TWA Nov/Dec 2015 by 3S Media

Efficiency anywhere. Dynafleet App now available for Android and iOS.

Truck and driver updates wherever you are enables immediate actions for reduced costs and better vehicle usage. The Dynafleet app is available for Android and iOS. DOWNLOAD FOR FREE at Google Play and App Store or visit www.volvotrucks.co.za to learn more.

Intraregional supply chain solutions from producer to consumer

ON THE COVER Investments beyond the scope of infrastructure are needed to maintain Durban’s gateway status P34

INSIDE THIS ISSUE REGULARS

2 4 6

Editor’s Comment SA’s boat comes in Regional News FESARTA Comment Out and about

FREIGHT FORWARDING

Freight to the fore

CUSTOMS

Value added 24

LEGISLATION IN THE

HOT SEAT

Perfect harmony

Business development chief, Imperial Logistics P10

COMMERCIAL VEHICLES

TRANSPORT TECHNOLOGY Indra: IT solutions for Africa

13 14 15 17

Scania Making it personal MAN Reel African drive Isuzu Whole new language Cummins Enlightened view

TRAILERS Containing cost

FLEET MANAGEMENT Arresting stats Prioritise fuel management Measuring up

25 26

Time to assess

Cobus Rossouw

CORRIDORS N3: South Africa’s lifeblood

PORTS Durban: Quay to the continent

RAIL

Fast freight

19 20 21

Decoding the danger

28 30 34 37

WAREHOUSING

AIR CARGO

Warming to change 40

19 37

TWA | Nov/Dec 2015

EDITOR'S COMMENT

SA’s ship has come in

HE AFRICAN PORTS Evolution event in Durban and the Eastern Cape Maritime Summit in Port Elizabeth – both in November – should spur on trade and investment in their respective regions and assist entrepreneurs and investors to understand how to tap into the ‘blue economy’, increasingly hailed as South Africa’s golden goose. Moving containerised cargo from the world’s busiest port in Shanghai, China, to Santos, in fellow BRICS country Brazil, takes 21 days on the south-to-south shipping route, on the cusp of which we find ourselves. By comparison, it takes between 26 and 28 days to complete the same journey through the Suez Canal or Panama, both of which are subject to transit fees and lurking pirates on Africa’s east coast. Situated at the midpoint along one of the busiest and most prominent international sea routes, South Africa’s geographical location presents compelling opportunities for trade and the creation of a thriving maritime industry. The celebrated arrival of the car-carrying Höegh Target last month was testimony to the fact that South Africa is beginning to receive the very largest of mega vessels. But, how do we cash in? With 80% of the country’s trade carried out by sea, it has become necessary to prioritise the shipping industry. The government knows this; hence Operation Phakisa – an initiative designed to fast-track economic growth programmes and unlock the economic potential of the country’s oceans and maritime sector. It also knows there are significant opportunities for entrepreneurs and visionaries when it comes to the movement of goods, ship repair, tourism, environmental protection, and desalination. And, the navy could always do with more recruits… This issue of Transport World Africa brings a host legislative issues to bear, be they in cross-border transport harmonisation, dangerous goods storage, or customs compliance. We document the key talking points from the annual SAAFF Congress for the freight forwarding industry and shed light on a new refrigerated transport project set to shake up the local cold chain logistics sector. We get a prolonged, behind-the-scenes look at one of the country’s busiest transport corridors and snoop around Pier 2 at the Durban Container Terminal. Enjoy the festive season and if you’re traveling, please do so safely.

Tristan Wiggill 2

TWA | Nov/Dec 2015

Publisher Elizabeth Shorten Associate publisher Nicholas McDiarmid Editor Tristan Wiggill • tristanw@3smedia.co.za Head of design Beren Bauermeister Contributors Janette Botha, Mike Fitzmaurice, Grant Fraser, Schuyla Goodson Bell, Tom Moyane, Michael Schuster, Tony Tyler Chief sub-editor Tristan Snijders Sub-editor Morgan Carter Client services & production manager Antois-Leigh Botma Production coordinator Jacqueline Modise Marketing specialist Philip Rosenberg Distribution manager Nomsa Masina Distribution coordinator Asha Pursotham Financial manager Andrew Lobban Administrator Tonya Hebenton Printers United Litho JHB • t +27 (0)11 402 0571 Advertising sales Joshua Starkey • joshua@3smedia.co.za t +27 (0)11 233 2600

No. 9, 3rd Avenue Rivonia PO Box 92026, Norwood 2117 t: +27 (0)11 233 2600 f: +27 (0)11 234 7274

www.3smedia.co.za Annual subscription: R300 (incl VAT) subs@3smedia.co.za ISSN 1684-7946 © Copyright 2015. All rights reserved. All articles herein Transport World Africa are copyrightprotected and may not be reproduced either in whole or in part without the prior written permission of the publisher. The views of the authors do not necessarily reflect those of the publishers or FESARTA.

KINGJAMESII 204

ONE MAN ONE TRUCK

ONE EPIC JOURNEY The TGX Euro 5 truck, Riaan and Nduna have finished their 13,234 kilometre journey through Africa. They’ve dealt with the military borders of Mozambique, dangerous cliff descents in Malawi and a stack of nightmarish border crossings. What’s more, the new truck overcame every single challenge Africa could throw at it. The team also dropped mosquito nets off along the way as part of a joint initiative with Rollback Malaria.

13 234 KM | 9 COUNTRIES | 11 BORDER CROSSINGS

WATCH IT FROM START TO FINISH AT YOUTUBE.COM/MANTRUCKSANDBUSES FIND MAN TRUCK & BUS SOUTH AFRICA ON FACEBOOK

@MANTRUCKBUSSA #OneMANkann

Our proud partners:

FESARTA COMMENT

Out and about FESARTA is continuing to meet and engage with various road transport stakeholders – most recently in Namibia and Kenya.

HE VALUE OF travelling the

length and breadth of the continent cannot be underestimated as we foster relationships and build our network of contacts.

One of my stated objectives is to maintain and strengthen existing relationships with organisations such as the tripartite, subSaharan Africa Transport Policy Programme – now known as the Africa Transport Policy Programme (SSATP) – International Road Transport Union (of which FESARTA is a member), and many others. We are also engaging with initiatives like Borderless, which is a multilateral partnership of private and public sector stakeholders that are working to increase trade in West Africa, and eliminate barriers to trade in that region. FESARTA still represents the road transport truckers at a regional level – SADC, COMESA, and EAC – and has been the representative through the national road transport associations. These road transport associations exist to represent truckers at THE AUTHOR Mike Fitzmaurice a national level; they is the CEO of the do all the lobbying and Federation of East provide the services to and Southern African the truckers. They are Road Transport Associations. also tasked with getting

TWA | Nov/Dec 2015

their respective governments to ensure that truckers are given the best opportunities to operate successfully along their chosen transport routes. The SSATP has been in place for many years, and it brings together the various regional economic communities in what used to be just sub-Saharan Africa (now the whole of Africa). It brings regional economic communities (RECs) together and, through the RECs, comes up with policies and projects to improve the efficiency of road transport. Through that process, policies cascade down to the various governments. FESARTA is always hopeful that transport efficiencies will be improved. The biggest problem the transport industry faces from a regional perspective is the mindset of the numerous authorities in each of the governments. They do not always fully grasp the importance that trade facilitation has for intraregional trade. For Africa to be globally competitive, it needs to develop successful intraregional trade. Without that, it is going to continue to lag behind. This is where the SSATP comes in, with the RECs, to try to change that mindset and ensure that trade facilitation gets ingrained in the minds of all the authorities along the corridors.

Work is being done to level the playing field for African road transporters

Through the RECs, FESARTA constantly works on a range of initiatives. It sits in at various forums in order to harmonise and standardise regional recommendations (see the article on vehicle load harmonisation in this issue – Ed.).

For Africa to be globally competitive, it needs to develop successful intraregional trade Successes have been achieved on local issues – e.g. the removal of the 40 km/h restriction imposed on truckers in the DRC; Tanzania used to charge Kenyan truckers $200 to drive into their country, which is no longer the case; and Mozambique now permits the operation of 56 tonne GCM truck and trailer combinations within its borders, which is up from the 48 tonne GCM previously legislated. While all of these things may not be directly attributable to FESARTA, FESARTA is part of the process that achieves these types of successes.

www.fesarta.org

End-to-End Supply Chain Solutions World-Class Technology & Skills

Unique Logistical Assets

Global Partner

Super Group is a leading transport logistics and mobility group providing integrated supply chain solutions to a diversified global customer base. From inbound logistics to outbound distribution, we seek to drive efficiencies for our clients by designing dynamic supply chain solutions that deliver enhanced profitability and superior competitive advantage.

supergroup.co.za

REGIONAL NEWS

Read more on www.transportworldafrica.co.za

EAST AFRICA

Exploding oil truck kills over 100 MORE THAN 100 people were killed in South Sudan when an oil truck exploded as a crowd tried to gather fuel from the vehicle after it had veered off the road. The truck had been travelling from the capital Juba to Western Equatoria.

Such incidents have happened before in the East African region, where fuel tankers often have to travel long distances along potholed roads and pass through poor communities. There are almost no tarmac roads in South Sudan, one of Africa’s poorest nations, which has been

mired in conflict since December 2013. Rebels and the government signed a peace deal in August, although the ceasefire has already been violated. Presidential spokesman Ateny Wek Ateny said the incident was not related to the conflict. “This was an accident,” he said. In June 2013, at least 30 people were killed and scores more injured when a brokendown fuel tanker exploded on a highway in Uganda while they were trying to siphon fuel.

East Africa has developed a reputation for fuel tanker accidents and post-accident incidents

SADC

Namibian fuel thirst being addressed

Mozambique welcomes first MAN dealership THE R30 MILLION facility in Matola, near Maputo, is equipped with a 1 200 m2 workshop, a 400 m2 parts department, and 600 m2 of office space. The workshop comprises three service bays, eight repair bays, and a wash bay. According to MAN, the dealership will support the immensely competitive transport industry in the region and is equipped with modern workshop and parts inventory management systems. These include a computerised oil dispensing system, a five-tonne crane, and a server that links the Matola parts warehouse to its sister warehouse at the Swaziland dealership. “Foreign direct investment, particularly in port infrastructure development at harbours including

TWA | Nov/Dec 2015

Maputo, Beira, Nacala, Pemba, and Quelimane, is ramping up the nation’s international logistics capacity,” vouches Thomas Ferreira, head of export aftersales, MAN sub-Equatorial Africa. “The absence of any significant rail networks from South Africa and other neighbouring countries to Mozambique makes truck transport the predominant logistics provider on the subcontinent and this new dealership, located alongside the N4 Maputo Corridor, will become a service and support centre for long-haul trucks running from Gauteng to Maputo and other ports in Mozambique,” he explains.

Mozambique is currently one of Africa’s star economic performers

The company ENGEN WILL OPEN its Ondangwa fuel has conventional depot in northern Namibia in 2016. Conservice stations struction of the facility will begin shortly, in Ongwediva, Oshakati, and and is scheduled for completion around Ondangwa April next year. The company recently upgraded its Walvis Bay depot, adding an additional 20 000 m3 of storage capacity, before completing construction of its Grootfontein depot, which will supply northern Namibia until Ondangwa comes online. A long-haul truck stop in Rundu, in the north-east of Namibia, which caters for trucks moving along the TransKalahari towards Katima Mulilo, Zambia, and further north, has also been upgraded. In total, around N$150 million (R150 million) has been spent and forms part of a larger south-to-central African fuel supply strategy. Product coming into Namibia is shipped into Walvis Bay and distributed via rail and road to a network of depots and retail and commercial facilities.

REGIONAL NEWS

The Zambian economy is likely to grow by less than 5% in 2015

SADC

Mozambique halves international airports MOZAMBIQUE WILL SOON have a trio of international airports, with the southern region served by the Maputo International Airport, the central region by Beira International Airport, and the northern region by Nacala International Airport. Nacala International Airport, opened in 2014, will be transformed in order to compete against airports in Johannesburg and Addis Ababa, in addition to those in Nairobi and Dar es Salaam. Speaking at a seminar to publicise Nacala International Airport, during the Maputo International Fair in Marracuene, Emanuel Chaves, chairman/CEO at Aeroportos de Moçambique, stressed he was not the only one to make a similar decision, citing the cases of South Africa and Ethiopia, which “saw the economic benefits of reducing the points of entry and international air outlets in their territories long ago”. Ethiopia has a single point of entry and exit by air.

SADC

CHIC to build roads in Zambian copperbelt ZAMBIA’S STATE ROAD Development Agency (RDA) has awarded a $492 million contract to China Henan International Cooperation, to construct 406 km of urban roads in Zambia’s Copperbelt region. “Once completed, the improved road network will ease the movement of goods and services,” Kanyuka Mumba, RDA CEO, said, adding that the financing for the project would be concluded within six months. The government, through its National Road Fund Agency, would provide the funding for the project, he said. Zambian president Edgar Lungu commented that investment in infrastructure that supported growth would benefit Zambia and it did not risk falling into a debt trap.

