Focus July 2015 by Charmont Media Global

JULY 2015 | R85.00

On Transport And Logistics focusontransport.co.za

FAW 8.140 FL: Built for Africa!

RFA 2015: Road freight industry under severe threat! Cold reality of a truckerâ&#x20AC;&#x2122;s home away from home

Self-driving trucks are here. NOW! Buses: horse-powered past, electric future!

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b |FOCUS| July 2015

Cover

JULY

The locally built FAW 8.140 FL Medium Truck promises the lowest cost per tonne in its segment. Read about it on page 10.

contents 36

On Transport And Logistics Published monthly by Charmont Global Unit 17, Northcliff Office Park, 203 Beyers Naude Drive, Northcliff, 2195. P O Box 957, Fontainebleau, 2032, South Africa Tel: 011 782 1070 Fax: 011 782 1073 /0360 EDITOR Charleen Clarke Cell: 083 601 0568 email: charleen@focusontransport.co.za Assistant Editor Gavin Myers Cell: 072 877 1605 email: gavin@charmont.co.za

12 A CALL TO STAND TOGETHER

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

A cloud of worry and uncertainty seemed to hang over the Road Freight Association (RFA) Convention 2015. “The threat to the trucking industry has never been more apparent,”

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

says the Association’s CEO, Sharmini Naidoo. We find out why. 18 THE TIME FOR USED IS NOW

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

With tough operating conditions and a relatively strained economy, more and more attention is being paid to used vehicles. And there are plenty of great deals to be had.

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

30 SIMULATED SAFETY When attending the recent Road Freight Association (RFA) convention, FOCUS met with

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

Thivash Moodley, CEO of TMI Dynamatics, to find out more about the merits of driver training simulators.

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

36 WELL, THAT WAS QUICK! The time for automated, self-driving trucks is upon us – much sooner than expected. We speak exclusively with Sven Ennerst, head of truck product engineering at Daimler

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

Trucks, at the launch of the Freightliner Inspiration Truck. 55 ELECTRIFYING TIMES

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

Buses have been around since the 17th century, although they were originally known by another name … We explore the evolution of these people carriers from horse-drawn

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

carriages to WiFi-enabled electric vehicles that can charge your cellphone.

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

charmont media global

2014

REGULARS 2 Steering Column 4 Wheel Nut 6 Vic’s View 8 Letters 17 Subscription form 44 Global Focus 48 Short Hauls 50 Naamsa figures 58 Global bus 60 Hopping off

July 2015 |FOCUS| 1

steering column

Public transport …

when? Like good old Martin Luther King (bless him), I have a dream. It’s called public transport in South Africa. Am I completely delusional?

choice … we are faced with feast of talent in this wonderful country of ours. However, I digress. While I have rejoiced at these inspirational young minds, I have also despaired, because some of the brightest and best have not made it to the second round of interviews. This is not because they

Charleen Clarke

harmont Media Global is growing! This is a Seriously Big Deal! I say this because the media landscape is changing – and not for the better. Magazines and newspapers are perilously clinging to their futures, wondering how many issues will still see the light of day. Thankfully, here at Charmont Media Global, we are doing something right – because we’re in a good space right now (which is something for which I am eternally grateful). Practically, this has meant upping our headcount, sifting through over 350 applications (groan) and interview after interview. It has also meant a renewed focus on public transport in South Africa – or the dire lack thereof. Before I get on my high public transport horse, however, I’d like to give a little bit of positive comment. I have been doing little else for the last two weeks except chat to bright young things. We’re looking for a young and vibrant team member; someone who is familiar with social media … someone with a lust for life. In reality, this has meant that I have surrounded myself with sub-35 year olds. What a treat! I have battled to make a final

2 |FOCUS| July 2015

lack talent, but because they lack a driving licence. The reality is that, as journalists, we cannot sit here in our humble offices. We need to be out there in the marketplace, in trucks and in operators’ yards. And, let’s face it folks, getting there via public transport is simply impossible. Why does this untenable situation continue? I just don’t get it! I know we’re a third-world country (some say fourth-world because we don’t have water or power now either), but we’re in desperate need of public transport! I follow the activities of the International Association of Public Transport (UITP) closely, and I have attended the organisation’s events in the past. Lest you don’t know about the UITP, it is a “passionate champion of sustainable urban mobility and is the only worldwide network to bring together all public transport stakeholders and all sustainable transport modes”. Its members are public transport authorities and operators, policy decision-makers, research institutes and the public transport supply and service industry – and they’re doing some great things. Recently, for instance, the UITP members gathered in Milan for the organisation’s world congress. While there, they revealed that, back in 2009, the public transport sector set itself

