1 100 r/min. Power delivery is claimed to remain virtually constant from 1 450 to

GLOBAL FOCUS

Mercedes-Benz has announced detailed improvements to its OM 471, the European member of its global heavy-duty engine family.

1 800 r/min, while the torque curve flattens out between 900 and 1 450 r/min.

Changes to the engine specification include: increased common-rail pressure (from 900 to 1 160 bar) in the X-Pulse fuel system; eight-hole in place of sevenhole injector nozzles; revised piston bowl geometry; compression ratio raised from 17,3:1 to 18,3:1; and reduced exhaust gas recirculation rate.

Improved economy, emissions and flexibility The improved output and torque curve characteristics of the new-generation engine provide more operational flexibility. This has enabled Mercedes-Benz to change the final drive ratio of the Actros from 2,611:1 to 2,533:1, allowing for a three-percent

reduction in engine revolutions at 85 km/h cruising speed.

The process that feeds controlled quantities of exhaust gas to the drive turbine of the asymmetric turbocharger, as well as the EGR system, has been refined to finely control the volume of gas passing through the EGR process in line with engine operational requirements.

The revised fuel-injection system also varies the quantity of fuel being supplied to individual injectors to influence exhaust gas temperature, reduce soot emissions, and ensure regeneration of the diesel particulate filter.

Mercedes claims that refinements to, and simplification of, the OM 471 design, including the omission of numerous components and parts found in the original

design, will also improve robustness and reliability.

In addition to Actros premium truck-tractor applications, the 350 kW version of the new generation OM 471 engine will also be found in the three-axle Mercedes-Benz Travego and Setra ComfortClass 500 touring coaches. The 375 kW version of the engine will be available as an option in the Setra TopClass model series, and be supplied as standard equipment on the Setra S 431 DT double-deck coach.

THE CONSTELLATION CONUNDRUM In our July Global Focus analysis of the formation of “Truck and Bus GmbH”, the holding division of Volkswagen AG’s commercial vehicle brands, we offered the view that the unique range of products produced by MAN Latin America would benefit from an expanded

»

September 2015 |FOCUS| 43

GLOBAL FOCUS

geographic footprint, and greater utilisation of components sourced from within the Truck and Bus family.

We saw this as a particularly important part of the Group’s strategy, because its global product portfolio is currently biased towards heavy trucks, buses/coaches and integral vans, with some medium truck coverage only in Europe.

The South American operations, on the other hand, also enjoy strong light/medium truck participation in their domestic markets, but are not significantly active in the export arena.

One important exception, however, is South Africa. Following extensive market studies, Volkswagen (VW) SA entered the local truck arena in 2007 with a range of Braziliansourced products positioned in the heavy and extra-heavy commercial vehicle segments, as well as three dedicated bus chassis.

The truck line-up consisted entirely of models from the newly introduced Constellation range. The reasoning behind this decision was probably influenced by the need to convert Brazilian-sourced products to righthand-steering configuration for legal operation in South Africa.

The Volkswagen Caminhöes e Önibus operation in Brazil also manufactures two other ranges of trucks, which are currently designated “Delivery” (4x2, 5 500 to 13 000 kg GVM), and “Worker” (4x2 and 6x2, 13 200 to 23 000 kg GVM).

Constellation in South Africa Following the sale of VW’s Brazilian truck operation to MAN in 2009, the local marketing responsibility for the VW Constellation line-up, together with the related Volksbus range, was taken over the following year by MAN Truck & Bus South Africa.

Will VW’s Brazilian Constellation family travel further abroad in years to come?

44 |FOCUS| September 2015

Notwithstanding this move from the light-vehicle dominated VWSA to the totally commercial-vehicle oriented MAN, the Constellation range has recorded a best result of only 1,6 percent penetration into the combined heavy commercial vehicle (HCV)/extra-heavy commercial vehicle (EHCV) segments in 2012, and recently fell to levels of around 0,4 percent of the equivalent categories in 2014/15.

A cursory glance at published list prices for equivalent competitive models in the South African market suggests that the Constellation models are positioned very close to the most successful Japanese-sourced models in their mass classes, and well above the “value” offerings from other Asian countries. This pricing profile appears to be presenting an obstacle to increased Constellation penetration of the local market.

Looking at the 2014 Brazilian truck market, the MAN family, which includes both MAN and VW-branded products, was dominant in the 15- to 40-t gross vehicle mass (GVM), and six- to ten-tonne GVM categories, and narrowly led the ten to 15-t GVM category from the local Ford operation. This suggests that pricing levels “back home” are fully in line with Brazilian norms.

Comparing the technical specifications of Constellation models available in South Africa and South America, the most obvious difference lies in the adoption of MAN D 08 family engines in the Brazilian 13- and 15-t GVM 4x2 freight carrier models – in place of the MWM International power units previously used and still present in the local version.