Nampula, Pemba, and Vilankulos will no longer receive international traffic

SADC

SOUTH AFRICA

Increased trade key for landlocked countries ACCESS TO TRADE – particularly in landlocked countries such as Malawi, Zimbabwe, and Zambia – will remain a logistical challenge in the foreseeable future for both South African and global businesses. This is according to Bruce Marshall, country manager: Zambia, Zimbabwe and Malawi, at Maersk Line. However, he adds that, despite these challenges, the continent has massive economic potential and that fostering trade will play a critical role in stimulating the financial services, energy, and technology industries, among others.

New DHL Express MD named SOUTH AFRICAN

“Establishing reliable trade lanes between the continent and the rest of the world is key to stimulating Africa’s economy-generating industries, in order to meet the growing needs of its customers. Increasing trade activity between landlocked countries, the rest of Africa, and the world will not only stimulate their own economies, but also assist them to become more self-sufficient,” he says.

Hennie Heymans has commenced his new managing director role at DHL Express sub-Saharan Africa. As MD, he will oversee 51 countries and territories, over 3 500 employees and 250 facilities, five regional hubs, and 14 dedicated company aircraft.

Heymans (above) succeeds Charles Brewer, who is now focused on building a new African e-commerce venture as part of the Mara Group

TWA | Nov/Dec 2015

REGIONAL NEWS SOUTH AFRICA

Top fleet driver crew emerge

Zeenith at her zenith

JAMES MAVUSO AND Hennie Schutte, from agricultural services and processing company Afgri, beat 15 other crews to win the inaugural UD Trucks Southern Africa’s Extra Mile Challenge, after a day of evaluations and challenges at the Gerotek vehicle testing facility. The two will now represent South Africa in the global Extra Mile Challenge competition in Japan, in November 2015. Teams from ABI, Afgri, Vital Distribution, Unitrans, Shoprite Checkers, Imperial Retail Logistics, and Clover SA took part, with some entering more than one team. The competition consisted of three sections, with various

GE SOUTH AFRICA Technologies has a new CEO, Zeenith Ebrahim. Ebrahim has been with the company since 2008, served on its board since 2011, and now succeeds Gorman Zimba. As CEO, Ebrahim will be responsible for the execution of the company’s business strategy and will manage its day-to-day business operations. This will include managing relationships within the GE family, its customers, and other stakeholders. Ebrahim will continue to provide commercial leadership for all of GE The new CEO Transportation across sub-Saharan will oversee the Africa. Until now, she has been part manufacture and of the executive team as a commersupply of 233 diesel locomotives to cial leader for sub-Saharan Africa at Transnet Freight Rail GE Transportation. Valued at around R7 billion, the supply of locomotives to Transnet is one of the company’s largest transportation deals outside its native North America.

activities simulating a collection and delivery route. Teams had to complete a pre-drive inspection, a driving test that included two collections and delivery points, and a parking evaluation. Driving tests were performed in Quon GW26 410s with tridem trailers, loaded to 35 tonnes GCM. Co-drivers were required to assist the drivers throughout the event, which emphasised overall efficiency and productivity. Experts continuously evaluated each team and, once the course was completed, technicians downloaded and scored the drivers’ fuel efficiency and driving styles according to information retrieved from the trucks’ telematics systems.

SOUTH AFRICA

Sapics submissions open FROM 12 TO 14 JUNE 2016, approximately 1 000 of Africa’s most passionate supply chain professionals will gather to listen to a selection of topics on the theme ‘Supply Chain Management: A Concert of Coordination’. Speakers are invited to submit abstracts of their most exciting or challenging projects and findings for inclusion in the three-day conference programme. The independent speaker selection committee will consider all submissions based on relevance and potential value for the audience. Previous conference attendees have indicated the most popular topics include case studies, governance best practice, innovative technology, procurement, production, and

logistics from industries including manufacturing, mining, retail, automotive, basic services, financial, health care, and education. Based on past winners of the various speaker awards available, the most popular speakers include fellow supply chain practitioners who can share experiences, combined with practical solutions. Sapics anticipates a high level of participation from speakers similarly committed to the development of a vibrant network of educated supply chain professionals. Speaker submissions close on 15 January 2016 and can be completed at www.sapics.org.za or by requesting an application form from cindyl@upavon.co.za.

The 2016 event will celebrate the 50th year of the existence of Sapics

SOUTH AFRICA

TWA | Nov/Dec 2015

South Africa/Lesotho movement easier

The feasibility of implementing a trustedtraveller system is being considered

MINISTER OF HOME AFFAIRS Malusi Gigaba has announced measures to improve movement between the Kingdom of Lesotho and South Africa. The measures included Lesotho special dispensation to regularise the status of undocumented Basotho in South Africa. The dispensation follows the roll-out of a similar one for Zimbabweans whose stay in South Africa had been regularised since 2009. The department said barriers on movement will be removed through the implementation of a cross-border movement control system, through which passports will be scanned, but not stamped. This arrangement will be based on the existing ICT systems and the use of machine-readable passports. A special study visa arrangement for Lesotho learners and students studying in South Africa was also agreed to and will be implemented in time for the start of the 2016 school calendar year.

REGIONAL NEWS

SOUTH AFRICA

WEST AFRICA

Enviro company renamed ENVIRONMENTAL SOLUTIONS company re- has been renamed SmartMatta, following its acquisition by Barloworld Logistics (BL). SmartMatta reduces the amount of waste companies send to landfill and lowers resource consumption and emissions. Integrated through the business development team, it has entered into an outsourced transport contract with Barloworld Transport, with 40 vehicles on fleet. It will service major BL clients. “SmartMatta creates sustainable solutions that deliver a return on the environment for our clients and our planet,” explains managing director Marilize Worst. “Now, as part of BL, we can accelerate our exploration of new solutions and services, and fulfil our mission of zero waste to landfill.” Employing over 700 people, the company currently services around 170 sites across South Africa and covers private sector industries as well as parastatal organisations.

The company was the first to receive ISO 14001 compliance in the sector

WEST AFRICA

Nigerian port authority favours exports MALLAM HABIB ABDULAHI, managing director of the Nigerian Ports Authority (NPA), has called on Nigeria’s public and private sectors to facilitate export activities through the country’s ports. Abdulahi said the provision of appropriate port infrastructure was necessary to enhance trade in Africa’s largest economy, adding that the NPA would encourage any effort facilitating export trade. He emphasised that robust infrastructure was a requirement for global port competitiveness and explained that major infrastructural improvements and the advanced stage of the NPA’s 25-year port master plan positioned the authority to properly meet its import and export demands.

Current projects are meant to enhance port efficiency and make them more globally competitive, effective, and user-friendly

Necotrans wins Kribi port bid THE NECOTRANS GROUP and the Kribi Port Multi Operators (KPMO) consortium, consisting of nine local operators (forwarders, maintenance, and maritime agents), have been awarded the partnership contract for the operation and maintenance of the multipurpose terminal at the deep-water port at Kribi in Cameroon. Located 150 km south of Douala, the new port at Kribi has a draught of 17 metres. The multipurpose terminal conceded by the government of Cameroon will initially have a quay measuring 265 m (with two berths), equipped with two cranes on rails and six truck-mounted cranes. The precise terms of the contract are still to be discussed, with estimates pointing towards a concession of 20 years, investment of €26.2 million, and licence fees paid to the government by Necotrans/KPMO. “We are particularly proud to have joined our colleagues from Cameroon in a win-win partnership and to have gained the trust of the authorities in the country. Kribi is the only deep-water port in Central Africa and, as such, is destined to become the economic driving force of Cameroon and the subregion, especially Chad and Central Africa,” explained Grégory Quérel, chairman and CEO of Necotrans. After a first phase of five years, with an activity estimated at 1.4 million tonnes of freight per year from the second year, the second phase of 15 years foresees the provision of an adjacent quay measuring 350 m, and complementary facilities and equipment for an activity that will surpass three million tonnes per year. “Our investment will enable us to increase the pace of handling and the storage zones so that Kribi can be as competitive as possible, complementing the port of Douala,” added Quérel. The main goods handled will be vehicles, wood, cotton, mineral ore, and oil and gas equipment, together with the materials used for the construction of the industrial zone and the future power plant that will be right next to the Kribi port.

The multipurpose terminal at Kribi will provide work for over 250 people

The NPA, he said, by consolidating and entrenching the gains made by port reforms, was facilitating and synergising the activities of private terminal operators, shipping lines, freight forwarders, and other stakeholders, and was improving existing port infrastructure.

TWA | Nov/Dec 2015

HOT SEAT

Afrocentric approach Cobus Rossouw, chief business development officer, Imperial Logistics

Transport World Africa asks Imperial Logistics’ Cobus Rossouw about the company’s supply chain strategy for Africa.

IMPERIAL LOGISTICS

How important is local know-how and experience to operating an efficient supply chain in Africa? CR There are plenty of assumptions associated with African consumers and what they do or do not want. Many of these are inaccurate. For example, there is the belief that the African consumer is neither brand conscious nor tech savvy. At Imperial, we recognise that the African consumer is not a homogeneous population. When people ask us what the market is like in Africa, I liken it to the weather in North America. Our 50 countries are different and dynamic, with so much variety that there is no way to shoehorn them into one bland description. The continent has thousands of different languages, cultures, values, and social customs, which all influence how consumers behave and react. Imperial is in a unique position to add significant value to our clients’ brands by having feet on the ground. This refers to Imperial’s ability to give brand owners access to consumers via our people in-country who talk directly to consumers and have deep local knowledge and insight.

Africa has a young, upwardly mobile population. What unique demands do these consumers place on your supply chain? Young African consumers are just as interested in high-end, global brands as consumers in other parts of the world are. Nigerians, for example, show

TWA | Nov/Dec 2015

a high degree of preference for more costly, innovator drugs, clearly preferring these over generics. In Mozambique, we’ve found that expensive whiskeys are more popular in bars in Maputo as they represent a status symbol for the middle class. There is also often a bias against locally produced products in favour of imported goods, as the imports are assumed to be of superior

quality and/or taste better. This doesn’t mean that consumers on the African continent don’t want a good price or a bargain; it’s just that they are savvy enough to know the difference and want high-quality products that fit their image and lifestyle.

What role is technology and innovation playing in your African strategy?

Technology and its ability to track, monitor, and engage is a powerful tool that Imperial has harnessed to ensure that it can thrive in Africa’s competitive markets. We see technology as the digital bridge between what people buy and what brand owners want to sell. The competition for the consumer’s share of pocket is extraordinary and the innovative use of technology can provide the

HOT SEAT

“Imperial is in a unique position to add significant value to our clients’ brands by having ‘feet on the ground’.” Cobus Rossouw, chief business development officer, Imperial Logistics

insight needed to make a brand stand out and capture attention. Technology has a real impact on human life and we are determined to use it as best we can to make a difference. We have worked with a variety of organisations and governments to implement technology-driven solutions that have changed the way systems work, and the lives of those who use them. In Rwanda, for example, technology has been used to create a more efficient pharmaceutical distribution system, and in South Africa, our alliance with a leading retailer has seen them gain ground internationally while simultaneously boosting local skills development.

The surge in cross-border flows, local regulations, tax implications, and the lack of infrastructure all add to the challenge of growth in developing markets on the continent. What is your solution/view of these issues?

We believe that our integrated, end-to-end approach to the route to market offers the solution. We can take full responsibility for partnering with our principals and do not sell transactional logistics services, which are constrained by point inefficiencies. In terms of border delays, we actively support industry bodies that are focusing on introducing customs simplification, among other initiatives.

How do you avoid creating a collection of independent markets and operating units with duplicated functions and limited alignments? We have to consider the reality that different markets are quite independent and that we need a model of decentralised accountability to ensure relevance in each country or cluster of countries. The duplication that comes with this is worthwhile; the alternative would be to try to manage Africa from the comfort of a boardroom in Johannesburg or – even worse

– some European or American city. That will not work. We offer our clients some standardisation and extensive governance, which we believe provides the appropriate model for Africa.

reliance on telephones and telematics. That being said, it remains a mammoth task. But, we have some ideas on how we can innovate in this area. Watch this space.

Rapid economic growth and urbanisation is encouraging, but also increases congestion and places more pressure on supply chain efficiencies. How is Imperial dealing with this?

What is your view of using other transport methods in Africa, such as rail?

We ensure that we adapt to each environment. Unfortunately, we cannot solve urban congestion. As the supply chains mature, we aim to spread the workload across all 168 hours in a week, as we have done very successfully in South Africa.

Imperial uses rail as a transport method in South Africa and will expand its use thereof whenever there is a commercially viable and reliable rail service available. The same view applies to other countries in Africa. Our business is about providing the best logistics for our clients and principals – not about keeping our trucks busy. We believe that rail logistics should be part of our offering.

How does Imperial ensure network-wide visibility across South Africa’s borders? We use a combination of technologies, including continued

www.imperiallogistics.co.za

TWA | Nov/Dec 2015

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

There is a better way.