a goal: to double its market share worldwide by 2025, in order to make cities more liveable and more productive. The good news is that today, in 2015, the world is moving closer to achieving that goal. According to the public transport experts at the UITP, there has been a “general increase” in public transport modal share thanks to efforts to boost supply, control private car use and increase urban density. This is particularly noticeable in cities in developed countries. The growth has been particularly marked in Oslo, London and Paris where there has been more than a ten-percent increase in modal share since 2009, whilst cities such as Prague, Berlin or Rome have shown a reversal of a previous trend, whereby public transport’s market share had been decreasing. There are also positive developments in cities with already significant modal shares, such as Vienna, Geneva, Singapore and Hong Kong. Other cities, such as Munich and Stockholm, have made great strides in boosting walking and cycling – with a marked decrease in reliance on private cars. In developing countries such as South Africa, however, increasing motorisation is the norm. And that’s not good. “Our data shows that cities with a higher public transport market share use less of their urban space for transport. This space can then be used for recreational as well as economically productive functions. The results so far show great cause for optimism, but also highlight the work that still needs to be done, in terms of increasing urban density and managing private car use, in order to reach our ambitious 2025 objective,” comments UITP secretary general Alain Flausch. Flausch is obviously concerned with global public transport challenges. Me too, but the situation is especially dire here. One of our country’s biggest challenges is unemployment. If we don’t provide unemployed people with access to mobility – via proper public transport – this is a challenge that will remain with us for ever. |FOCUS

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MSS UD GS 03

STEERING COLUMN

wheel nut

Home away from home

How many of us have had the opportunity to witness the magnificence of a full-to-the-brim

back to their cab to get some rest. A bitingly

has helped to keep crime and violence to a

cold breeze gusts around, the temperature

minimum and the “ladies of the night” out.

is already in the single figures and dropping

(Life on the grounds is generally peaceful

noticeably. And it’s only 21:30.

– ignoring the 450 rumbling trucks, of

truck stop in the dead of night?

By 01:00, many of the early arrivals will

course.) The prostitutes are now not allowed

Recently, I was lucky enough to

depart once more. By 08:00, the grounds

onto the premises unless accompanied by

experience just that

will be largely empty.

security – and then only to go to the

This is the nightly scene at Highway

wellness centre.

Junction Truck Stop in Harrismith. Oom Frik Neethling has been a manager at the facility for the past 14 years. He’s seen it all, but, along with the management team, has progressively made the operation more driver-friendly. On site is a recreation hall that can be rented by the surrounding community, 12 showers and toilets with wash basins, an overnight laundry facility, the Highway Grill & Cafeteria, a clubhouse with an ATM, a small chapel where a pastor gives a sermon every second day, and a wellness centre. Outside, prostitutes lurk in the darkness Gavin Myers

hoping to make a good turnover during the evening. They’re not allowed into the facility

magine it: over four hundred trucks

(nor are alcoholic beverages). That doesn’t

fill three parking lots almost to the

stop some drivers from trying to smuggle

brim; most of their cabs curtained up

them in, though …

“There are prostitutes outside by the hundreds,” says Oom Frik. “They’re a big problem. They even ask to be let in to the premises to visit the wellness centre in order to be tested and get condoms – then they disappear among the trucks …” Sadly,

most

drivers

need

so the weary drivers can get some

“There are prostitutes outside by the

shuteye after many hours on the road. The

hundreds,” says Oom Frik. “They’re a big

encouraged to visit the wellness centre;

dimly lit grounds are livened up by a stream

problem. They even ask to be let in to the

so a representative braves the freezing

of headlights, as long-haul rigs continue to pull

premises to visit the wellness centre in

weather to navigate the maze of trucks

off the humming N3 national road and filter in.

order to be tested and get condoms – then

and canvas them to visit. Anything from

they disappear among the trucks …”

testing for HIV/Aids and sugar levels,

Their drivers queue for a diesel fill up, find the most convenient parking spot, grab

Between 20:00 and 06:00 security

to treatment of ailments and chronic

a bite to eat and maybe a shower, and head

guards patrol the grounds with dogs. This

conditions are administered by the on-site

4 |FOCUS| July 2015

wheel nut

sister between 16:00 and 22:00 each night. A sign of the health condition of our country’s drivers is the fact that most of those who do visit the centre are currently on treatment for diabetes. This is not surprising when you consider their preferred meals, illustrated by the starch- and sugarrich menu at Highway Grill & Café. As we tour the grounds and take some shaky, shivery photos, Oom Frik imparts the general feeling towards the drivers: “We feel sorry for them; they’re just like you and me, but miles away from their family and on the road three or four months at a time. “They often lose their vacations due to delivery schedule pressures. Your mindset about them changes – you become thankful for them. Without them we don’t get what we have in the shops.” It’s the sad reality of the South African trucker’s life on the road and home away from home: shared amenities, poor health, few friends and no family. Indeed, it makes you thankful for their contribution. |FOCUS

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VIC’S VIEW

Six or seven

axles?