The power outputs are not radically different, which suggests that the decision to go “in house” was driven mainly by commercial interests to gain more control over costs and parts sale opportunities. The Constellation

is also available in South America with automated ZF transmissions and automatic activation of the Meritor two-speed rear axle.

A substantial global opportunity?

The foregoing suggests that, in order for Truck and Bus to successfully market VW Constellation products in countries outside of Latin America, consideration may need to be given to finding a more cost-effective manufacturing location than Brazil. It is not possible, however, to draw the same conclusion regarding VW’s Delivery and Worker ranges, because there is no similar pricing comparison available to work with.

However, it is notable that the Brazilian commercial vehicle manufacturing industry is heavily dependent on major aggregate sourcing from specialist independent suppliers, which could have a direct bearing on input cost levels typical of that market.

For example, the Resende plant, where VW’s Brazilian trucks and buses are built, operates on a unique co-operative system where eight separate outside suppliers actually fit their parts directly to the vehicles on the assembly line within their own specially allocated individual floor areas. VW’s role in this process is one of overall quality assurance, while it also handles product development, marketing and global after-sales product support.

In our view, VW may well be advised to consider an alternative, or supplementary Asian manufacturing base for its medium/ heavy truck range if it seeks to achieve a more comprehensive and cost-effective global footprint in this product category.

GLOBAL FOCUS

Dongfeng’s KX flagship. Possibly the last product from the company before its cooperation with Volvo.

The now wholly-owned MAN Trucks India operation, which currently manufactures only the heavier CLA series, could well consider broadening its product offering, and there is also MAN’s wide-ranging relationship with leading Chinese truck manufacturer Sinotruk (Hong Kong) Limited, part of China National Heavy Duty Truck Corporation (CNHTC). The opportunity is substantial and, given VW’s obvious appetite for global motor industry leadership, it surely cannot be ignored.

DONGFENG KX REVIEW In the November 2014 edition of FOCUS, Charleen Clarke made reference to the new Dongfeng KX truck tractor that was exhibited at the 2014 IAA Show in Hannover. Since then, we have reported on the regulatory approval of Volvo’s $US 890 million (R11 484 million) buy-in to Dongfeng Commercial Vehicles (DFCV), and made some comments regarding the huge significance of the Volvo Group’s association with DFCV to the global truck market.

The supporting statement from the Volvo Group’s incumbent president made it quite clear that Volvo would be providing technological support and global sales experience to the joint venture.

Specification detail As the KX, also known as the “Kinland Flagship” in the Chinese domestic market,

would probably have been the last new major DFCV product launch before the cooperation with Volvo achieved regulatory approval, we have decided to spend some time looking at its specification makeup.

The 6x4 truck tractor exhibited at Hannover was powered by a 13-litre Dongfeng Cummins turbocharged and intercooled sixcylinder diesel engine, equipped with a highpressure common-rail fuel system, developing 358 kW (480 hp) at 1 900 r/min, and with a torque rating of 2 320 Nm at 1 000 to 1 300 r/min.

There is, reportedly, a choice of two transmissions in the KX catalogue, these being the Volvo Group VT2214B 14-speed manual shift, or ZF AS Tronic 12AS2540 12-speed automated units.

The KX cab was, reportedly, designed by an Italian company, UP-Design, and the vehicle rides on air-suspended axles with mass limitations of seven tonnes at the front, and 26 t for the rear tandem-drive bogie.

This model can be supplied in Euro-4 or -5 modes, achieved through the use of a Selective Catalytic Reduction system. Features include electronic braking and stability controls, disc brakes, a retarder, and GPS-based satellite navigation system.

This vehicle presented as a thoroughly modern design which should appeal to both the domestic Chinese market, and those export territories where Euro-4 or -5 levels of

compliance are still accepted.

The Volvo Group reportedly assisted with the two-year development process which preceded the Kinland Flagship domestic Chinese market launch at the 2015 Shanghai Motor Show in April.

Looking Ahead The Dongfeng connection with Cummins was established in 1986, when Dong Feng Motors obtained a Cummins technology licence. Then, in 1996, a 50:50 joint venture – Dongfeng Cummins Engine Company Limited (DCEC) – was established. This was to become the development and production source for the 13-litre engine.

Dongfeng also obtained a licence to manufacture the Renault Trucks 11-litre dCi engine, and this power unit was fitted to earlier Kinland-series vehicles imported into South Africa.

Presumably, the recently concluded Volvo/DFCV agreement will eventually lead to a more rationalised future approach to engine sourcing, as the Volvo Group has a comprehensive range of “family” engines including 11- and 13-litre units.

However, in view of the formal relationship already existing between Dongfeng and Cummins, and the enormous potential of the Chinese domestic market, it is likely that the DCEC co-operative venture will continue for some time into the future. |FOCUS

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

Visit www.focusontransport.co.za and have your say.