COMMERCIAL VEHICLES PAGE STRAP

SCANIA

Tristan Wiggill chats to Belinda Felix about the merits of in-house commercial vehicle insurance.

Make it personal

HILE VEHICLE INSURANCE is not legislated, any vehicle sold in South Africa must be insured as a condition of finance. It is a grudge purchase, which has to be made more personal. “Every single operator has different needs,” affirms Felix. “They operate differently and have different risks. It’s important to go in there and do a full needs analysis on each and every customer to understand their business, how they operate, what their risks are, and what applications they're using. Then you tailor your insurance product to meet that customer's needs. So, every single insurance product is actually a niche product.” Depending on the size of the operation, it can take anything from a couple of days to a couple of weeks to do this. If you're moving big funds around, it can take a couple of months. But, it’s worth the wait; in South Africa, you need insurance to protect yourself from the uninsured. If you're driving a truck and crash it into somebody's wall or crash into their swimming pool, they can claim against your company and assign liability and/or sue. Scania is, through its broker partner, negotiating with insurers so that it will have the mandate to perform accident damage repairs in its workshops. This will minimise downtime and reduce the time it takes an assessor to assess a truck and authorise its repairs. “In this way, we know our trucks are fitted with genuine parts and we know – and can guarantee the workmanship carried out,” she says. Insurance legislation is different in every country, which means Scania has to liaise with insurance brokers in foreign countries. “The partner we have chosen is already affiliated to brokers in some sub-Saharan countries,” she explains. “We can write into a 100 markets that can either be run centrally from South Africa or, if legislation requires, from within those countries through a broker registered there.”

She admits that peace of mind doesn’t come cheaply. “We are not offering cheap insurance; we're offering effective insurance. We give our customers peace of mind about workmanship, genuine parts replacement, and protecting their assets. A proper needs analysis on their business means we cover any gaps that they may have and close the risks they are open to. “It's all about minimising downtime by making sure we get the truck back on the road, fast. It’s about creating a relationship and partnership for the life of that truck. It's important that we can give them the service to get the vehicles up and running again to make sure that they're covered correctly for all the risks and the perils out there and to manage the risk of driver behaviour. In the event that a driver is a multiclaimant, we go to them with data and say: ‘This guy, driving this truck, is claiming frequently, so let's offer driver training’; let's get him on board to bring down the loss ratio and that, in effect, helps customers because we don't have to increase their insurance rates. “We look at the application, the mileage driven, and the load carried. At a claims stage, we'll look at the condition of the tyres and the truck through the life of the policy. You should be doing Belinda Felix, an assessment insurance manager, Scania Finance with your cusSouthern Africa tomer every six months – a follow-up – and know what condition his/her trucks are in and how he/she manages their fleet. You can step in as a risk manager and make suggestions because as soon as you start managing driver behaviour as well, you start driving down costs – be it on tyres, maintenance, or fuel.”

“We are not offering cheap insurance; we're offering effective insurance.”

TWA | Nov/Dec 2015

COMMERCIAL VEHICLES

Reel African drive Digital media and MAN Truck & Bus South Africa have brought African road transport to living rooms across the world. Tristan Wiggill provides a One Man Kann update to the halfway point.

Y THE TIME YOU read this, adventurer Riaan Manser and co-driver Nduna Chari have returned to South Africa, having driven through nine countries in Africa on an epic journey totalling 13 234 km and lasting 53 days. The digitally captured journey saw the One MAN Kann team travel up the east coast of Africa to Nairobi, before returning via the west coast to Johannesburg. Manser was given just four days of training before taking the wheel of the new Euro 5, 56 tonne 26.540 TGX. In his first real-world assignment, he drove the truck from Johannesburg to Nelspruit on what is a common long-haul delivery route, before teaming up with Chari – one of the country’s best drivers – from RTMSaccredited Manline. Departing Pinetown in KwaZulu-Natal on 8 September, the crew stopped over at the company’s head office in Isando before properly setting off, where Manser learned that the TGX had been sold, which did little to calm his nerves. In what was an early test of his endurance, Manser then completed the entire drive to Swaziland, noting the organisational efficiency of the Oshoek border post. Overnighting in Manzini, the guys headed for Mozambique the day after – a special place for Manser, having cycled the entire length of the country’s coastline. Mosquito nets and anti-malaria prophylactics were loaded into the truck and donated to needy communities along the journey towards Nairobi. When the team

Kenyan border officials kept the crew motionless for 53 hours

TWA | Nov/Dec 2015

entered Mozambique, the accompanying film crew were advised to stop filming. By this time, Manser and Co. had become frustrated with Mozambique’s immigration officials, spending three and a half hours at the border. In Tete, the team was stopped at a military checkpoint. Deteriorating road conditions and fast-reducing tarmac have contributed to numerous truck accidents in the region, with many a damaged heavy vehicle abandoned alongside the road in what have become eerie ‘truck graveyards’. After recovering from a fever, Manser and Chari made their way through Malawi, headed for Tanzania. Manser was tasked with night driving on this stretch, which proved taxing in almost total darkness. Although a common practice for seasoned transporters, navigating a rickety-looking wooden bridge raised the team’s anxiety levels. A visit to Lake Malawi reminded the team of Africa’s inherent natural beauty. But, the serenity was short-lived when Kenyan border officials kept the crew motionless for 53 hours in an area known as ‘no-man’s land’. Free-roaming buffalo and zebra added to the challenge of navigating heavily depreciated roads. And, by the time of their Dar es Salam arrival, temperatures had risen to 38°C, as Africa’s heat taxed man and machine equally. With Nairobi in sight, and with an armed escort behind them, the TGX was inched on to a trusted ferry. From there, the team left the tar and entered the bush.

COMMERCIAL VEHICLES

Whole new language Following recent acquisitions, Isuzu Truck South Africa (ITSA) believes it has shifted to an enterprise-type business that provides custom solutions for what it terms 'trk'eneurs', writes Tristan Snijders.

HE LAST TWO YEARS have seen the manufacturer gain market leadership in the cab-over and medium commercial vehicle segments, where it now holds nearly 13% of the entire R450 billion South African commercial trucking market. This, chief operations officer Craig Uren contends, is because of the company's inherent adaptability and client-centric approach.

customisation possible. ACT, on the other hand, offers chassis modification and accessorisation, which include crew cab conversions, wheelbase extensions/shortening, and winch installations.

Supporting trk'eneurs Boredom busting "Trucking in the 80s and early 90s was really quite boring – there were few dynamics and the same engines and transmissions were used for a lot of models and over quite a number of years," he explains. Since then, manufacturers have stepped up a gear, intensifying competition in the marketplace. "The market has become exceptionally dynamic and trucking has changed dramatically." This dynamism and change prompted ITSA’s most recent acquisition – that of truck body and chassis building specialists KANU/ACT.

Ask and you shall receive Based in Port Elizabeth, KANU Commercial Body Construction and Automotive Chassis Technologies (ACT) were wholly acquired in August this year. The incorporation of these companies has made it possible to offer clients truck bodies and chassis to spec. In order to simplify the client specification process, the company has introduced almost 20 body-type names, including Waterpack for tankers and Recoverpack for flatbed towing bodies. These body types form the basis of what is on offer through KANU, with almost limitless further

A week-long media and customer event was held at Gerotek, Pretoria, in the absence of the cancelled Johannesburg International Motor Show

"We are here to provide clients with the right solution, which will boost their operational efficiency,” explains Hiroshi Nishizaka, CEO, ITSA. “The ideal product, combined with exceptional after-sales support, makes for happy, loyal clients." The after-sales support Nishizaka mentions relates to what the company has named VAPS (value-added product service offering), which sees ITSA offering new and remanufactured parts, from transmissions and engines to axles. Again, the company Craig Uren, COO, Isuzu Truck SA endeavours to work with clients to determine the ideal solution, even offering OEM parts that compete with more affordable components. "We see every truck as a mini economy that aids in job creation and income generation, which also, ultimately, gives back to the national economy. It is, therefore, vital that we support the people – the trk'eneurs – who make these mini economies possible, providing them with the products and services they need to operate effectively," concludes Uren.

“We see every truck as a mini economy that aids in job creation and income generation.”

TWA | Nov/Dec 2015

Service

Filtration & Coolant

Parts

Cummins South Africa Head Office Kelvin, Johannesburg

+27 11 321 8700

Longmeadow, Jhb Bloemfontein Cape Town Durban Middelburg Port Elizabeth Pretoria Richards Bay

+27 11 451 3400 +27 82 803 0407 +27 21 945 1888 +27 31 700 1701 +27 13 246 2126 +27 41 486 2305 +27 12 548 7836 +27 35 751 1852

Botswana - Gaborone Zambia - Chingola

+267 393 7635 +260 261 0729

www.cummins.com

Lubrication

COMMERCIAL VEHICLES

Enlightened view

Schuyla Goodson Bell discusses the value of first-hand experience, flexibility, and resilience when working in Africa.

HE BEAUTY OF WORKING in emerging markets is that you have to come up with solutions that work for your customers and clients, while always being aware that things could be different from the day before. It's about how you work through that – how you understand the realities of the country you're operating in. We receive a tremendous amount of support from corporate (Cummins North America). When they visit, we take them to field service tech vehicles, perhaps visit a mine site – maybe during the rainy season or when it's cold – so they can see flooding or load-shedding, or experience the effects of new legislation first-hand. We do this so they can see what both our employees and customers are dealing with. It helps explain why we need to do things differently or why we need to have some flexibility. In Africa, we need to be equipped a little differently in order to deliver, which requires resilience, tenacity, flexibility, and understanding.

Critical care Here, in Africa, our gensets supply support to hospitals, banking, and telecommunications. We've taken advantage of the realities of load-shedding in Southern Africa. But, when the robots are out, we're thinking about the hospitals. We want to make sure that there is infrastructure and progress in developing markets. We look at how we can play in the construction arena and in agriculture. The nice thing about working in this market is that we have an application for virtually everything. We have to ensure low-emission engines are available to the extent that our customers want them. The same kind of engines, coolants, and filters need to be available in all the markets we operate in. We’re continuing to educate our customers and others about the importance of using something that might be more environmentally friendly.

You can't assume that everybody thinks about emissions the same way. We've got to think about the context of the environment in which we're working and what's important, and then tailor it so it's aligned with the mission, vision, and values of the company.

Closer to home Our resources need to be closer to our customers, in the interests of superior support and service. Last year, we established a regional distribution centre (RDC) in Ghana and built the Johannesburg RDC to better serve our SADC customers. We need to make sure there is sufficient local demand in the relevant market to support long-term investment, and know that it's sustainable, before we commit to full-scale manufacturing on the continent. We’ve only scratched the surface of the prospects available in Africa. There’s nothing but opportunity in terms of rural electrification projects, biogas projects, gensets, and power generation solutions. We need to be resilient and adaptable, possess the right skill sets, and understand our customers. Vehicle OEMs want to know how they can be served better – how we can add value and to what extent we understand their business. They require flexibility, solutions, and long-term partnerships. It’s best to test tenacity and customer relations when the going gets tough; that’s when you find out what each other is willing to do and how far they’re willing to go. Develop a partnership and then have the tough conversations. I want to be sure we've got the basics in order – at all levels of the organisation – and that we really understand our customers.

It’s best to test tenacity and customer relations when the going gets tough

The RDC in Johannesburg services 12 Southern Africa countries

THE AUTHOR

Schuyla Goodson Bell is the managing director of Cummins Southern Africa.

TWA | Nov/Dec 2015

TRAILERS

Containing costs

Africa's first refrigerated test chamber would benefit the refrigerated transport sector in measurable ways, learns Tristan Wiggill.

ICHAEL SCHUSTER, ADVISOR to the GIZ German Development Agency, is in charge of a transport refrigeration project that will implement new technologies, improve energy efficiencies, and reduce the carbon footprint in transport. He is busy setting up a technology corporation with local industry players – partners, companies, and associations – as well as contacting research and development experts. Schuster’s main partners in the project are the departments of Trade and Industry, Environmental Affairs, and Transport. Having completed a sector analysis, he realised that operators of refrigerated vehicles in South Africa might spend, say, R1 million on a big refrigerated trailer. At the moment, however, there is no scientific way of knowing how good that trailer’s insulation is. In Europe, special test chambers provide accurate and measurable insulation values, while in South Africa, you buy a trailer and trust that it's adequately insulated.

Operators could save around R3 500 to R5 000 per vehicle, per annum, with improved trailer insulation

Chambers, please! Michael Schuster, advisor at the GIZ German Development Agency

The formation of a local test chamber will allow the transport sector to save fuel and reduce its emissions. It will also assist the domestic industry – specifically the trailer/body manufacturers – to enhance the insulation qualities of their products. While locally built trailers are known for their durability, thermal performance is largely unknown, with sealing and insulation properties immeasurable. Once that test chamber is in place, a certain requirement for similar performance would be created. At the moment, it's difficult for the local industry to arrive at the equivalent European value. While there may be a South African equal, the trailer/body manufacturers will need support if they are to improve their products and attain higher insulation values. Apart from the infrastructure required, there is also a need

TWA | Nov/Dec 2015

for a vehicle testing standard. In this regard, the South African Bureau of Standards has been approached, with a view to create a subcommittee on thermal performance for refrigerated transport. Specific South African requirements will have to be considered. By matching European insulation standards, local operators could save anywhere between R3 500 and R5 000 per vehicle, per annum. Schuster says local trailer manufacturers have been offered technical support from a number of European consultants. These consultants will provide manufacturing and design support in order to build a test chamber prototype. Each of the five local trailer manufacturers involved are required to build a prototype by the first quarter of 2016, with each receiving individual European support. Schuster says a tool will be provided in order to calculate approximate thermal performance in advance, thereby reducing the failure rate.