The recent FOCUS Truck Test (see FOCUS May) raised the old debate of whether a 6x4 truck tractor is more economical to run coupled to a set of interlink trailers (seven-axle rig) or to a three-axle trailer (six-axle rig)

oo often, heavy commercial vehicles are purchased and selected for an application without considering the overall

productivity of the unit. Obviously, the purchase price for a six-axle rig is cheaper than a seven-axle rig, but the initial purchase price should not be the main deciding factor when buying a new vehicle – vehicle productivity has also to be taken into account. To measure vehicle productivity, three factors should be considered: legal payload, average trip speed and fuel consumption. The higher the productivity figure, the more efficient the truck or vehicle combination will be. The productivity is calculated by multiplying the payload (tonnes) by the average trip speed and then dividing the answer by the average fuel consumption (l/100 km). Floor deck space has to be taken into consideration when running a six-axle rig as, according to Road Traffic Act regulations, a truck tractor coupled to a single semi-trailer cannot exceed 18,5 m in overall vehicle length. This restricts the loading deck space on the trailer to an approximate length of 14,5 m. On the other hand, truck tractors coupled to a set of interlink trailers offer a loading deck space of approximately 18 m, making this the unit ideal for operators who transport ISO containers. To compare the total vehicle operating costs between the six- and seven-axle rigs, I asked Hellberg Transport Management (HTM) to provide the relevant information. This well-

known and respected company specialises in producing accurate computer-simulated, estimated heavy-vehicle operating costs, as well as a host of other simulations for the trucking industry. HTM’s TransSolve selected the Johannesburg/Durban route and ran the simulation over a period of 60 months, covering a total annual distance of 144 000 km. See table 1 for the main results. Selecting the right vehicle and trailer combination for the operation is a critical decision in most operations, as this will have a direct result on profitability. When selecting the vehicle combination and comparing the two different trailer options, the main facts should be examined (see table 2). My advice, therefore, is to examine your operation in detail and establish all the factors

Purchase price

that need to be considered, then, together with your vehicle supplier, endeavour to select the right truck tractor and trailer combination. The modern computer technology that is available at truck dealers today can assist in the selection of the most appropriate vehicle, and makes the process much easier than in the past. Ask your truck supplier to run a TransSolve simulation demonstration and include lots of variables ... what if we use a less-powerful truck tractor; what if we couple a tridem-axle trailer instead of an interlink set of trailers; what if we reduce the speed? The answers to these questions will assist you to make the right choice. Remember, the secret is to have the right truck tractor and trailer combination for the job and one that suits your particular operation. |FOCUS

Six-axle rig

Seven-axle rig

R1 850 000

R2 100 000

Legal payload

32 000 kg

55 984 kg

Fixed operating costs

R6,24 per km

R7,18 per km

Variable operating costs

R8,31 per km

R9,39 per km

Total operating costs

R14,55 per km (Not including profit)

R16,56 per km (Not including profit)

Table 1: main simulation results Six-axle rig

Seven-axle rig

Lower purchase price

Higher purchase price

Lower operating costs

Higher operating costs

Smaller legal payload allowance

Bigger legal payload allowance

Expected longer truck tractor operating life (operating at 49 500 kg gross combination mass)

Expected shorter truck tractor operating life (operating at 56 000 kg gross combination mass)

Less loading deck space

More loading deck space

Lower fuel consumption

Higher fuel consumption

Easier to reverse and manoeuvre

More difficult to reserve and manoeuvre

Table 2: selecting the right vehicle combination for the job and comparing the two different trailer options

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

6 |FOCUS| July 2015

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FOCUS

letters Excited to enter the trucking world I am an avid reader of your publication, and have developed a keen interest in the trucking world. I intend to go into the industry in the future. I just want to find out if there are any Truck Driver Training Academies where one can receive good training.