September 2015 |FOCUS| 45

SHORT

HAULS ProfiDrive for the professional MAN Truck & Bus South Africa has officially formalised its ProfiDrive driver

The ProfiDrive programme currently

training programme, offering world-class

consists of various components. At the

tuition to drivers and operators in sub-

first level is a day’s training that provides

equatorial Africa.

an understanding of the basics of how

“ProfiDrive is driver training by professionals

for

professionals,”

Shoprite goes solar with Serco

much easier.”

everything in the truck works and how the

The Shoprite fleet has recently been

driver can use it all to their advantage.

upgraded with more than 50 new trailers

says Dave van Graan, head of truck

The next course deals with economy,

and bodies that feature Serco’s new solar

sales at MAN Truck & Bus SA. “MAN

where the focus is on striking a good

power system designed to eliminate truck

recognises hard-working drivers as part

balance between fuel consumption and

idling.

of an economy of people, who need to

productivity. Here, drivers undertake a

be commended far more than they are.

dry run before the training, followed by

These programmes benefit optimisation

another run with coaching. “We try to

and efficiency of the vehicles. They also

demystify fuel consumption,” Temlett says.

raise the bar of the industry’s image and

A “low maintenance” course is up

demonstrate how responsible companies

next, where conserving the wear-and-tear

operate,” he continues.

items on a vehicle is the focus. “This lies

The ProfiDrive programme is being headed up by MAN Truck & Bus SA

in the driver’s hands,” Temlett notes.

The

ProfiDrive

programme

also

product engineer Dean Temlett, who has

makes provision for a range of specialised

spent considerable time at the MAN

courses, including off-road training in

head office in Germany receiving training.

the client’s specific operation. It covers

“ProfiDrive has been around for over

aspects of where to use the various

30 years,” he explains. “We have fantastic

drivetrain features and how to drive the

products that have huge investment

truck over different terrains. There is also

in research and development behind

specialist roll-over training.

them, but operators and drivers need

The

ProfiDrive

programme

New solar panels will save the Shoprite fleet 1 600 l of fuel a year.

also

extends to bus customers. “We’re

It was previously necessary to keep

I’ve seen people, who have driven for

looking to expand ProfiDrive with a

the trucks idling in order to provide

years, learning new things during the

product portfolio that adds value on

sufficient power for their rear-mounted

programme that make their lives so

various bases,” Temlett concludes.

tail lifts when offloading at multiple stores.

to be able to understand these vehicles.

The solar panels have allowed for this practice to be done away with, eliminating approximately two to four hours per day of idling for each trailer, thereby saving approximately 1 600 litres of fuel per annum.

Further benefits include eliminating the electrical cables connecting the trucks and trailers to power the tail lifts, which also reduces the workload on the truck alternator and starter motor as they no longer have to work excessively to cope with the required power draw.

Serco says that the solar power system is in line with its objective to reduce carbon emissions for transporters.

46 |FOCUS| September 2015

???????

SHORT ???????

HAULS

Commercial vehicle sales report for JULY 2015 Note: For the time being, Great Wall Motors SA (GWM) and Mercedes-Benz SA (MBSA) will only report aggregated sales data. The GWMSA and MBSA commercial vehicle market split volumes are estimates based on historical trends and forecasting techniques. The totals listed below do not include MBSA figures.

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

Total: 15 090 686 29 2 734 2 623 154 38 94 195 131 15 31 2 685 11 3 88 5 040 533

Medium Commercial Vehicles 3 501 – 8 500 kg AMH Ford Motor Company GMSA Iveco Mercedes-Benz SA – estimate Peugeot Citroën SA TATA Toyota Volkswagen SA Volvo Group Southern Africa

Total: 841 28 22 229 34 173 28 50 218 52 7

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

Total: 374 51 76 4 5 46 45 80 113

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

Total: 859 18 32 49 25 110 325 60 193 13 73 286

of Umsizi.

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

Total: 54 4 29 17 17 1 3

empowerment, we saw Umsizi as a natural fit for the MiX

Fleet management mastery in the Eastern Cape Fleet and mobile asset management provider MiX Telematics has partnered with Umsizi Fleet Management Solutions to launch a fully fledged fleet and mobile asset management company that offers the full range of MiX Telematics solutions in the region.

Umsizi will offer the MiX Telematics portfolio to the region including products and services that provide fleets of all sizes with solutions for efficiency, safety, security and compliance. MiX Telematics will continue to provide support and guidance where necessary, but Umsizi will be 100-percent responsible for all operations in the region.

“As a former taxi boss and having been in the transport industry for over 20 years, I saw a gap in the market for a more localised, home-grown fleet management solutions provider within the Eastern Cape,” says Anele Pamba, MD “This partnership will enable us to grow the business to its highest potential in both the public and private sectors.

As we continue to fight unemployment as a country, I believe this cooperation enables us to play our part in creating and developing sustainable job opportunities.”

Richard Coates, sales director at MiX Telematics South Africa, adds: “Through our enterprise development strategy

and

commitment

to

black

economic

Telematics brand. Anale Pamba is no stranger to running a successful business and has the relevant market expertise, specific to the Eastern Cape region.”