Phase-out South Africa is currently phasing out certain refrigerants that are harmful to the ozone layer. A new transport refrigeration system, which uses hydrocarbons instead of propane, is also being developed. If this is put into the market, it would be the world’s first transport refrigeration unit with a natural return. While the prototype is ready, it has to be rigorously tested – inside and outside of trucks – due to the flammability of propane. Once these units have been proven to be safe, a trial period can commence for possible use in 2016. But, the best truck or refrigeration equipment won't help if drivers leave their doors open or if perishables are left standing in the sun. As a result, a training course has been set up to educate drivers on refrigerated transport issues, together with the Open Trade Training Centre. Schuster adds that he'd like to set up a training course on cold-chain logistics that would become a best practice guide in technology, software, and training. The content is currently being developed and will be provided to interested institutions once finalised.

FLEET MANAGEMENT

Arresting stats

Truck hijackings have risen 29.1% since 2014, according to national crime stats. Tristan Wiggill finds out, from the South African Insurance Crime Bureau (SAICB), how the industry can fight back.

CCORDING TO THE SAICB, truck hijackings are all about the commodities being transported. Tobacco products, for example, are currently in high demand. While the crime statistics do not indicate the purpose of the hijackings, the fact of the matter is that the majority of trucks are hijacked for their loads, with many trucks and/or trailers recovered shortly thereafter. There is great demand for certain types of trucks in neighbouring states. For instance, trucks in the 3 to 8 tonne range are wanted in Mozambique, with a number of these trucks reported stolen and recovered by Mozambican authorities. Southern African Regional Police Chiefs Cooperation Organisation (Sarpcco) operations, conducted in the SADC region, have also indicated that there are a large number of stolen and/or hijacked South African trucks in circulation in the region. These trucks are used by large transport companies and will only ever operate north of South African borders. The largest markets for these trucks – the big horse-andtrailer types – are northern Mozambique, Zambia, and Malawi. While the industry is working very closely with law enforcement, it needs to participate in strategies that have been developed and planned to prevent truck hijacking and increase the apprehension of hijackers, as well as the kingpins behind the crimes. Markets for the commodities targeted, as well as the markets for the hijacked trucks and the syndicates involved, need to be identified and addressed in conjunction with the South African Police Service. Screening drivers and properly recording their details are vital, with the percentage of actual hijackings and so-called ‘handovers’ difficult to determine. Unfortunately, the general culture of corruption in South Africa cannot be overemphasised. It is far easier and far less risky to corrupt an individual – in this case, the driver – than it is to hijack a truck. The use of foreign drivers, with no ties to South Africa, presents a problem. These drivers can simply sell trucks abroad after a dispute with their employer. Drivers need to stay alert and should not pick up hitchhikers. Hitchhikers obtain information from drivers about the nature of transported cargo, which is forwarded by text message to accomplices either following or lying in wait along the driven route. Hijackers prefer the main routes to and from Gauteng, with Heidelberg featuring prominently. Hijacking hotspots are determined by the commodity targeted or the type of truck

What to do if hijacked B e observant of the vehicles, equipment, and weapons used, as well as the language spoken by the hijackers. B e aware that criminals often use reflective jackets to impersonate some form of authority. I nform law enforcement immediately and ensure the vehicle is correctly circulated as soon as possible. A ctivate security details and contractors. Alert tracking companies. Have details of drivers and crew available to give to law enforcement.

on order. For instance, if tipper-type trucks are ordered by a receiver in Mozambique, operators of these trucks in Mpumalanga will be at risk. Hijackers gather information on their targets prior to an attack to minimise their risk. The hijacking of trucks is not done on the spur of the moment by criminals cruising the highway, but is instead carefully planned in advance. Inside information and/or help from insider is first prize. The industry can reverse the upward trend in hijackings by working closely with the SAPS and other role players in the industry, and by sharing information through structured processes. Creating a database of drivers and crews would minimise their involvement. For instance: a driver employed by company A is the victim of a hijacking and is then dismissed; two weeks later, now in the employ of company B, he is again hijacked – this should create some sort of alert. Sharing information on hotspots and high-risk areas, and sharing radio communication with other operators on the same routes would also help.

Screening drivers and properly recording their details are vital

Impersonating traffic authorities is a popular modus operandi

TWA | Nov/Dec 2015

FLEET MANAGEMENT

MIX TELEMATICS

Prioritise fuel management Grant Fraser explains the value of fuel control and security within fuel management.

LEET BUSINESSES operate in a competitive industry, where operating costs are constantly scrutinised. When fleet operators are well equipped to manage their mobile assets and take control of driver behaviour, the result is a guaranteed increase in profitability. The key to success is improving efficiencies and productivity, and one of the most effective ways to do so is through fuel management. The average large fleet’s fuel costs account for approximately 40% of the fleet’s total operating costs. A common reality in today’s environment is the increase in fuel theft, which not only impacts a business’ profitability, but also limits the ability to compete in a demanding market. Two critical areas of fuel management that businesses should prioritise are fuel control

and fuel security. By utilising the latest, innovative technologies, these areas will not only be easy to identify and manage, but will result in significant fleet cost savings.

Fuel control A properly implemented fleet management solution that monitors and improves driver behaviour is imperative to reduce fuel consumption. By lessening poor driving habits like harsh acceleration, speeding, and excessive idling, fuel consumption is reduced significantly. Technology plays a key role in fuel control and reducing risk. MiX Telematics’ stateof-the-art fleet management solutions are proven to bring about an average of 10% savings on fuel costs – often equating to millions of rands in savings for customers. Considering the rising cost of fuel, these savings are critical to remaining competitive.

Fuel security

THE AUTHOR

Grant Fraser is the product and marketing director at MiX Telematics Africa.

TWA | Nov/Dec 2015

Fuel is becoming more of a commodity in South Africa due to its rising cost. There is an increase in fuel theft and, if businesses wish to remain profitable, serious measures need to be put in place to stop the incidence of fuel theft. Fleet operators can lose as much as 10 litres of fuel per truck per

day due to siphoning and skimming, which could easily amount to over R30 000 per year, per vehicle. Fleet owners should invest in effective fuel security solutions that are proven to protect fuel and profits. MiX Telematics Africa has extended its fleet management solutions by providing MiX fuel security solutions to fleet operators in South Africa. MiX fuel security devices provide a solution that prevents siphoning and skimming. With proven savings achieved, of up to 10% of the total fuel cost, full return on investment after fitting this device is achieved within six weeks. With a simple installation that takes only a few minutes, these solutions are highly effective in resolving any fleet’s fuel security concerns. Fuel management is critical to the bottom line of any business. By making use of end-to-end safety and security solutions with the latest technology, fleet operators can increase profitability and competitiveness.

www.mixtelematics.co.za fleetsa@mixtelematics.com

FLEET MANAGEMENT

Measuring up Many transporters believe on-board weighing systems are a legal requirement. Tristan Wiggill weighs in on the issue.

ONTRARY TO THE ABOVE belief, the law says operators need only have a way to control their loads. Many of the associated problems could, therefore, be resolved by simply introducing certain procedures and disciplines. The fact is the state is almost powerless to stop vehicle overloading. While traffic officials stop a number of trucks at weighbridges during the day, many overloaded vehicles continue on their nefarious ways after dark. Many operators ignore the basics like tare weights. Some believe that all their trucks weigh exactly the same and/or that they weigh precisely what is said on the manufacturer’s documentation. It’s seldom what owners think, because you've got to fill up with diesel and, by law, have a driver in the seat when weighing. Weighing each of your trucks is a worthwhile exercise, which could be done during the course of business with a proper weighbridge. Get them weighed by axle and make sure you know what the weight is. Everyone should understand the legal limits, as there have been changes in tolerances over the years. Drivers and operating staff must know exactly what the values and tolerances are.

Follow the paper trail If you employ subcontractors, ask them if they know what the requirements are. Ideally, it should be stipulated in the contract you have with them. It is also important to leave a paper trail, because if the state decides to tackle you as a transporter, asking what you have done to address the law, and you don't have a paper trail, then you won't have a legal leg to stand on. Do the paperwork first, then the risk analysis, and find out just how much of a problem your company or contractor has before deciding how to approach the problem. Make sure you have control over it and insist that it’s documented.

You also need to quantify certain things within your company. If you’re being paid by the trip, it shouldn’t be an issue, provided you're always under-loading. You need to have a procedure so that everyone loading the truck knows what they can and can't do. It's risky to load right to the limit, particularly with certain loads like bricks, whose weight increases markedly when wet. Timber is also really difficult to accurately weigh as it's virtually impossible to tell what the timber will weigh on any given day. You have different varieties of tree; it could be freshly cut or have been lying around for weeks, which could make a significant difference in weight. Sugar cane may be dense and heavy with sugar, or it could be dry and much lighter.

Have a procedure so that everyone loading the truck knows what they can and can't do

Weighing it up A multideck weighbridge is the logical way to go if you have a large plant or mine. You can quickly print something for the driver and have full control over the truck as it leaves the mine or factory. By law, you have to have a printout in the truck of the weight that's loaded. Also, historical data can be kept on a company server. Specialised software can be added to single, solid weighbridges, which are good enough to check axle distribution, provided the path to the weighbridge is completely flat. In the case of a single-axle system, you’ll need a truck-length area that is completely flat, both before and after the scale. Mobile weighing pads are useful only for experimentation and are not a genuine proposition. Industrial weighing systems are also available, but axle distribution can be an issue. When all else fails, you can carry a scale with you, mounted on the truck chassis.

Wood you believe it: accurately weighing timber is nigh on impossible

TWA | Nov/Dec 2015

FREIGHT FORWARDING

Freight to the fore

Freight forwarders are facing a raft of new challenges, as Tristan Wiggill discovered during the annual SAAFF Congress.

OUTH AFRICAN Association of Freight Femme fatales Forwarders (SAAFF) chairman Basil Pietersen During the women in transport panel discussion, it was opened the Durban proceedings, saying that, noted that, while grossly under-represented, women in terms of skills development, SAAFF was far brought about collaboration in supply chains. This ability from reaching the needs of the freight forwarding industry. stemmed from their inclination to communicate and conHe feared that this would lead to problems, as the freight fornect with others. It was agreed that the supply chain can warding and logistics industry was predicted to grow by 25% only move if a component of innovation was introduced. To globally and 30% in Africa, by 2025. this end, you have to think on your feet and find solutions. Pietersen said SAAFF members needed to find the courage Panellists concurred that, from a business ownership to grow their businesses and that more collaboration between perspective, access to finance for women in the freight government and the private sector industry wasn’t easy. While the was required. He added that the industry was capital intensive, association should take the lead in it was not easy to find investhese processes. tors willing to invest in womenAccording to Pietersen, the new owned businesses. The belief Tom Moyane, SARS commissioner Customs Act, transformation, that male-owned businesses BBBEE, and border management are more successful persists. are pressing issues facing freight forwarders in the country. Access to the market for women is still difficult, with many He stated that SAAFF had always played an important role in businesses built on relationships. It was said that there is a looking at service rates, which was welcomed by the authorineed to create and strive for relationship formation before ties. He further believes that closer working relationships you get business. Creating business relationships with men between the association, airlines, and shipping lines need to is not always easy for women; while men go out and play be forged. golf, women are often seeing to their family. A key point made was that having international conCommissioned tacts in the freight forwarding business is advantageous. SARS commissioner Tom Moyane said SAAFF is a key However, people in certain countries don't take women as player in the supply chain and described it as an extremely seriously as others, with the Middle East mentioned as a important stakeholder for SARS. According to Moyane, it is prime example. imperative that a cordial, open, and mutually beneficial relaIt was agreed that the new BBBEE Codes should help tionship exists between SARS and SAAFF in the interests of empower women and create opportunities for them to effective trade facilitation. develop. The biggest mistake women make is to trying to He encouraged the SAAF leadership to extend its memberreplicate men. The panellists agreed that every individual ship hand to small, emerging players in the logistics and brought something to the party and that it is fine to be a freight forwarding space. He added that SAAFF should drive woman in a man's world. Realising and accepting that is a change and a compliant, transformative agenda in the sector. sign of emotional intelligence, they chorused.

“SAAFF should drive change and a compliant, transformative agenda.”