AA on proposed legislation New proposals to withhold vehicle licences until outstanding e-tolls are paid are unlawful, unreasonable and procedurally unfair. In reaching its conclusion, the Automobile Association (AA) refers to Regulation 25 (7) and 59 (2) of the National Road Traffic Act, which makes provision for a registering authority to refuse a licence disc in respect of penalties or fees owed. Fees here are specified as licence fees. Our view is that these provisions clearly do not cater for outstanding toll fees. The e-toll legislation, implemented in October 2013, also does not contain any provision for an authority to withhold a vehicle licence disc for outstanding e-tolls, and neither does the South African National Roads Agency (SANRAL) Act. In light of this, any withholding of licence discs, by any authority, for outstanding e-tolls would be an unlawful, unreasonable and procedurally unfair administrative action – and therefore unconstitutional. Any individual who is refused a vehicle licence for this reason has grounds to take legal steps against the minister of transport

and apply to a court to request that the Department of Transport be ordered to issue the vehicle licence disc. The National Road Traffic Act regulations may be amended (after due process) to effect the withholding of vehicle licences for outstanding e-tolls. Until then, the licensing authorities must issue these licences in accordance with the existing law. The new proposals are an opportunity missed in dealing, once and for all, with the unnecessarily burdensome funding model for e-tolls. We believe these new measures will add to an increase in traffic on alternative routes in the province. They may also lead to many more unlicensed vehicles when motorists do not renew their discs, because they cannot afford to pay outstanding e-toll accounts, or simply refuse to do so in protest. The AA maintains that ring-fencing a portion of the fuel levy is still the best funding model for e-tolls as the cost is not amplified by administration and collection costs. The Automobile Association of South Africa (AASA)

I would very much appreciate your advice. Mosotho Matona

Thank you so much for your letter, Mosotho. Most of the truck manufacturers offer driver training. Getting in contact with the truck manufacturers will give you a proper idea of what is on offer and how you can get into the industry. Also, look out for EduTrans, our guide to careers in the transport industry. It will be available by the time you read this and you will find some pertinent information in it. All the best and good luck! – Ed.

Valuable Information I am a farmer, but I also do long-haul transport. I am in the process of buying a new truck and the Truck Test 2015 results will help me a great lot in making up my mind. Where can I get hold of the results of the 2015 Test? Kosie Muller

Many thanks for your e-mail, Kosie. The results are available on our website. Simply visit www.focusontransport.co.za/ features/featured-may-2015/2384-reaching-new-heights. html and you will find the links to the results and vehicle specifications at the bottom of the article – Ed.

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• • • • • • •

Load Distributions Route Optimisations Performance Benchmarks Finance Calculations Maintenance Costs Operating Cost Estimates Vehicle Specifications

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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. July 2015 |FOCUS| 9

Cover story

Built for

Africa

The new FAW 8.140 FL Medium Truck has added a bit of life to the recently stagnant medium commercial vehicle segment

nternationally engineered and locally built for the South African market, the FAW 8.140 FL promises the lowest cost per tonne of payload in its segment. That’s not hot air; the vehicle has a six-tonne body and payload allowance (gross vehicle mass is 9 000 kg) and has been introduced at a mere R239 000 (excluding VAT). “The new FAW 8.140 FL carries all the hallmarks for which FAW trucks are renowned: strength, reliability, easy operation and, most importantly, delivering on the promise of a ‘truck built for Africa, in Africa’,” says Yusheng Zhang, CEO of FAW Vehicle Manufacturers SA. Strength FAW Vehicle Manufacturers SA took a strategic decision to redesign and re-engineer the Chinese version of the truck to be perfectly suited to local demands for medium trucks. The FAW team paid special attention to cost efficiency, combined with the best possible payload and the best turnaround time, without forgetting FAW’s quality build standards for durability and reliability. The parallel chassis frame and smooth top flange chassis construction has a distinct low-weight advantage, especially when mounting a steel sub-frame cargo body. The locally built chassis also passes through a special paint station to enhance dust and dirt endurance and longevity – a unique, South African addition. The suspension is of the straight laddertype with semi-elliptical leaf springs, together with front double-acting shock absorbers and rear auxiliary springs. The axles, graded for

10 |FOCUS| July 2015

a permissible three tonnes in front and six tonnes at the back, provide ample carrying capacity. Reliability The fitment of internationally proven components allows the FAW 8.140 FL to offer performance and running cost benefits in daily operation. Adding to its international pedigree, the FAW 8.140 FL is fitted with the Euro-3, 3,8-litre Cummins ISF engine. This is a turbocharged and intercooled highpressure common-rail, four-cylinder unit. Power of 105 kW is on tap at 2 600 r/min, while torque is a healthy 450 Nm between 1 200 and 2 200 r/min. The engine is mated to a six-speed ZF 6 S 500 TO Ecolite manual transmission. The new Cummins engine and innovative ZF transmission are ideal for weight-sensitive and space-constrained vehicles. A Wabco four-circuit protection valve, fullair brake system provides the FAW 8.140 FL with another advantage, as these are easier to maintain than vacuum-hydraulic or air-hydraulic braking systems. The braking system includes full ABS, which is invaluable to the safety of driver, truck and payload. The chassis and powertrain combination make the FAW 8.140 FL suitable for a wide range of different applications. The FAW dropside body and tautline units allow ample turnaround times in general cargo transportation in any metropolitan distribution hub. As a dry-freight or insulated van-bodied vehicle, the FAW 8.140 FL is suited to express deliveries, general distribution or dryweight cargo like bakeries.