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

September 2015 |FOCUS| 47

SHORT HAULS

Drivio launched to help advance driving excellence Members of the transport industry were treated

which aims to help learner drivers understand

to an industry first when TMI Dynamatics

and apply the K53 rules of the road. Thereafter,

from their simulation progress reports.

The Hatfield store is equipped with three

launched its first virtual driver-training retail

scenario-based assessments are carried out

simulators; the C100 and C200, which are

store, Drivio, in Hatfield, Pretoria on August

before a learner is deemed qualified.

designed for the light motor vehicle archetype,

14. The company’s interactive driver-education

Training then moves to the simulator

as well as the truck simulator. The truck

system, iDes, is an innovative computerised

training, which tests and puts into practice

simulator is used in Drivio’s Commercial Driving

system allowing for simulated driver training.

what has been learnt during the e-learning

Assessments and has the ability to gauge and

phase.

equipped

assess a truck driver’s skill level. Training is

Thivash Moodley, who worked tirelessly with

with controls of a real-life car and virtual

aimed at increasing driver competence. The

his young team of engineers to bring the

assessments are conducted. Progress

truck simulator allows the driver to select the

project to life. Explaining how the concept

reports are given, which highlight areas of

truck type, terrain, weather and route on which

started, Moodley gave a chilling account of the

improvement.

to drive.

Drivio is the brainchild of the group’s CEO,

The

simulators

are

circumstances leading to the birth of Drivio …

This visual experience is controlled and

With this winning business model, Moodley

On a fateful day 11 years ago, Moodley and

creates a safe “true-to-life” driving environment.

says Drivio hopes to further expand the

his wife were involved in a car accident caused

“This way, your son learns to drive without

franchise and ultimately move into malls and

by a driver who made a u-turn on the highway.

crashing into someone else’s gate,” Drivio

other commercial spaces. He says its value

This inspired Moodley to find ways of helping to

marketing manager, Paul Bisogno, said

proposition to the public is to offer safe driving

improve the ability of South African drivers and,

humouring the crowd.

and to teach people how to drive the right way

in turn, help save lives.

Once the learner has passed in the

and pass the first time.

Drivio’s training has a three-pronged

simulation environment, the last phase is the

“We started with nothing, but this is

approach that encompasses all the required

“on-the-road” training. This is where learner

definitely the start of a lot more to come,”

driving needs of South African drivers. It starts

drivers are taken onto the roads and their

echoed Moodley as he thanked his team for

with an e-learning learner’s licence training,

sessions are tailored to the needs emerging

their commitment.

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48 |FOCUS| September 2015

Signature: Postal Code:

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

On BUS AND COACH Irizar and MegA coach demonstrate

“loading power”

Buzz around town with BRT

London’s red buses make electric comeback

September 2015 |FOCUS| 49

cover story

A partnership of loading

power

With seven divisions in its portfolio – including Greyhound, Mega Coach and Citiliner – Unitrans Passenger is one of Irizar South Africa’s oldest clients

T

heir relationship dates back to 2003, when Irizar was still a fledgling entity in South Africa – today it has matured into a strong partnership based on communication and trust.

Greyhound, Mega Coach and Citiliner all run Irizar coaches. However, it is Mega Coach that Leon Nelson, technical director at Unitrans Passenger, and Paul Nel, director at Irizar South Africa, are really interested in talking about.

The company has just added four Irizar i6 coaches to its fleet, which means there are now around 60 Mega Coach-branded Irizars on the road. In fact, says Nelson, Mega Coach is the only local operator running an Irizar PB from Spain (all others originate from Brazil).

“It was the first PB in Africa from Europe,” Nel explains. “Everyone at Mega Coach stuck their necks out significantly, back in 2004 – and today the vehicle is still running, with close on one million kilometres on the clock.”

Nelson explains that Mega Coach is very specific about the vehicles it chooses to run.

“Our passengers are at the upper end of the market, and we need to offer them the best form of transport. The coach market is very competitive; as an operator we have many choices. We look for best price, quality and service when choosing vehicles.”

Of course, no matter how good it is, a vehicle needs to be correctly maintained – an

50 |FOCUS| September 2015

aspect of operation that Mega Coach takes very seriously, with 22 depots country wide.

“We follow a preventative and predictive maintenance plan. Each component has a predicted life that is managed and maintained accordingly. We continuously monitor defects, wear and tear, fuel consumption and customer complaints. Our drivers are required to report any defect, in writing, to the workshops at the end of every shift. This is the best way to determine what sort of issues the vehicles have,” Nelson explains.

Driver training is also an important aspect of the operation, with Mega Coach subjecting its drivers to six-monthly refresher training. “If we see there is a need for drivers to be more focused on any aspect of driving, for example the interior functions of an Irizar coach, we then call Paul and he assists our trainers to run an appropriate programme,” he adds.