The SAAFF Congress was representative of the industry as a whole

TWA | Nov/Dec 2015

FREIGHT FORWARDING A suggestion was made that it was important to surround yourself with the best people possible. Power must be used in a very responsible manner, be it in networking, relationship building, or with the people around you. Take risks and manage the outcomes, they said. There is little support and no safety nets, they said, and all agreed that mistakes would be made. You need to be courageous, while listening to others, sometimes necessitating taking a step back. Panellists reasoned that hard work is never punished. They implored women in the industry to get involved, saying that people wanted success, but weren’t willing to get their hands dirty. According to the speakers, you cannot wait for the ship to come in; you need to swim to it. The industry needs to develop enquiring minds that could reproduce knowledge over and over, which leads to bigger and better achievements.

On track President of the Railroad Association Elvin Harris conceded that the relationship between Transnet Freight Rail (TFR), its other divisions, and the forwarding and clearing industry hasn't always been the best. During a discussion on integrated planning and infrastructure development, he said Transnet and SAAFF were at the start of a new relationship, hinting that the rail operator would like to get more involved in the 2016 event. Harris said Transnet was making investments to put the efficiencies back into the country's rail system, adding that parastatal wished to be an important cog in the country’s logistics and supply chain wheel. According to Harris, rail needs to have greater responsibility in the nation’s freight transport tasks. Transnet has recently been moving around 15% of total freight tonnage, he said, seeing good growth since the commencement of its seven-year market demand strategy (MDS). He explained that Transnet’s investment drive has seen huge spikes and the number of trains being run has, over the last few years, increased from 850 to 1 400 trains per day. These trains were also running more efficiently and boasted reduced turnaround times. Harris added that there was a need to reduce the costs of logistics, which would reduce the overall cost of doing business in South Africa. Transnet has been working closely with third party logistics service providers and with the motor industry, he revealed. While the turnaround of the state-owned rail operator was on track, it had gone through a lot of pain and was still licking some of its wounds, he said half-jokingly. In a cautionary conclusion, Harris said it was going to be tough to sustain the rate of spending the original MDS plan envisioned, and so there may be some reductions due to expected

revenues not having materialised. Still, the company has been driving internal operational efficiencies hard and has invested in suitable rolling stock, he said.

Wise words Wiseman Madinane, executive manager: Containers and Automotive, Transnet, said company assets on the KwaZuluNatal, Cape, and South corridors were receiving attention and that TFR has been chasing areas of the domestic market in which it had not yet made a sizeable impact. TFR needs to provide its customers with a single Transnet solution, he reasoned, creating a hub-to-hub approach, as is the case with the Durban Container Terminal and City Deep in Johannesburg. He highlighted the lack of sustainability of the current road transport bias, saying there are too many trucks on the road. TFR has been hard at work in dealing with criminal syndicates and has been considering installing GPS-enabled smart clamps, which could indicate when a container was being tampered with, he revealed. Madinane wrapped up by saying that collaboration and public-private partnerships are key to moving South Africa forward. He said the logistics chain in South Africa is changing and that those freight forwarding businesses not considering rail were doing so at their own peril. Alluding to the recent carbon calculator app, he claimed that carbon emissions have become more of an issue for cargo owners and that there were environmental benefits to using rail.

Top Collaboration: Basil Pietersen and Tom Moyane

TWA | Nov/Dec 2015

CUSTOMS

Added value T HE MEASURES NEEDED to be taken in soft infrastructure include simplifying and harmonising customs and border procedures, encouraging the use of new technology by customs and clearing agents, and eliminating corruption by customs officials. Implementation of brand-new customs legislation â&#x20AC;&#x201C; the Customs Control Act, Customs Duty Act, and Customs and Excise Amendment Act â&#x20AC;&#x201C; will have a massive impact on all SARS stakeholders. The existing Customs and Excise Act is to be renamed the Excise Duty Act, and will be implemented on a date yet to be determined by President Jacob Zuma. The impact of this new legislation, its incorporation into current automated systems, policies and procedures, as well as readjustments that will need to be made by every entity engaging in business with SARS are not small fixes to implement. New systems, policies, and procedures are being developed in phases; the first of which relates to registrations and licencing, the second to goods reporting, and the third to declaration processing. They have been designed to facilitate trade and investment, not hamper it.

Commissioner of SARS Tom Moyane says an increased effort to improve both hard and soft infrastructure is necessary to unlock the potential of trade and boost South Africaâ&#x20AC;&#x2122;s competitiveness.

Acting up All stakeholders need to work together to combat illicit trade. The new acts will bring a range of benefits, including greater transparency. They will enhance the predictability of doing business, promote exports, augment business competitiveness, and stimulate domestic activity. They will also promote an environment for SMMEs to flourish, ultimately making South Africa more globally competitive. The biggest concern of SARS clients is border post delays. Many issues have been addressed through a modernisation programme over the last few years. Automated processes, electronic declaration, and mobile inspections have simplified procedures and reduced paper usage. Administrative burdens have been reduced, as supporting documents are no longer required, unless requested. Customs receives advanced information about consignments from traders and can assess the risk in advance, using third-party data verification tools. Customs is busy working on the single-window concept, which was born out of the fact that traditional import/exports and rated regulatory requirements have created a grey area for the market entry of international goods. One-stop border post arrangements, which reduce the compliance burden on taxpayers, traders, and travellers at South Africa's ports of entry, have been adopted.

Customs is busy working on the singlewindow concept

TWA | Nov/Dec 2015

SARS is working with the Department of Home Affairs on the formation of the Border Management Agency (BMA), as a means to secure the borders of the republic, ensure enhanced border management, and support effective delivery on the mandates of all relevant organs of state. Cabinet has approved the introduction of the BMA Bill in Parliament and is currently following the normal parliamentary processes before its approval. The establishment of the BMA is a process, not an event.

Smoke signals South Africa is not immune to illicit trade, in its various forms. Illicit traders have exploited legitimate trade channels. This is a threat to legitimate business and financial activity, undermines economic growth, and attacks the revenue base. The sale of contraband cigarettes, drug abuse, and illegal immigration affect national security, the well-being of South African citizens, and the formal tax base. SARS is developing aggressive strategies to combat this; operational and internal probabilities have been put in place to disrupt, mitigate, and arrest the individuals, syndicates, and companies involved. SARS has introduced new integrated border management tools, such as cargo scanners in the Durban and Cape Town ports, increased its inspection capabilities, and is pursuing a common customs working philosophy across Africa.

LEGISLATION

Time to

assess Changes to the Safety and Quality Assessment System (SQAS) needn’t put transport companies in a spin. Tristan Wiggill demystifies the new requirements.

QAS IS DESIGNED to evaluate the quality, safety, security, and environmental performance of logistics service providers. It is done in a uniform manner and is carried out by independent assessors during a standardised questionnaire. The questionnaire is a document that was inherited from the European Chemical Industry Council in 1997. It was used initially as a baseline and has since been amended to suit South African needs. European standards have subsequently been removed. SQAS assessments produce a detailed, factual report. While each company is evaluated against its own requirements and standards, it’s important to remember that being SQAS audited doesn’t render a company accident-free. The Chemical and Allied Industries’ Association (CAIA), which has jurisdiction in South Africa, Namibia and Botswana, centrally manages the electronic database on behalf of SQAS-audited companies. There are four legs to the SQAS system: transport, tank cleaning/wash bay, warehousing, and rail. The South African system is based on three pillars: the questionnaire for each company type; the auditing by accredited auditors; and the electronic database. It takes, on average, two and a half to three days to SQAS audit a company, because those being audited need to produce a series of supporting documentation. The questionnaire covers management, safety, health, environment, equipment, training, operations security, and site inspections. There are about 2 500 questions and everything has to be documented in writing – your policies, your procedures, and your instructions. These must all carry the signature of the company’s CEO.

Transport companies wanting to be SQAS-audited must produce documentation/stats for a minimum of three months and compliant companies are re-audited every two years, with a maximum period of two months allowed once the certificate has expired. Approved suppliers require a score of over 90%. A minimum score of 95% is required for the mandatory questions and 90% is needed overall, failing which a grace period of 30 days is given to get your house in order. Transport companies that have been SQAS audited and contracted to Sasol are audited every two years, and only require a score of 85% overall. Companies contracted to Sasol can expect unannounced spot audits from the company on a regular basis. If a company doesn't have a diesel bowser or wash bay on its premises, it won't be negatively penalised by the questionnaire. Questions are, however, weighted. Some transport companies assume that, because one of their depots has been audited, all of their depots are subsequently compliant too. This is incorrect. Each individual depot has got to be audited and issued with its own compliance certificate. Subcontractors are a major issue because it’s the contractors who must ensure they employ SQAS-assessed companies. If your company has been registered with the CAIA and is involved with responsible care, you can't appoint a substandard contractor. The so-called fire permit has been phased out, with some municipal by-laws now requiring a dangerous goods certificate instead. This has been amended in the Fire Brigades Act, so transporters should familiarise themselves with the relevant legislation. Johannesburg by-laws specifically state that one requires a dangerous goods certificate and the same applies to Sasolburg, Rustenburg, and Durban.

Each individual depot has to be audited and issued with its own compliance certificate

TWA | Nov/Dec 2015

LEGISLATION

Perfect harmony

Comesa, EAC, and SADC countries are currently drafting SADC standards on the transportation of dangerous goods. Janette Botha has some legal pointers for cross-border operators.

W THE AUTHOR

Janette Botha is a transport and construction law specialist at Latamus Legal Consultants.

HILE SOUTH AFRICAN standards are being adapted for SADC, individual countries will have to incorporate them into their own legislation, which may

take a while. A study is currently under way for cross-border operator registration in the tripartite region. Ideally, companies will have to register as operators with the tripartite. Every country would then be able to recognise operators and have access to an offence record. A vehicle load management memorandum of understanding, which standardises axle load limits and the tolerances allowed before prosecution, has been drawn up for the tripartite’s 26 countries. The manner in which prosecutions are dealt with are also being standardised. SADC has three standards already and a protocol on standardisation, quality assurance, accreditation, and metrology. These oversee the standardisation of policies and procedures to ensure the quality and safety of trade in the region. Article 17 of the SADC protocol on trade says that member states must use international standards, unless those standards are inappropriate. While they use international standards, it’s not something we're familiar with locally. There is a dire need for Africa to standardise the standards

TWA | Nov/Dec 2015

used in South Africa, which stem from the United Nations. Member countries who have not yet adhered to the Basel Convention must urgently consider doing so. East African countries and Comesa, EAC, and SADC have agreed to incorporate model legislation based on legislation in Namibia for overload control, which decriminalises the overload offence. Every country can file a deviation if they don’t agree, or can’t implement specific legislation. We agreed on a model for decriminalisation and are awaiting final approval. Member countries will have to put it through their own legislative assemblies. South Africa won't accept this model in total because of Aarto.

Weighty issues It’s impractical for every vehicle passing a weighbridge to be weighed, as some are unladen. Instead, a weighin-motion at every weighbridge should direct only those overloaded to be weighed. If the load is within tolerance, drivers get a weighbridge certificate and proceed. If it's above the tolerance, the operator pays a security bond equal to the overload fee. The prerequisite is that there's an electronic payment point at that weighbridge. Cash cannot change hands and we don't want them to pay afterwards. South Africans, specifically,

LEGISLATION leave the weighbridge, get prosecuted, and you never see them again. Extradition is more expensive than getting the money back and the volume of vehicles in Namibia is too small to pay for the roads. Namibia has exactly the same constitutional principals in terms of administrative justice as South Africa. There are fine legal differences, but those are of no consequence here. In terms of paying the bond, the driver acknowledges that the vehicle was weighed and that the mass paid for is the mass indicated on the weighbridge. He then has to rectify the load, enabling him to get his certificate and go. This matter is immediately displayed on the road authority’s electronic adjudication system. The operator has one calendar month in which to submit a presentation. If this is not done, it is an admission of guilt; the finding of guilt is noted – the operator has one calendar month to appeal – and this goes through the commission. If it’s found that the weighbridge wasn't working properly, the security bond is refunded. Penalty points accrue in Namibia and, because roads are damaged exponentially, we're calculating the points in the same way. Points are in accordance with how much the vehicle weighs. SADC has agreed to this. In Namibia, traffic officials issue fines, determine or propose fines, and the senior magistrate of Windhoek agrees to them on behalf of all other magistrate districts. In terms of Namibia’s Criminal Procedures Act, spot fines have increased to N$6 000 (R6 000). This figure is being quoted for almost every overload offence, but is not presently being imposed due to a technicality to be rectified soon.