As a roll back, this truck is ideal to pick up and transport a passenger car, or, as a 3,5 m3 tipper, it can keep up with the pace in the construction industry. Easy operation The new FAW cab (with its forward 45° tilt) is based on ergonomic principles and provides easy access for servicing. Inside, the two-metre-wide cab allows for a three-person seat, with a foldable middle section. The digital instrumentation panel and all controls are well placed and materials used are durable yet comfortable. Radio and USB connection are standard fitments, as is power steering. The mirrors are neatly positioned and of ample size to provide a good view to the side and rear of the vehicle, enhancing driveability and safety. Built for Africa Imported from parent plants as semiknocked-down kits, the cab, chassis, axles and other sub-assembly components are neatly assembled in FAW’s new Coega assembly plant, which includes a truck bodybuilding facility that opened in January. The new medium range is backed up by a two-year/unlimited kilometre warranty and the full extent of sales and/or service from 36 representative outlets across South Africa, Namibia, and Botswana. These are backed by the Spartan-based dedicated national parts distribution centre. “The FAW 8.140 FL is a ‘true-blood South African’, built locally and uniquely engineered for the African environment,” reaffirms Zhang. |FOCUS

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July 2015 |FOCUS| 11

RFA 2015

A cloud of worry and uncertainty seemed to hang over the Road Freight Association (RFA) Convention 2015. “The threat to the trucking industry has never been more apparent,” says the Association’s CEO, Sharmini Naidoo. GAVIN MYERS finds out why

A call to stand

together 12 |FOCUS| July 2015

RFA 2015

s it does every year, the RFA Convention attracted, as one speaker put it, “the first-world component of our industry” for a few days of networking, lively debate, deliberation, and (of course) golf. As such, the other component of the industry – that needed to hear the sense behind running professional operations that do not harm the industry – within the confines of the law – were unfortunately not present. (See the box entitled: “Heading in the wrong direction?” for more on this topic.) Operating within the confines of the law was undoubtedly the most hotly debated topic at the RFA Convention 2015 – thanks to the tightening of these already-limited boundaries. “The lack of professionalism by some operators has cast the road freight industry in a negative light and done a lot to damage the waning credibility of this sector. Comments by the Department of Transport to regulate where it sees fit are very worrying,” said Naidoo. “What more does an already over-regulated industry have to contend with?” she asked. “The need for the industry to stand together to prevent the effects of harmful legislation has

never been so great. It’s essential that industry views are taken into account.” The harmful legislation that tugged most at the strings of the industry representatives who were present, was, undoubtedly, that of the mooted restriction of the driving hours of commercial vehicles over nine tonnes in urban areas. With the keynote address by Deputy Minister of Transport Sandiswe Chikunga cancelled at the last minute (as Naidoo pointed out: “industry consultation is simply a regulatory process and is not a negotiation”), the organisers improvised in spectacular fashion. This widely despised legislation was shunted into the centre of an impromptu debate. It’s aim was to try to understand why certain parties would be for the legislation. Led by Terry Bantock, group CEO of Buildmax Limited, key delegates were assigned the persona of stakeholders who might see benefit in the restriction of truck driving hours. Garth Bolton, of Cargo Carriers, for example, was required to argue from the perspective of Transnet, while the RFA’s Kevin van der Merwe argued from the point of the Department of Transport.

The results were, naturally, humorous, but some pertinent facts did come to light. Paul Nordengen from the Centre for Scientific and Industrial Research (CSIR) and economist Mike Schussler pointed out the real dangers. “Maintenance, driver health, speeding, breakdowns and overloading are the major causes of truck accidents. Banning trucks is not going to address these issues,” Nordengen began. “Up to 200 areas in the country could be affected, and banning trucks in smaller, nonmetro areas will not have any benefits. To get around the ban, operators might buy smaller trucks, which will drive up costs and place even more vehicles on the road – worsening safety, congestion and emissions.” Schussler said: “At least 33 percent of the time available to deliver goods will be cut, so costs will go up at by at least 55 percent. Labour costs and taxes will also go up. Our logistics costs are already among word’s highest at 13 percent of gross domestic product, of which transport makes up about seven percent. “If that increases to ten percent it’ll have a very similar effect to that of the recent electricity increases. South Africa will become