Depending on where a vehicle might be going, drivers will also be given additional mechanical exposure to critical components and issued with additional spare parts so that, in the case of a mechanical failure, it is quick and easy to get it back on the road.

“We’ve just had a coach return to Cape Town after 52 days in Namibia, two weeks of which was spent on gravel roads. It came back without a single complaint,” Nelson illustrates, taking us back to monitoring vehicle components and analysing maintenance

Paul Nel (left) and Leon Nelson stand proudly with the latest Mega Coach i6.

records. “We do this to give the best service to our customers and comfortable travel to passengers.”

The passengers really do want to travel in the i6. “The i6 features the latest technology, material, design and finishes from Europe.

We see such a great benefit in that; the vehicles stand up well. Intercity operators talk about ‘loading power’; when the vehicle pulls up people want to get into it – and they do with these vehicles,” Nel smiles.

People get into them quite a lot, in fact – Nelson explains that sister company Greyhound runs an Irizar coach on a Volvo chassis that has done 3,5 million kilometres …

Seems as though the newest Mega Coach i6s have a busy future ahead of them. |FOCUS

London goes

electric

Global bus

– Second Time Around!

London is making a return to electric buses – after 35 years, reports FRANK BEETON

L

ondon Transport once ran the

so, in 2006, the first hybrid driveline buses

this initial contract extremely valuable to BYD,

world’s largest fleet of electric

took to London’s streets, using a combination

giving it an excellent opportunity to establish

buses. These were, of course,

of diesel and electric power.

itself as a major potential supplier to this requirement.

trolleybuses, which drew their

In 2013, test operations began with two

electrical current from overhead wires. The

single-deck, all-electric vehicles and since then

It was initially thought that the battery

London system ran from 1931 to 1962, and

there has been a growing interest in the more

pack required to power a double-deck bus

peaked at 1 811 vehicles. Most of these were

widespread use of zero-emission buses.

would be too large and heavy to be practical, but BYD is confident this potential difficulty

built to highly standardised London Transport

Interestingly, the first two all-electric buses

designs, being double-deck vehicles running

were supplied by Chinese manufacturer, BYD.

on three axles.

BYD Auto Company was founded in 2003 as

Successful operation of the London

a subsidiary of BYD Company, and the initials

prototypes may well open up further

stand for “Build Your Dreams”.

marketing opportunities for the supplier.

Significantly,

43

vehicles,

originally

intended for export to Johannesburg and

can be overcome.

These initial vehicles will be built at its Chinese

Durban, were diverted to London Transport

This manufacturer has moved increasingly

during the Second World War, and became

into the development and production of

the first eight-foot wide buses to run in that

electric vehicles, including all-electric buses,

Up to now, BYD has manufactured more

city (all other London buses were 7’ 6” wide

and claims to be the world’s largest supplier

than 5 000 electric buses, which have logged

up until the early 1950s).

of this vehicle type.

in excess of 50 million miles of service

production base.

London’s trolleybus chassis were supplied

Early in July, Transport for London – the

in more than 150 cities in 36 countries.

by prominent British manufacturers AEC and

local government authority responsible for

The parent company manufactures LED

Leyland. After the Second World War they

setting standards regulating the types of

lighting, photovoltaic cells and advanced

were supplied by a cooperative venture run

vehicles that may ply the streets of the British

environmentally friendly battery technologies.

by these two companies, which was known as

capital – contracted BYD to build up to five

BYD’s electric vehicles notably make use of

British United Traction.

battery-electric, double-deck buses for trial

long life-cycle, iron-phosphate batteries, with

in the city.

a claimed low rate of degradation.

Trolleybuses went out of fashion in the British area of influence in the 1960s, mainly

These 10,2-m vehicles will incorporate

BYD currently builds its electric buses

because of their operational inflexibility

BYD’s proprietary in-wheel hub motors and

in China and Lancaster, California. The

through being tied to wires, and increasing

regenerative braking system, and be capable

latter location recognises the high level of

operational costs. London standardised on

of a 250 km operating range on a single

commitment to low-emission vehicles that

diesel buses after 1962, and experienced

charge of their iron-phosphate batteries.

has been demonstrated by the state of

several generations of special single- and

They will enter service on Route 16 from

California, through its Air Resources Board,

double-deck designs that enjoyed varying

October, bringing all-electric, double-deck

over many years. The plant is also intended to

degrees of success.

buses back to London streets for the first

service public transportation markets across

In recent times, the city has become

time since 1962. TfL intends to add 300

the whole of the United States and South

increasingly concerned about pollution levels

electric buses to its fleet by 2020, making

America. |FOCUS

September 2015 |FOCUS| 51

????? ?????

Touring only with the best.

Ask any well-versed travel enthusiast and they’ll confirm that the name Hylton Ross is synonymous with luxury, exclusivity and trendsetting. The company is passionate about the tourism and transport industry – and this is aided by the use of Mercedes-Benz bus chassis for their buses.