Inheritance Africa has inherited legal systems from the French, English, Belgians, and Portuguese. The English system is called a dualist system and is used in Anglophone countries Zambia, Zimbabwe, South Africa, Uganda, and Kenya. In these systems, international agreements are not selfexecuting, meaning they’re not law as soon as they've been signed. This is contrary to Francophone countries and those using the Portuguese legal system. If you enter into an agreement in Cameroon, the president ratifies it and it becomes law. Moreover, it overrules domestic laws. This is not the case in South Africa, where ratification is done by the legislature (i.e. Parliament). A simple, domestic

law that is written here takes two to three years to get to Parliament. The NHPRC Act has been dormant for two years already, due to political upheaval. It takes years because of the need for transparency, in receiving and implementing comments and in researching the subject thoroughly. After signing, each regional community must take that agreement to their member states and those states must implement it through the legislature. In Francophone countries, a rule of reciprocity applies. We don't have that, so it is possible to have different axle limits in South Africa and Zambia, for example. International law supersedes national law in Francophone states but not in Anglophone ones. This problem is generally not identified, nor appreciated, when officials negotiate agreements. In Kenya, the regulation of dangerous goods transportation is not centralised. The Road Traffic Act regulates the carriage of bulk liquids, but not specifically hazardous liquids. They prohibit the parking of vehicles carrying dangerous goods in certain areas and that's all. In terms of their Explosives Act, you need a permit to carry explosives. The Kenya Bureau of Standards has published the UN standards, but have not yet made them mandatory. If you're looking for legislation on dangerous goods in other countries, look for them in the various road traffic acts and in the bureaus of standards. Most have a feature that makes the standards mandatory by way of notice in gazettes.

Sign-in Botswana requires placarding, but doesn't use the entire system as in South Africa and Namibia. In that country, the driver is the only person responsible for carrying dangerous goods. In relation to the distribution of petroleum gas, Botswana makes use of a copy of an American standard. Namibia is serious about implementing the SADC protocol on road transportation. However, it is not in effect, yet, due to the lack of a centralised emergency response system. Only the Windhoek municipality has a response centre to deal with spills. The Namibian Standards Institute is fast developing all the standards that we have in the Road Traffic Act and the country is implementing the Vehicle Mass Bill. In Zambia, they've got the ZS670, which deals with the transportation of dangerous goods by road, rail, water, and air; however, there is no indication that this standard is compulsory and it's not regulated in terms of Zambia’s Road Traffic Act. Malawi has regulations specifically for the road traffic carriage of hazardous cargo, which contains predominantly operational requirements and doesn't say anything about the identification of goods or placarding. Operators, consignors, and consignees will have to take the initiative to comply with the UN standards and exercise pressure on the governments of countries where they operate, in order to incorporate those standards into their domestic laws.

There is a dire need for Africa to standardise

Opposite It’s anyone’s guess as to what’s inside

TWA | Nov/Dec 2015

TRANSPORT TECHNOLOGY

IT solutions

for Africa

When Indra Technology South Africa appointed Jaresh Maharaj as CEO earlier this year, it could not have found a more qualified candidate to realise the integration of its offerings, values, and approach to the multiple markets in which it operates.

Jaresh Maharaj

AHARAJ IS AN EXPERT in information technology operations and will focus his efforts in consolidating the company as a referent for innovation in the country, developing proprietary services and solutions across numerous sectors. The multinational has a wide range of services and solutions for air traffic management (ATM), infrastructure, defence and security, public administration, healthcare, energy and smart grids, and has broad experience implementing SAP solutions.

South Africa is a key market, as it consolidates Indra’s presence in emerging regions. “One of the main challenges, at this stage, is to continue expanding our presence in sectors that are relevant to the corporate and economic activities of South Africa, contributing innovation and adapting solutions and services to the South African market,” affirms Maharaj.

At home in Africa The company has been present in Africa since 1995, with offices in South Africa, Algeria, Angola, Morocco, Kenya, Egypt, Tunisia, and Zimbabwe. It also develops projects in over a dozen of the continent's countries. Among its leading and most recent projects is the implementation of intelligent traffic systems and toll systems for a 380 km stretch of the East-West Highway in Algeria for L’Algerienne de Gestion des Autoroutes, the organisation in charge of managing, operating, maintaining, and servicing the Algerian national highway network. The company completed the modernisation of the Jomo Kenyatta International Airport in Nairobi, Kenya; implemented Aracs revenue accounting solutions for Arik Air, the largest and fastest growing airline in Nigeria;

TWA | Nov/Dec 2015

Jaresh Maharaj has a remarkable pedigree of delivering highly sophisticated ICT systems for essential services across the public and private sectors. His achievements have delivered broad impacts, and include delivering the turnaround strategy for the South African Department of Home Affairs, which resulted in the reduction of turnaround times to deliver ID books from 186 days to 27 days and passports from six months to 10 days. His leadership in ICT has been felt in public administration, mining, security and telecommunications, delivering systems, networks, and enterprise architecture, impacting the lives millions.

and assisted with air traffic and satellite communication projects in Morocco. The Ugandan Civil Aviation Authority commissioned it to supply and install its passenger information system, inSIGHT, at Entebbe International Airport. The system facilitates communication between the airport and its passengers. Elsewhere in Africa, it is the technology partner of the Moroccan aeronautical services agency, having modernised its ATM systems. Cape Verde and Tunisia use the company’s air traffic surveillance and control systems, as does the navigation service provider Asecna, which services 17 African countries. Moroccan air navigation services provider ONDA has awarded Indra contracts to deploy air traffic control radars at three different sites and to modernise the Agadir control centre. Indra will equip the Agadir station with a primary radar and a Mode S secondary radar, which, together, offer aircraft detection and identification capabilities. The company will also implement a Mode S secondary radar in Safi and another one in Ifrane to reinforce traffic control in their air space. The implementation of these radars will enable ONDA to absorb increased air traffic as their precision allows the distance between aircraft to be reduced while maintaining maximum safety levels.

TRANSPORT TECHNOLOGY

About Indra

The company has deployed its automatic dependent surveillance systems as well as a network of satellite communications, which services the control centres at the country's airports.

Highly constructive Cosider TP, the Algerian state construction company, turned to Indra as its technology partner to install its integrated management solution and intelligent traffic systems for the Bouïra tunnel. The project aims to adapt the tunnel's systems to Eurocode – the European quality and security standard – so as to improve usage and security conditions for users, and make the tunnel the most advanced in the country. Indra will equip the control centre with its Horus intelligent traffic and tunnel management solution, integrating and enabling centralised control of the tunnel's different intelligent transportation systems. Automatic incident detection and video surveillance technology – using closed-circuit television, signaling systems, fire detection, communication, lighting control, ventilation, and SOS posts – will be incorporated, allowing tunnel operators to monitor the status of the road at all times, with access to real-time information for decision-making purposes. The high level of operational automation will help for the quick and accurate management of everything that happens in the tunnel, both for daily control as well as during emergency situations. The video surveillance system, with automatic incident detection using artificial vision, will notify operators when:

Indra is Spain's leading consulting and technology multinational, with a dominant footprint in both Europe and Latin America. Its proprietary solutions are the critical enablers of the operations and management of services and systems fundamental to the existence and progress of large corporate, municipal, provincial, and national government entities. Indra Technology South Africa has been active in South Africa since 2012, primarily in the defence sector. Intrinsic to the day-to-day functioning, well-being, and development of more than 100 million customers and citizens, Indra’s technical and operational expertise, abilities, and capacities are unmatched. Indra builds its innovations around existing technological frameworks in order to offer premium solutions to leading clients. Indra does not just sell new technology to replace the old, the company is an expert in integration and optimising an object falls on to the existing systems. road; there is smoke in the tunnel; a vehicle is travelling in the wrong direction; or any other event that could endanger traffic. In this sense, it will help immediate response, taking measures such as allowing vehicles to travel two ways on a single carriageway when necessary (one direction in each lane), without interrupting traffic flow. The solution will make it possible to offer real-time information to drivers, and optimal safety and service quality, which will help reduce the risk of incidents and optimise the use of resources in those situations. This is a pioneering project in Algeria, positioning the company as a leading service provider in the country's transport and traffic sector. It gives the multinational a prime standing leading up to major projects planned by the Algerian government, such as improving urban mobility management in cities, including Algiers, and plans to reduce road accidents by implementing systems and equipment designed to control drivers' speed.

www.indracompany.com

TWA | Nov/Dec 2015

CORRIDORS

South Africa’s lifeblood

PANNING GAUTENG, Mpumalanga, the Free State, and KwaZulu-Natal, tens of thousands of freight and logistics operators move up and down the N3 toll route daily. Linking the country’s landlocked provinces to the Port of Durban, heavy vehicles constitute more than 30% of all traffic on the route, with 58 million tonnes of freight, on average, carried along the corridor every year. The N3 Toll Concession (N3TC) manages the N3 route from the Heidelberg South interchange to Cedara at the top of Town Hill – a distance of approximately 415 km. The section north of the interchange as well as the section from Durban/Pietermaritzburg to the port is controlled by Sanral. N3TC has a 30-year concession contract with Sanral, which started in 1999 and runs until the end of October 2029. The toll concession’s mandate is to finance, design, construct, operate, and maintain its section of the N3 highway. The contract is comprehensive and – according to Con Roux, commercial manager at the N3TC – it is well managed by Sanral. “N3TC has a great relationship/ private-public partnership, which is in everyone's interests,” he says.

Pulling out the stops Our first stop of the tour was at the Heidelberg Traffic Control Centre (HTCC), which is a great facility, especially

TWA | Nov/Dec 2015

Tristan Wiggill gets first-hand experience of what happens behind the scenes on one of South Africa’s most important arterial trade routes.

for southbound traffic. It provides a wonderful opportunity to weigh trucks heading south and check them for roadworthiness. Fred Kleynhans is the managing director of Zimele Investment Enterprises Company (ZIEC), which operates the centre, through a joint venture known as the LCO (Load Control Operations), which works in collaboration with TRAC, N3TC's concession counterpart on the N4 Maputo Corridor. The LCO controls the operations, as well as the maintenance of the centre. In the past, the HTTC only had vehicle weighing facilities but, around December/January, the VTS (Vehicle Testing Station) facility was added to prioritise road safety. The VTS is used to evaluate overloaded vehicles and gives trained officers the ability to properly inspect wear-and-tear items. The HTCC relies on traffic officers, trained as vehicle examiners, to operate the roadworthy testing equipment, which the LCO is currently busy with. Every vehicle found to be overloaded is supposed to be sent to the VTS facility, to evaluate the vehicle’s brakes and other possible defects, such as tyres, headlights, and ball joints. Using an inspection pit, officers inspect safety-critical components like steering racks.

CORRIDORS

After receiving a Section 56 Notice, drivers park in the holding facility at the back of the centre to rectify the load they arrive with, should it be in conflict with the laws of the land. Once rectified, drivers are allowed to return to the VTS. Should there be vehicle defects, in terms of the Road Transport Quality System (RTQS), he/she is allowed to return to the VTS and, once passed, can return to the scale. Should everything have been rectified, he/she is then allowed to exit the facility. Officers use their discretion when choosing which vehicles to place on the VTS. But, for the LCO, it is crucial that overloaded vehicles are tested. Even a marginally overloaded vehicle can cause a 40% to 60% increase in brake use, which can lead to brake failures along the route – especially on Van Reenen's Pass, which is taxing on heavy vehicles. If a truck fails on the condition of its brakes, for example, it is removed from the road. If it's a minor issue – like a faulty headlight – the LCO allows the driver to park and rectify the problem. There are five categories that are looked at that can result in vehicles being removed from the road.

For offenders, the average time spent in detention can vary between five and six hours. The LCO team doesn't hasten to correct load shifting because doing so is a penalty, designed to discourage offending operators. Habitual overloaders are reported to the RFA (Road Freight Association) and letters are addressed to the management of the companies involved. In some cases, responses to this process are excellent and cooperative, and, in other cases, the LCO never hears of felonious hauliers again. Between 8 000 and 11 000 vehicles are weighed here per month, with the overloading factor in the region of 3% to 5%. A weigh-in motion apparatus picks up if a vehicle is potentially overloaded. If so, a red light comes on and the driver is required to pull in over the static scale. The vehicle is then measured in terms of gross vehicle mass and axle loads. If any of these factors are found to be in conflict with the law, the vehicle has to go to the back yard, where either axle corrections or load removal are done. An onsite contractor operates the load removal, taking it to a place of safety. Another vehicle, already weighed, then picks up the load before reweighing, in order to balance the removed load with the taken load. This is all reported through complex computerised systems that generate the necessary monthly reporting statistics. All staff operating the systems are trained and certified through the Trafman system. The HTTC has an SLA (service-level agreement) in place to regularly (every six months) calibrate its scales. Calibration certificates are displayed to mitigate disputes. Scale masters operating the computers are trained by the providers of the equipment – for the scale itself and on the software used to operate it. Scale masters without these two certificates are not allowed to weigh vehicles, as their professional credentials may be challenged in court. There are other facilities like the HTTC at Midway and Mkondeni, which are dependent on traffic officers being on duty. A facility like the HTTC costs around R250 million – in each direction – and the monthly operating costs are high, too. In what can be described as a compromise to road safety, the VTS at the HTTC only functions when appropriately trained traffic officers are present. There are issues with traffic officer training; governmental budget constraints also persist. This is frustrating for the LCO, as Sanral has gone to great lengths – at great expense – to provide the high-tech equipment and qualified manpower, even having secured private sector involvement. The HTTC can issue warrants of arrest. Vehicles are stopped and sent to the back before payment is made.