July 2015 |FOCUS| 13

RFA 2015

Ludicrous legislation

less competitive; the import bill will go up and export revenue will go down. The current-account deficit will get bigger. Industry profit levels will drop and many operators will close. It’s economically unworkable.” It was further pointed out by Hugo Pienaar, of Cliffe Decker Hofmeyer, that drivers will work 35 hours in a five-day work week without a loss of pay. “That will not be sustainable. More will qualify for night-shift allowance and overtime, and probably demand a danger allowance as well.” Bantock suggests the RFA look for lobbying partners. “To lobby effectively you need to have your facts and understand the full implications. There may be companies that have read the legislation, done their homework and invested their own time and money in conducting studies. We should be putting through one strong voice.” Unfortunately, the cost increases being experienced by the industry don’t end there. A seemingly off-topic presentation was given by Doug Kuni, an independent power consultant, about the impacts of the power crisis on the road freight industry. However, it soon became clear that Eskom’s continuing struggle to keep the lights on is likely to affect the industry in more ways than just an increase in traffic congestion, due to the effect load shedding has on traffic lights. “At the moment we are burning diesel to keep the lights on. Eskom has about 2 000 MW of diesel gas turbines at the moment and the Department of Energy has just commissioned another 1 000 MW. Around 140 t of diesel per hour is needed to generate 1 000 MW … That’s a helluva lot of diesel! “Incidentally, Botswana, too, is currently burning diesel, which comes from South Africa. If we and our neighbours continue to burn diesel at these volumes, and, one of these days, enough people

14 |FOCUS| July 2015

E-tolls, driving hours, consignee/ consignor … New legislation is top of mind within the transport industry at the moment. The waters surrounding the consignee/consignor legislation, effective since January 1, seem to be particularly muddied. Led by Cliffe Decker Hofmeyer’s Hugo Pienaar, a panel discussion about this legislation sought to clear the waters a bit. “It’s already been said that this is among the worst pieces of legislation to be introduced,” he notes. Peter Lamb, associate: Norton Rose Fulbright; Kevin van der Merwe, Abnormal Load Support, RFA; and Fred Abrams, account manager, Price Forbes, shared pertinent points to consider. In short, a consignor is anybody that has more than a cumulative 500 000 kg cargo transported in a month. Likewise, a consignee is anyone that receives goods in excess of 500 000 kg a month. “The duties on the consignor are breathtaking if one considers the facilities that will be needed. Some of requirements of this Act are completely ludicrous,” says Lamb. The Act’s reference to insurance brought about a raging debate. “The insurance provisions are completely unconstitutional. As a private entity you can chose whether or not to insure your risks. The public liability aspect can be easily addressed; it must just be properly drafted. It’s very difficult to comply with this legislation,” continues Lamb.

Abrams agrees: “Who is the Act trying to protect? The way I see it, they are trying to protect damage to

infrastructure, which can normally be covered by third-party insurance. Who’s going to determine if all these insurance policies are in place and valid? Anyway, if there is any overloading, a goods-in-transit (GIT) policy will not cover you for your loss. “I don’t know if this is a precursor for having third-party liability for all vehicles going forward, but my suggestion is to do the bare minimum and have a GIT and carrier’s liability policy in place. I don’t know why the insurance comment was put into this legislation. I suggest trying to get it removed.” Van der Merwe reiterates that prosecution and enforcement of the legislation will be difficult. “This legislation is not designed for day-today law enforcement, although you may find the odd, confused traffic officer seeing this as an opportunity to peruse his constitutional right to freedom of economic activity … “Of course, this Act does rely on well-trained traffic officers to enforce it, and prosecution will be difficult. They will not know if the operator is transporting something for a consignor who has passed the 500 000 kg mark. Although the current legislation is seriously flawed, an example will eventually be made of a company’s director and parties will start feeling the pressure and probably stop overloading.” While this legislation was called for by the industry 20 years ago, Pienaar concludes that it must be enforceable and workable. “We intend to address the minister and ask her to withdraw this legislation instead of trying to amend it – it’s virtually impossible to amend.”