“Hylton Ross has strong and able competitors and that forces us to deliver the very best service we can and we don’t forget this. We remind one another constantly that we deal with people’s dreams; and some once-in-a-lifetime experiences, therefore we can’t perceive what we do as just work. We are enabling unforgettable experiences and every single tourist deserves our utmost,” says Geert van Doorn, CEO of Cullinan Transport, of which Hylton Ross is a subsidiary.

“Furthermore, we truly care about our passengers. We care about their safety and we care about the quality of their experience. We are aware of the interconnectedness of their experience and how we run our business, because everything – from how we answer the phone, to the moment when our vehicle drops them off safely – is interlinked and dependent on mutual respect.”

There is a very dangerous pitfall when respect isn’t valued, and Van Doorn uses the example of the person sending off a vehicle being rude to the driver. The driver might, in turn, be unfriendly when engaging with tourists.

“If colleagues treat each other with disrespect – even though our clients will never have knowledge of this – our service delivery is diminished. As a result, we place great value on respect, and we address disrespectful behaviour quickly and diligently,” he says.

Just like in any other field, in tourism and transport innovation is necessary for success. Hylton Ross maintains a lion’s share of the travel market because of its unfailing ability to be pioneers in ideas that enhance their existing offers.

Van Doorn mentions that the moment when a company becomes complacent, it creates an opportunity for its competitors to attract its clients. His market is constantly changing and the business must change with it. So he says the development of new products and state-of-the-art equipment helps Hylton Ross stay agile.

“The truth is, innovation comes from having room for mistakes, because new ideas can’t work every single time. Our employees must have space to try new things, to fail often, and then to sometimes be successful,” he adds. “When we succeed in giving our people this space, we innovate. When we don’t, we ride on our past successes. The trick is to realise when we start to stagnate and to then do something about it.”

52 |FOCUS| September 2015

Hylton Ross is a force to be reckoned with in the travel and tourism industry and it can partner with any manufacturer when it comes to bus chassis, but it looked for a leader in the bus chassis manufacturing business.

“Mercedes-Benz Bus & Coach succeeds in upholding one of our core beliefs: that business is about people dealing with people. They treat their products, staff and clients with respect and it comes across when you partner with them,” says Van Doorn.

“Additionally, their product range is trustworthy and diverse, making it easy for us to find a suitable chassis that we can trust, quickly – whether we need it in the desert of Namibia or the highways of South Africa. Lastly, their after-sales service is great because they also truly care. They put in the effort to ensure that their service continues long after the vehicle leaves their premises,” he notes.

“Guests who see the Mercedes-Benz emblem on our coaches experience peace of mind because they know they are boarding a reliable vehicle. The Mercedes-Benz brand manages to embody luxury, safety and status – a reputation similar to our own,” he says. “Our objective is to create a partnership between Mercedes-Benz and Hylton Ross that becomes a two-way street of creditability.”

Finally, Van Doorn concludes by saying: “Safety will always be our first priority and Mercedes-Benz has successfully built a reputation for the safety of their vehicles. Our experience is that, from stability control to anti-lock braking systems, Mercedes-Benz offers the best that we can utilise in our vehicles to keep our passengers safe on the road.”

September 2015 |FOCUS| 53

A Daimler Brand

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

What’s the buzz

in BRT? South African public transport has been entering the new phase of

Breaking news!

Just as this issue of FOCUS was about to go to print we learnt that four Go!George buses were

bus rapid transit (BRT) in various cities over the last few years. CLAIRE

torched during a protest (most of

RENCKEN explores the latest news and developments in this sector

the protestors were taxi drivers)

W

in George on the afternoon of hen

you

mention

Station bus stop. (You can catch a C1 bus

BRT,

most

people

at any of the eastbound Chancellor House,

automatically

think

of

Rea

Vaya

Library Gardens or Carlton stations.)

in

When you get off the C1 at Jeppe Police

Johannesburg and MyCiTi in Cape Town. In

Station bus stop, it’s literally a two-minute

August, Rea Vaya was in the news for offering

walk southward down Betty, Albrecht or

a convenient, car- and parking-free way to

Kruger Street and you’re at Maboneng. The

experience Maboneng, the hip place to be

precinct is situated between Fox and Main

and be seen in Johannesburg’s inner city.

Streets, bounded by Maritzburg and Berea

The regeneration of the inner city has seen the transformation of a number of areas once thought of as “crime and grime”

Streets, but spreads more widely over the neighbourhood.

Maboneng

is

constantly

Wednesday, August 19.

ER24’s spokesperson, Werner Vermaak, said: “The first bus was set alight in front of the depot, and the other three were set alight near the N2 Garden Route Mall.”

No injuries were reported. The George municipality said Go!George passengers were safe, but had suspended all Go!George services until the situation was stabilised.

expanding

no-go zones. The Maboneng precinct, on the

as new developments are completed. It’s

eastern side of the central business district

a thriving community, which is home to

(CBD), is one of them.

several independent shops, restaurants

The T04 Dunoon-Century City route

public transport to more Capetonians.