LCO-trained officers inspecting vehicles

Average time spent in detention can vary between five and six hours

TWA | Nov/Dec 2015

CORRIDORS

De Hoek plaza

The HTTC has a good relationship with the Department of Justice, and manages all original, signed warrants, which it executes with the traffic department.

Parking off ZIEC manages six truck stops along the route, where overly tired drivers are removed from the road. The needs of the truck, driver, and load are catered for at these stops. Micro and macro studies have indicated a shortage of around 1 000 parking spaces in the middle section of the N3 route. However, there have been some major truck stop developments recently. In Montrose, a new roadside development will shortly accommodate anything between 600 and 800 parked trucks. In April this year, members of ZIEC went to Belgium, France, and the UK to participate in an international best practice survey on the truck stop industry. They report that, to a large degree, South African truck stop facilities are of a generally high standard. However, they say the country lags behind as far as equipment and specialised security services go at these venues. While it is quite possible to protect what is parked in truck stop facilities from criminal syndicates, driver-to-driver theft remains a serious issue. ZIEC says it is addressing a wide range of issues simultaneously and is attempting to elevate the standard of truck stops within the next year or two. “It is our intention to develop our truck stops so that measurable standards can be generated,” says Kleynhans. “The European Secure Parking Organisation (Esporg) works with a lock system; the more locks, the more sophisticated the venue. We’ve started a process with the Truck Stop Association and a section 21 company has been established. The constitution has been generated and we're moving towards getting it functional so that we can act as the mouthpiece of the association in South Africa. We have extended our hand to Esporg and to our clients in the haulier industry to get their input.”

The N3TC is a client of the plaza and, as such, has a collaborative partnership with it. Risk has to be managed in a way that keeps the plaza sustainable. The plaza has been ISO accredited for over four years now, while an employee recognition system, called Pride (Personal Responsibility in Delivering Excellence), gives staff members a monetary incentive to perform at their best. The N3TC has been testing an electronic tolling collection process, designed to allow vehicles to pass through the De Hoek Toll Plaza between speeds of 10 km/h and 15 km/h. The plaza has a specification in terms of service rate, which is the time taken between drivers paying toll fees and the time toll booth operators hand back change/issue receipts. For light vehicles, the benchmark is one minute. This will improve as the electronic payment method is introduced. For trucks it's a little longer – about a minute and a half. Independent auditors evaluate service rates and levels, and perform queue lane checks as well. E-tags will be introduced as an alternative payment method this year, boasting full interoperability with the N3TC's current payment system. A dedicated lane will not be created, however, thereby eliminating the chance that a big rig enters a lane with no cashier in sight. While the electronic tags are the same, the camera system is not the same as those used in Sanral’s controversial Gauteng Freeway Improvement Project. Toll tariffs were set at the outset of the 30-year concession contract.

The N3TC has been testing an electronic tolling collection process

Driver-to-driver theft remains a serious issue

Three lanes, in each direction, must be open at any given time. About 2 500 vehicles an hour pass through the plaza at its peak

TWA | Nov/Dec 2015

Snowed under Tollcare is the contractor responsible for all route services along the N3. An important task is to man the bespoke snow vehicle as and when required. The particular tanker used to deal with snow is filled with an 8% brine solution, which is used on the roads before snow occurs and eliminates black ice from forming on the tarmac. The N3’s snow zone starts halfway down Van Reenan’s Pass. There are two arrestor beds – an upper one and a lower one – with the brine sprayed all the way from the lower arrestor bed, through to Harrismith, ending in Warden. With a maximum speed of 40 km/h, a police escort has to accompany the vehicle. Being a fire truck, it is also used to control veld fires or vehicle fires outside the snow season. The Van Reenan Emergency Centre (VREC) works together with the Free State Roads Department, which has graders on standby. There’s one joint operating centre (JOC) in Harrismith and another one in Ladysmith. Due to the location, both provinces have to respond to emergencies, with the JOCs controlling, managing, communicating, and coordinating rescue operations. VREC staff say it's important to keep vehicles moving during bad weather. The moment a truck jackknifes on Van Reenan's Pass, entry into Harrismith is closed off and the

CORRIDORS Tugela Toll Plaza is shut. The priority is to shut the road, sometimes as far as Wilge and Bethlehem. People want to see the snow, but arrive unprepared for it. Truck drivers have been known to arrive wearing shorts and t-shirts and then have to sit in their trucks for eight hours or more. Route Services vehicles are capable of dealing with accident scenes and medically trained staff attend to injuries. Truck fires are typically started from either tyres or overheating brakes, which are distinguished easily if promptly dealt with. In one memorable incident for the VREC team, a bus caught fire because grass thatching had been stuffed into its load compartment. The nearest dedicated fire engine on Van Reenan’s Pass is stationed 60 km to 80 km away, in Ladysmith. Strong winds frequently cause havoc, but the team has a strategy to mitigate this: it directs fully laden vehicles into the two fast lanes, while unladen vehicles are placed into the slow lanes. Light, high-sided vehicles are thus shielded from the wind by the fully laden trucks. While the highest wind speed recorded on the N3 route was 141 km/h, once wind speeds rise above 80 km/h, the communication centre starts tweeting warning messages and the VREC braces itself for action.

Control freaks Seventeen vehicle message sign boards along the route communicate information to drivers, be it about an accident or to warn of inhibiting smoke. With over 50 000 followers, Twitter has become an important communication tool for the N3TC. Harrismith’s Route Help Centre subsequently receives about 2 000 fewer calls per month. At its peak, the centre received around 7 000 calls per month.

Candid According to the N3TC’s Roux, around 1 000 accidents occur every year on the N3TC section of the N3 route, with trucks involved in around 50% to 55% of these. The imminent roll-out of CCTV cameras at 10 strategic points along the N3 should help identify the real cause of these accidents. For years, the concession has had to rely on personal accounts and police testimonies. Each of these 10 cameras is worth R1 million and they are all connected to a Neotel fibreoptic network. In addition, two thermal imaging cameras will hone in on trucks descending Van Reenan's Pass. These will be able to detect, at night, if a truck’s brakes are binding and provide visual cues as to braking system temperatures. Overheating brakes are a major problem on the N3, and this technology will provide a much-needed heads-up to authorities stationed further along the route. The thermal

cameras are to be placed where truck drivers are known to sleep alongside the road and where criminals creep around in the bush. There is always a need to monitor vehicles at night, with operators taking more chances in the absence of law enforcement. The idea for a weighbridge at the Mooi Toll Plaza was proposed to Sanral and the deployment of a R43 million unit, with a VTS, was approved – the first phase of which will be ready late this year. The second phase should be ready by April 2016. The area from Mount West to Lion's River is notorious for rainfall and mist, with many accidents resulting. While speed-over-distance cameras are being used in this section, there was a need to improve visibility. Different types of reflectors have since been added to crash barriers and bridge supports. “Drivers now feel like they are on a runway at a major airport,” concludes Praveen Sunderlall, regional RIMS manager at the N3TC.

The cameras are able to detect, at night, if a truck’s brakes are binding

Above Apart from the 8% brine solution, the bespoke rescue vehicle carries foam to deal with petrol and diesel fires

TWA | Nov/Dec 2015

PORTS

Situation terminal

ITH MODERN ROAD and rail infrastruc-

ture, the Port of Durban is the most popular, by usage, facility of its kind in South Africa. But, congestion, inefficiency, and costs remain major areas of concern, despite the incorporation of state-of-the-art traffic management systems, a world-class container scanner, and hi-tech cranes.

Efforts have been, and continue to be, made to address these issues. For example, there are measures in place to separate traffic, with trucks travelling in one direction and small vehicles and contractors using different access and exit roads. The port’s entry and exit gates are opened and closed automatically, once the truck registration plates and transported container numbers captured electronically match. Trucks are then directed to one of three interchange zones in the port, depending on the type of transaction they’re completing. Everyone entering the terminal is breathalysed, while staff in the five-storey admin building monitor everything on screen, through strategically placed cameras.

TWA | Nov/Dec 2015

Transport World Africa learns that infrastructure investments alone won’t improve efficiency at South Africa’s busiest port.

Big mouth Most of the investments made by Transnet, as part of its market demand strategy spend, in excess of R330 billion, have been in Durban. The harbour mouth at the port has been widened, from 120 m to 220 m, allowing an exchange of two vessels at any given time. The entry point has also been dredged to around 16 m, in order to handle larger vessels. Because parcel sizes get larger as vessels get bigger, there are plans to deepen the berths further. The moment that is done, shipping lines will want to do one-port calls on the South African seaboard, which affords Durban a very fortunate business opportunity to handle transshipments. Durban will have to handle transshipments if frequency of sail is desired. If this were to happen, Durban could be the Rotterdam of sub-Saharan Africa, which would be good news for the country. Currently, very little transshipment is being performed – that happens at Ngqura in the Eastern Cape.

PORTS Cruise control A cruise terminal will be built in the next five years. Cruise liners are becoming increasingly popular, especially those travelling along the Indian Ocean routes during the summer seasons. Transnet believes Durban offers lots of choice in terms of its users’ operational needs, and how cargo is moved in and out of the port system. It says speed of delivery is at the cornerstone of what it does and, while that may be open to debate, it is mandated to offer a good freight logistics solution for all.

Lift-off Seven new-generation cranes have been deployed on the north quay. These cranes, supplied by Shanghai Zhenhua Heavy Industry (ZPMC), are tandem lift units valued at around R300 million each. In operation since 2012, these are some of the biggest cranes in the in the middle of a pyramid formation, it takes a number of Southern Hemisphere and were the first of their kind to moves to retrieve it. be used in Africa. It is important for clearing and forwarding companies to supThe ZPMC cranes can pick up four containers at a time, ply complete paperwork so the boxes can be released and depending on the stow on the vessel and how the ship- the relevant transporter allocated. Without this information, ping line has stacked the load. The cranes make around Pier 1 in Durban 13 container moves an hour, and automatically stop when can become a wind speeds exceed 70 km/h. Gusts of wind are a prob- very difficult terlem, especially when it comes to empty containers. The old minal to operate. cranes are to be dismantled and cut up. The main north However, only if plans are synchronised between the precinct is one of shipping lines, the port, and freight forwarders can these the most commachines be optimally utilised. Cargo needs to be arranged petitively active on ships to be properly serviced in the port without delay, parts of the port, with 15 berths in that area servicing bulk thereby reducing turnaround times. commodities and break bulk cargo. The sugar and wood The booms on the cranes can reach twenty containers chip industries are housed in this area. wide and can stack seven containers high. Removing and Durban’s total capacity for handling containers is replacing a crane is a process that can take two to three 2.9 million TEUs a year, with Maydon wharf creating a months to complete. further capacity of 200 000 TEUs as a relief valve. Two new cranes to be used on the east quay have recently Every now and again, customs stops a containbeen acquired, over and above the seven already used. The er, wanting it to be scanned. There is a customs port handles around 5 000 warehouse and SARS containers per day, sending office, which houses the Doing the numbers 743 on rail and over 2 600 new container scanner The total distance around the Port of Durban is 21 km. by road. – a world-class piece of Sixty per cent of South Africa's container imports and The north quay is to be equipment installed at the exports go through the port, making it the biggest terexpanded to the west by beginning of the year. minal in South Africa. Eighty million tonnes of cargo is handled annually. There are 58 berths, 40 of which are another 110 metres towards While the port operates commercial. the sea. An environmental 24/7, warehouses only Durban is the busiest port in Africa in terms of vesimpact assessment is curoperate during the day. In sel calls, with more than 4 000 per annum. It is now the third busiest port in Africa; while it used to be the rently under way, as an ecothis respect, industry and second busiest, it was recently overtaken by the port at system of frogs, fish, and the port terminal need to Tangiers, which has grown 40% year-on-year. However, a birds has to be relocated. align better. lot of that is transshipment cargo. Durban is South Africa's second most important The expansion will be done The City of Durban economic complex after Johannesburg. It focuses on to accommodate three vesrecently won the everything: containers, liquid bulk, cars, and the cruise sels at any given time, up rights to host the 2022 industry. The total land and water area equals to 1 854 hectares. 120 000 trucks, 140 000 cars, and 200 000 from the current two vessels. Commonwealth Games pedestrians move through the port per month. and so much developStacking up ment is taking place in the The port authority is trying to free up space through the city in preparation. While Durban has great infrastrucpyramid stacking of containers. Rubber-tyred gantry cranes ture and the best operating equipment of South Africa’s can stack a lot higher – as many as five containers high and ports, the terminal operator would do well to find ways sixteen across. This is a good system for exports, but not to make it more efficient, by using what it has, in light ideal for imports. If your container happens to be the one of the weakening economic climate.