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July 2015 |FOCUS| 15

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RFA 2015

Heading in the wrong direction? The causes and preventions of crashes came under fire this year. Facilitated by Derek Moe, Con Roux, commercial manager, N3 Toll Concession, spoke within the context of infrastructure, while Gavin Kelly, technical and operations manager, RFA, gave a technical viewpoint. They were joined by Johan Jonk of Arrive Alive, who gave a legal perspective, and IBF forensic collision and homicide reconstructionist Stan Bezuidenhout discussed the details of crashes. Patrick O’Leary, publisher and editor of Fleetwatch, spoke about his passion for road safety. It was clear, however, that the session touched only the tip of the roadsafety iceberg. Roux contextualises: “On average, over the last five years there have been 549 crashes a year, just involving trucks, on the N3. That’s around 50 percent of all crashes, though trucks constitute only 35 percent of the traffic.” Jonk adds that, while the Department of Transport reports around 14 000 road fatalities a year, the Medical Research Council suggests a figure closer to 17 000. “Last year, the Road Accident Fund wrote up 147 000 claims from people injured in crashes,” he says. What is to be done? Bezuidenhout suggests South Africa’s culture needs to be fixed. “We have a culture of ‘them and us’ and of boastfulness surrounding dangerous activity. People use the roads based on their personal position rather than their cultural awareness. “In Canada, a person speeding would stand out like a sore thumb and become culturally identified and shunned for not abiding by the rules.” With a view to the industry, Kelly notes that operators need to start taking ownership of the issues surrounding the vehicles they put on

16 |FOCUS| July 2015

the road. “An operator should conduct his operations with due care to the safety of the public. There are moves afoot to start holding operators accountable for what happens with their vehicles.” O’Leary adds: “They say brakes fail; brakes don’t fail – we fail to maintain them! It’s the operators’ duty to keep their vehicles roadworthy, not that of the driver.” Jonk notes that self-regulation, utilising modern tracking and camera systems, will go a long way to enforcing internal action towards drivers who are seen not obeying the rules of the road. “We have so many tools. We will miss out if we don’t use them.” With (car and truck) driver fatigue being so prevalent, the question of a roadside fatigue test (according to O’Leary, a system is currently under development) and the use of driver log books were raised. Of course, traffic law enforcement is perhaps the biggest problem. “Traffic officials are not confident to stop a truck and look beyond licences and a Certificate of Fitness. They are totally untrained and unmotivated, with no leadership,” says O’Leary. “We’re dealing with people who don’t know what they’re doing and are not reaching out to those who do. The RFA can push very hard for the creation of a ministry of road safety; it’s a specialised field that must be run by competent road safety professionals. We must be more proactive and aggressive with government,” he continues. Can it be done? Jonk thinks it can. “In the 1970s, Australia had the same number of road deaths as we do – they reduced them by 67 percent in 20 years. It’s possible, but if we don’t have a unified and combined approach from private and government sectors then we will continue to head into the wrong direction.”

put in private emergency gensets, we run the risk of bottlenecks in diesel supply,” he warns. While we feel these were certainly the most pressing current issues to be brought out at the Convention, space permitting we would cover them all – including a BBBEE sector code update and mega trends affecting the future of the logistics industry. Happily, the RFA has made these presentations available on its website. |FOCUS

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July 2015 |FOCUS| 17

????? used vehicles ?????

The time for

used is now

With tough operating conditions and a relatively strained economy, more and more attention is being paid to used vehicles. And, as GAVIN MYERS notices, there are plenty of great deals to be had

ore often than not, a

However, it is interesting to note that

explains that used vehicles need to be

truck can easily have

the trade-in ratio (the number of trade-

evaluated to meet different needs. “People

two

three

ins compared to new vehicle sales) is

coming into the market and opting for older

economical working lives

increasing; from 35 to 40 percent a few

trucks will have different expectations than

– provided it has been well maintained, of

years ago, to 45 percent last year, and at

those looking for younger trade-backs with

course. Considering that up to a million

the moment around 60 percent. “The higher

hardly 600 000 km … The younger the truck,

kilometres can be driven during a vehicle’s

the trade-in ratio the less fleets are growing.

the easier it is to have a second life and

time in some operations, means that buyers

Transporters seem to be restructuring and

secure financing and warranties.

need to be extra careful when considering

upgrading their fleets, rather than growing

their purchase.

them,” Melville notes.

even

“Prices are guided by market-related values and extensive vehicle evaluation.

Danie de Beer, general manager of

Whatever the vehicle, buying from

It is important to work with customers

Hyundai South Africa Commercial Vehicles,

the used-vehicle operation of an original

throughout the buying process to ensure the

says that businesses, currently operating in a

equipment manufacturer (OEM) will ensure

trucks and deals meet their expectations,”

tough economic environment, are looking to

a certain level of standards are adhered to,

he said at the recent opening of the new

the pre-owned vehicle market for affordable,

backed up by maintenance and warranty

Volvo Group Used Truck Centre in Boksburg,

yet suitable, vehicle options.

options – depending on the age and condition

Gauteng.

“It gives the buyer the benefit of lower

of the vehicle in question.

An interesting trend, yet one that

depreciation on the resale value, or price of

“Automotive manufacturers will need to

makes real sense, is that operators from

the vehicle, and it still offers a solution to their

make these deals as appealing as possible.

the rest of the continent are increasingly

immediate vehicle needs,” he notes.