Maboneng, which means “place of light”,

and entertainment venues along with loft

travels along Potsdam Road from Usasaza

is a privately developed urban neighbourhood

apartments, offices, a hotel, museum and

Station, serving industrial areas along

that has become one of the poster boys for

creative factory spaces.

Koeberg Road, with new stations at Refinery,

the Johannesburg inner city, and is helping to earn the city global travel accolades.

Cape Town’s MyCiti network was also in the news in August, when it introduced a

Montague Gardens and Turf Club, before reaching Omuramba Station.

To start your Maboneng adventure,

direct link between Dunoon and Century City,

Buses then turn down Ratanga Road,

you can take a Rea Vaya C1 bus travelling

via Omuramba Station. Six new stations also

providing communities around the new

eastward from the CBD to the Jeppe Police

opened, bringing safe, reliable and affordable

Phoenix and Sanddrift Stations with access

54 |FOCUS| September 2015

Photo by c Axel Bührmann.

BUS RAPID TRANSIT

BUS RAPID TRANSIT

to the growing MyCiTi network, before ending

terms of BRT. The Go!George BRT system

also threatening to strike. This was on the

at the new Century City Station at the public

activated four routes in December last year,

heels of the previous taxi cavalcade that

transport interchange.

as part of the first trial phase of the George

brought the George CBD to a complete

public transport system.

standstill on May 5.

For existing passengers, the service means a much quicker journey between

In January this year, it was reported that

“Implementing the BRT system will

Dunoon and Century City, with fewer transfers

the system was already a huge hit with the

have a direct effect on taxi operators in

and a cheaper fare due to the shorter, more

community, just a month after the official

the George, Oudtshoorn, Mossel Bay and

direct T04 route. Currently passengers in

launch. By the end of January, passengers

Plettenberg Bay areas. By excluding role

Dunoon need to change at Table View, Sunset

had undertaken more than 69 000 trips on

players, it undermines the whole process of

Beach or Racecourse Stations, and again at

the Go!George service since its launch on

transforming the transport industry. The taxi

Omuramba to reach Century City.

December 8, 2014.

drivers and owners should have been the

Buses travel along dedicated red roads,

The four routes operate between the

major beneficiaries of the system,” the EFF

ensuring a quicker journey even during the

CBD, Denneoord, Loerie Park and the Garden

said in a statement sent via e-mail by Bernard

heavily congested peak hours, with buses

Route Mall. The plan is that the network of

Joseph, chairman of the Western Cape EFF,

departing every ten minutes during weekday

Go!George routes will eventually cover the

to the George Herald.

morning and afternoon peaks and every

entire city of George, eventually expanding

20 to 30 minutes at other times, including

towards neighbouring towns.

weekends.

Sadly, in July the George Herald

Taxi operators vowed not to back down until their demands are met. They indicated that they are prepared to take the matter to

Passengers from other parts of the city will

reported that disgruntled taxi operators

also benefit from a quicker, more convenient

and owners supported by the Economic

It would seem that there’s no end in sight

connection to the Century City area.

Freedom Fighters (EFF) were planning

for this war between the taxi industry and

However, it’s not only in Johannesburg

another protest against the Go!George

other public transport sectors, not in the

and Cape Town that things are happening in

public bus service on July 28. They were

foreseeable future anyway. |FOCUS

Billion dollar buses China has experienced massive growth in recent times – so much so that rectifying the massive amounts of air pollution from its ever-expanding industrial and transportation requirements now requires billions of dollars.

One solution has been to address the country’s transportation requirements.

Research analyst IDTechEx – which appraises the entire electric vehicle industry across land, water and air modes of transport – has reported that China’s initiatives include spending up to US$ 1 trillion (R12,88 trillion) on electric buses over the coming 15 years.

This will reduce the impact of air pollution and is expected to save the country more than US$ 22,5 trillion (R289,9 trillion), or one percent GDP, over that time.

IDTechEx reports that many orders for pure electric buses costing up to US$ 0,5 billion (R6,44 billion) have been placed over the past year. XALT in the United States has received a US$ 1 billion (R12,88 billion) order for advanced lithium-ion traction batteries for one bus manufacturer in China.

“Bus companies are the billion-dollar

story right now,” comments Peter Harrop, chairman of IDTechEx. “In the coming year or two we can expect several orders of US$ 1 billion dollars at a time for buses manufactured in China. Based on our analysis, the market for electric buses of over eight tonnes will be more than US$ 40 billion (R515,38 billion) in only five year’s time.”

In line with this initiative, the Chinese government has also banned two-stroke, twowheel vehicles and removed millions of the worst polluting vehicles from its roads. Many Chinese cities have also banned, or severely restricted, e-bikes.