While the port operates 24/7, warehouses only operate during the day. In this respect, industry and the port terminal need to align better

The port authority is freeing up space by using pyramidstyle container stacking

TWA | Nov/Dec 2015

Intraregional supply chain solutions from producer to consumer

www.transp

ortworldafr

ica.co.za

ENDORSED

Intraregional

supply

from chain soluƟons

producer to

consumer

l Vehicles Commerciaion FMCG expans

in Logistics Supply Cha capabilities erstanding Und

Logistics

Port of Durban

ket share Growing mar mber of , Durban Cha P31 Layman, CEO industrial hub r Andrew And burgeoning VAT – KZN: SA’s VAT 2 / R40.00 incl. incl.No. Vol. 11 / R50.00 2013 Com Commerce 13 No.r 1 Vol.Mar/Ap 946 ry 2015 1684-7 /Februa ISSN 946 January

ISSN 1684-7

www.infrastructurene.ws

Promote your brand in Transport World Africa magazine CIRCULATION

ENDORSED BY

PRINT CIRCULATION Jan-June 2015

Local

Africa

3 425

363

Total

3 788

audited

CILTSA MEMBERS: 469 and FESARTA MEMBERS: 49 copies to members as part of their paid membership of the institute DIGITAL REACH Digi mag subscribers

6 682

Newsletter subscribers

9 198

Transport World Africa gives our readers (your buyers) critical information on comprehensive transport, logistics, and warehousing solutions.

Website pageviews per month 17 667 Social media following Total means of distribution (Non-Audited print and digital)

1 051 38 386

ADVERTISE NOW!

To advertise: Joshua Starkey on +27 (0)11 233 2600 or joshua@3smedia.co.za To subscribe: Loretha Mwayera on +27 (0)11 233 2600 or loretha @3smedia.co.za Print and digital solutions for business communities

www.3smedia.co.za

RAIL

Fast freight A new express freight rail service for time-sensitive cargo could be a game changer for South African logistics, motivates Tristan Wiggill.

HE NATAL CORRIDOR (Natcor) line is the busiest of the Transnet Freight Rail (TFR) network, with a lot of available capacity. Huge opportunities exist for TFR, if you consider where the cargo from vessels predominantly ends up. The container industry is a huge market, with Transnet capturing less than 28% of the share of what is discharged at the Port of Durban and transported up to Johannesburg. Because rail is not a complete solution, road transport remains a key strategic partner in completing the supply chain. While Transnet believes it has made significant progress, the next wave of its growth on rail is going to come from increased collaboration and partnerships. Transnet's primary objective is to reduce the cost of doing business in South Africa, part of which means reducing the cost of logistics. It is important that South African companies do not see other South African companies as competitors, but rather consider that South Africa is competing with the world. In terms of the automotive business, the parastatal has run out of capacity and is considering investing, although its hands are tied by the sluggish economy. As such, it is looking at public-private partnerships, where Transnet provides the rail and the private sector provides the wagons, which would exclusively be used for that purpose. Transnet has invested R500 million to provide wagons that afford vehicle OEMs in Pretoria access to markets through the Port of Durban and which allow coastal vehicle OEMs access to the biggest consumer market in the country. It says 700 wagons were delivered in the last two years. But, after 40 years of neglect, and with minimal investments made, the rail network had become completely unreliable. Significant amounts of money have been spent on Natcor over the last three years, reducing the number

of incidents and derailments. As a result, the rail network is claimed to be more reliable, with Transnet believing it’s at a stage where it can provide a reliable service. In terms of throughput, TFR holds itself accountable to the port, not just Transnet Port Terminals, but also Transnet National Ports Authority. In days gone by, transit times between Durban and Johannesburg hovered around the 120-hour mark. TFR says that, by making the network more reliable, this has been brought down to less than 80 hours. However, time-sensitive cargo could not be brought on to rail without the hours reducing further, hence the need for an express service. TFR says it has run five trials of this express train, achieving transit times under 60 hours, with the target set at 40 hours. While a premium price will be charged, the focus, for now, is to get the service right. The next initiative – to get transit time down to 40 hours – will be enhanced port and rail partnerships and collaboration, and trying to align the operational models. Shipping lines will need to ensure that cargo to be express railed is stowed together in their vessels, which will enable TFR to load directly from the vessels on to rail. The process in the Port of Durban is such that one can discharge on to the stack and, once the discharge is complete, trucks can collect. Once TFR can shunt that across to its yards, it can prepare the trains for departure. On the Natcor line, TFR runs 11 container trains, including reefers up and down daily, depending on seasonal demand. For the better part of this year, it has operated eight trains per day and says it has capacity for most parts of the year on the line for container cargo. It further believes that it could increase the number of daily trains to 15, because some of the coal going down to sidings in Durban has been diverted to Richards Bay.

The next initiative is to get transit time down to 40 hours

TWA | Nov/Dec 2015

WAREHOUSING

Danger decoded As the world reels from the Tianjin, China, warehousing disaster, local companies are reminded to familiarise themselves with dangerous goods standards, suggests Tristan Wiggill.

OUTH AFRICA HAS A dangerous goods storage standard – SANS 10263 Part 0 – which is the generic requirement. It lays out design features and procedures to be followed to minimise risk to the safety of persons, property, and the environment in cases where emergencies occur in warehouses used for the storage of dangerous goods. There are another three SANS standards for gas (Part 2), oxidisers (Part 5), and corrosives (Part 8) that cover the warehousing of dangerous goods, depending on the class of substance, not in excess of 1 000 kg. There is a compatibility table for road transport and one for warehouses – they are not the same. If you're storing dangerous goods, you have to comply with this legislation, although there are one or two exceptions. Some of the provisions in the standard do not apply in certain cases; for example, in small-scale business enterprises, notwithstanding the provisions of Annex A, which refers to the quantities. The standard does not apply to areas where limited material is displayed and advertised on shelves for sale to the public – such as in retail sections of supermarkets, hardware stores, or home garden outlets – or to storage areas in laboratories. It also excludes the storage of pesticides, which forms part of SANS 10206.

Separation anxiety The primary purpose of product segregation and separation is to minimise the risk to people, property, and the environment. The concepts of segregation and separation are subject to widespread misinterpretation in the industry. Knowledge of SANS 10228 and 10234, and the use of safety data sheets, is vitally important. Ongoing liaison between the warehouse controller and the local fire authority is also essential.

The standard says product separation shall be based on firefighting needs. For example, products requiring a dry firefighting medium shall, in general, be stored separately from products for which water or foam is required. Where the use of water is desirable for cooling items such as gas cylinders, and is unlikely to become contaminated, it is essential that such storage areas be separate from the areas in which the use of water would create additional hazards. Substances like calcium carbide produce flammable gas when exposed to water – one of the reasons the Chinese had the problems they did in Tianjin. There's a lot of emphasis placed on the fire services in the area where the warehouse resides, to make sure that they are not only communicating with the warehouse controller, but that they are also taking part in the training

The concepts of segregation and separation are subject to widespread misinterpretation

The onus is on the warehouse controller to ensure, at all times, that products are stored in a safe and responsible manner

TWA | Nov/Dec 2015

WAREHOUSING of people, and are informing other services in the vicinity about goods that are being stored in their area of jurisdiction. A full set of up-to-date safety data sheets for all dangerous goods stored in a warehouse shall be available at least at one central location, which may be an administration office or security office. Key employees who are likely to become involved in the control of an emergency situation shall be aware of the location of, and have access to, the data sheets. An identical set of data sheets shall be lodged with the local fire authority as part of the emergency plan. The appropriate individual safety data sheet shall be posted at a prominent position in an area where each product is stored. In Tianjin, they had difficulty in identifying the substances and were using the excuse that it was a temporary storage facility. But, they could’ve had copies of safety data sheets on the packages themselves or at least visible in areas where the goods were stored.

Markings on the package – the UN number and shipping name – should, at least, be in English, which renders them suitable for inland distribution. The emergency response handbook is a source of very useful information. It's important that warehouse and storage facilities have a copy of the handbook at hand and have a qualified person who knows how to access the information in it. SANS 10231, Clause 8.4 contains stipulations for the packing of freight containers with dangerous goods, particularly those that are going across borders and out to sea. It stipulates criteria for the compatibility of the goods placed into containers, the suitability of the packaging material, and the way it’s packed with dunnage, so that it doesn't move around. If you pack a freight container as required in Clause 8.4, you must issue a container packing certificate, which stipulates that you have packed the container as required. As an industry, we need to consider what is required in South African warehouses to minimise the chances of a similar disaster taking place here. Industry hasn’t commenced with the Safety and Quality Assessment System (SQAS) for warehouses yet and, as such, much noncompliance is likely.

Group effort The packing group and specific gravity (SG) of particular products are also very important to know. Often, people put products into containers and they suddenly find sulfuric acid in a container that is only certified to an SG of 1.4, despite the fact that sulfuric acid has an SG of 1.8. Packing group allocation is important because you can't simply put any substance into any container – you must marry the packing group and the SG.

Always check that UN certifications have been reapplied to reconditioned packaging. The idea of reconditioned packaging is to bring it back to the same level of integrity that it had when it was virgin packaging. SANS 10229 is very specific in terms of the type of information you should get on packaging. The shipping name, the UN number, the class diamond, and the name and address of the source of that product should be included. Those are four very important bits of information. A lot of imported packaging comes in with illegible writing that can't be identified. This presents a problem for emergency services (ES) because items fall off vehicles and, when ES get to them, they can't decipher what's inside. Often, the ES teams will take these to disposal sites, only to find there was nothing to have been concerned about – an expensive and unnecessary exercise. TWA | Nov/Dec 2015

Celebrating

25 Years 1990 to 2015

+27 (0) 861 111 544 Mike: +27 (0) 83 251 9346 mgf@dosetech.co.za www.dosetech.co.za

AIR CARGO

Warming to change IATA’s Tony Tyler reflects on the airline industry’s approach to climate change.

A THE AUTHOR

Tony Tyler is the director general and CEO of IATA.

S AN AVIATION community, we are acutely aware of our environmental impact and of our shared responsibility to manage and reduce it. It’s a big challenge, and we can be proud of aviation’s progress. We have set tough targets and committed to a strategy to meet them. We have planned not only for the short and medium term, but also – because we know there is no overnight fix for the problem – for the long term, to 2050. Collaboration through industry partnerships, innovation, and industry unity are key. The work being done by airlines and air navigation service providers (ANSPs) is a great example of teamwork. More efficient routings offer one of the best potential short- to medium-term solutions for reducing emissions, so it is good to see many airlines and ANSPs working so closely together on this. However, we are just scratching the surface of what potentially could be achieved. As partners, we must continuously challenge each other with the aim of eliminating carbonwasting inefficiency on a much broader scale. For airlines, one of the strongest areas of innovation is the use of sustainable aviation fuels. The work of the Sustainable Aviation Fuels User Group has been vital to ensure that our fuels won’t compete with food sources or damage biodiversity. There are many initiatives worldwide that are improving our understanding of how biofuels can be integrated into everyday operations. IATA has stated that a global offsetting scheme would be our preferred market-based measure (MBM). Offsetting is

important because it is a legitimate means for the industry to achieve carbon-neutral growth. The planet does not care where emissions reductions come from – they just need to happen. So, it makes sense for aviation, while it continues to take every step it can for itself, to encourage reductions in other business sectors where the scope for emissions cuts is greater. This is the swiftest and most efficient means of cutting carbon. The united approach we have taken over the years, on our four-pillar strategy, on our carbon goals, and on our preferred MBM, has stood us in good stead. Governments have heard a clear message from industry. We have only 12 months to go before the International Civil Aviation Organization makes its decision on that MBM. In the hands of 190 states will be the power to make aviation’s carbon-neutral growth goal a reality. The stakes are high. If an agreement on an MBM is reached, then aviation will have taken its claim to be at the forefront of the practical fight against man-made climate change one giant step further. I hope and believe that a workable MBM will be put in place. But, it will not be easy. There is hard work ahead; the industry will need to stand united as the details are worked out. Failure to remain united could lead to an untenable patchwork of regulation, taxes, charges, and onerous measures yet to be conceived. Since we made our carbon commitments in 2009, more than 600 million tonnes of emissions have been avoided as a direct result of efforts associated with our four-pillar strategy. Our united and visionary position has helped us to maintain the high ground with the moral authority to call for governments to act, not only on the issue of an MBM but on other aspects, such as long-overdue air traffic management reform, and putting in place policies to accelerate the production of sustainable fuels. Aviation’s growth is essential to a more sustainable future for our planet – economically and environmentally. Aviation’s greatest environmental service is to keep doing what it's been doing – drive social and economic growth in every corner of our planet.

Index to advertisers Cummins South Africa

Digicore OBC DoseTech 39 Imperial Logistics

TWA | Nov/Dec 2015

Indra 28 MAN Truck and Bus MiX Telematics

3 20

N3TC IBC Scania 12 Super Group Volvo South Africa

5 IFC

www.fishgate.co.za_CT_6134

With Ctrack Fleet Tracking and Recovery, you’ll not only know every driver’s location, but also how they’re performing thanks to accurate reports on good or bad driving. Our in-cab driver behaviour indicator provides real-time driver interaction to proactively improve safer and more efficient driving. Whether you have five or 5 000 vehicles, Ctrack offers everything you need to run a more productive fleet and save up to 20% on fuel and maintenance costs.

Always Visible

012 450 2222 • sales@ctrack.co.za • www.ctrack.co.za

Superior Vehicle Tracking | Stolen Vehicle Response | Insurance Telematics | Fleet Management Solutions