“The Chinese government is right to prioritise electric buses and trains over e-bikes, which have other problems such as boosting the lead-acid battery business – with its bad record of pollution from lead smelting through to used batteries landing up in waterways,” says Harrop.

“Control is a bit better with micro-EV cars, and the regular electric cars tend to have lithium-ion batteries. However, electric buses are run almost entirely on lithium-ion batteries

the High Court.

bus Stops

and supercapacitors – neither of which have the problems of lead.”

IDTechEx quotes the World Health Organisation (WHO), stating that with the rapid growth of traffic in developing countries such as China and India, air pollution has outpaced the adoption of tighter vehicle emission standards.

The WHO claims that outdoor air pollution caused 3,7 million premature deaths in 2012, with China having the largest share.

Some 1,2 million premature deaths in the country could be attributed to the outdoor air quality in 2010. In China, pollution from traffic is probably also responsible for 50 percent of the deaths and injuries from air pollution.

September 2015 |FOCUS| 55

HOPPING OFF

MORE “ADVICE” FOR

PRASA

In July, this column warned of problems ahead with the Passenger Rail Agency of South Africa’s (Prasa’s) plans to buy 7 224 new coaches. If the hoo-ha around the public protector’s report, dodgy contracts, oversized locomotives and bogus qualifications are anything to go by, the future has already arrived

S

adly, the problems go further than this – public transport is also being hammered by bogus 25-year plans and questionable high-speed railway and bus rapid transit (BRT) schemes. October “public transport month” is on its way, so let’s take a closer look at the mess we are in.

For nearly 190 years, railways everywhere have been pushed around by vested interests, incompetence, mismanagement and government interference of the wrong kind.

Thankfully, there is also a “right” kind, but this has been absent so far in South Africa, where both Prasa and the Gautrain are underperforming. The main difference between them is that Prasa is underfunded, while the Gautrain is overfunded.

Writing in the Daily Maverick on June 23, 2011, Ivo Vegter, a writer on environmental issues, described the Gautrain as a “disgusting barrel of pork”. That was when the loss was R360 million. I wonder what he would make of the current loss, which amounts to R1 500 million.

What should we learn from this?

Lesson one: We suggested a few months ago that Prasa and the Gautrain should become one organisation, but with a new management structure and operating philosophy. In the absence of a proper 25-year plan for Gauteng, a clean sweep is called for.

In the Financial Mail of July 9, Gautrain management was trying to justify its continued existence and to deflect attention from its huge loss with more spin about “densification”. This process should have started 40 years ago –

around Prasa stations. It’s not too late to start doing just that, at a fraction of the cost of new rail construction.

Lesson two: There is no need to use brandnew locomotives to pull passenger trains. In 1972, I made a final trip from Durban to Stanger behind two venerable class 1E electric locomotives – E2 and E22. Both were by then 48 years old.

The most numerous class of locomotive (960 units) to run on the South African railway system so far has been the 6E1, but it was only in 1984, a full 13 years after their introduction, that they started pulling passenger trains regularly.

Lesson three: There is no justification for using locomotives to pull only passenger trains. Today, the inter-city rail timetable for South Africa can be fitted on a single A4 page. The highest number of trains “on the road” at any given time is 12; during Sunday night and Monday morning. Even with two locomotives on each train, that is a requirement of only 24.

What are we going to do with 70 locomotives? Perhaps Prasa and Spoornet have a plan to introduce more trains. That would be nice. In that case, we can ignore lesson four, but here goes anyway.

Lesson four: We need to re-introduce daily long-distance rail passenger services, and revive mixed passenger and freight services on many lines.

Let’s go back into history. From 1830 onwards the United Kingdom (UK) experienced an explosion in railway activity which was Uberlike in its implications.

Over a period of 53 years (1840 to 1893) the UK parliament had to pass a number of Railway Regulation Acts (RRA) to ensure proper standards in the industry. The most significant of these, from a South African point of view today, is the RRA of 1844.

In order to get a “licence” to operate, every railway had to (take a deep breath here): run at least one train a day, every day, on every line, in both directions, stopping at every station and travelling at an average of not less than 12 mph (20 km/h). The trains also had to provide coaches for third-class passengers that were fitted with a roof and seats, and charge them no more than one penny a mile.

(Until then, many passengers had been sitting on top of the goods in open wagons; a practice that had started on day one of public railways in 1825. Exactly the same happened when trains were introduced in Durban, on June 26, 1860.)

We are coming up to the 190th anniversary of the 1825 event, on September 27. It would be a fitting tribute to the role played by railways so far if Prasa and Spoornet were to announce the re-introduction of daily trains between all major destinations in the country and on several other lines as well.

Since 1825, rail freight and rail passengers have co-existed, however uneasily, so let us hope for some “right” kind of interference from the government, for a change.

Did I hear someone say “insufficient funds”?

These suggestions will cost far less than we are wasting on the Gautrain. |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.

56 |FOCUS| September 2015

HOPPING OFF

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