In a competitive market, after-sales service

buying used vehicles from South Africa.

The sale of used vehicles is definitely

and other customer experience initiatives

Currently, Volvo is noticing that 10 percent

following a rising trend across the board.

are crucial, as this is what will drive brand

of its sales volume goes directly into Africa.

Ronald Melville, used vehicles sales manager

choice and sustain repeat business,” says

According to the president of Volvo Group

at Scania South Africa, says that, compared to

De Beer.

Southern Africa, Torbjorn Christensson, it’s

the same time last year, sales have increased by 30 percent in the first half of 2015.

18 |FOCUS| July 2015

For example, Christian Coolsaet, MD

now much more attractive to buy a used

of Volvo and Renault Trucks South Africa,

truck from South Africa than it was in the

used vehicles

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

Top: DAF supplied a fleet of second-hand vehicles to Edgebold JLT for its Mozambique-based operations. Above and left: Used vehicles from reputable dealers can be a great value-for-money option.

past from Europe or the United Kingdom

MD of DAF South Africa, Dave Black, says

(UK). “Africa needs to protect itself from

that DAF, too, is seeing many companies

incorrectly spec’d vehicles,” he says.

considering buying second-hand vehicles.

“Happily, legislation in Europe is changing;

“Unfortunately, such vehicles frequently don’t

they’re not allowed to sell used vehicles into

live up to their expectations in the long term

Africa any more.”

and we strongly advise against buying directly

Melville agrees: “Buyers in Africa seem

from an unknown seller.

to be leaning towards vehicles from here,

“Instead, OEMs offer value-added services,

because we run 6x4s, whereas in the UK

which include a thorough ‘health analysis’

they prefer 6x2s. The volumes we’ve been

of the vehicle, categorising problem areas

selling into Africa are because the 6x4 is

into critical, recommended and optional

better on dirt roads and in wet conditions.

repairs. The potential buyer can then make

It’s a much better option and the clients are

an informed decision based on the truck’s

beginning to realise that.”

actual condition.”

Recently, DAF filled an order for Dubai-

De Beer probably sums it up best: “Over

based Edgebold JLT, for an operation it is

the years, the notion of the ‘dodgy’ used-

running from Mozambique. Edgebold JLT’s

vehicle salesman has been replaced by

John Raper explains: “After independently

well-informed sales staff within showrooms,

researching several leading truck brands

backed by the guarantee that the vehicles

worldwide,

required

come with extensive warranties and service

vehicles with an African specification,

plans and a brand reputation that can be

which were suited to the southern African

accounted for.

realised

environment.

“Fleet sales teams that can specialise and

“On top of this, the brand had to be well

cater to small and medium-size businesses,

supported in the region, not just by a company

offer expert help and advice on choosing the

able to provide world-class technical support,

fleet vehicles, and those that can perfectly

but that also had knowledge of the region and

match businesses needs, will succeed in the

a footprint in Mozambique.”

used-vehicle market.” |FOCUS

www.hulamin.co.za or email hulamin@hulamin.co.za Rolled Products | Extrusions July 2015 |FOCUS| 19

used vehicles

Supplying

TopUsed vehicles for 50 years

The business of used vehicles is growing, and MAN Truck & Bus South Africa is playing a leading role

ccording to Emir Solapgir,

TopUsed footprint of six dealerships. These

range, is ideally positioned to service those

group

business

are located within the country’s key transport

markets where start-up private-capital fleets

development TopUsed, MAN

hubs: Bloemfontein, Centurion, Cape Town,

are coming to the fore. Strong brand equity,

Truck & Bus South Africa,

Nelspruit, Pinetown and more recently, Port

combined with a wide selection of premium-

Elizabeth.

quality vehicles with low price tags, presents

manager

MAN’s used-trucks business has been operating overseas for around 50 years. A

“The used commercial-vehicle market is

lot can change in that time, though, and in

growing significantly in South Africa as it

Du Plessis, who headed up MAN

2013 parent company MAN AG assigned

provides a low-cost alternative to a new

TopUsed worldwide from 2010 to March

priority status to its TopUsed vehicle divisions

vehicle for start-up customers,” Solapgir

2013, explains that this predictability

in Europe and South Africa.

explains. “The majority of our customers

of costs extends to having a buy-back

are small transport companies or ancillary

agreement,

operators.”

supported by TopUsed, at the point of sale,

This is a sure sign of the strength of the used-vehicle market. “Used vehicles form

an attractive option,” he notes.

signed

with

MAN

and

a substantial part of MAN’s business, with

Geoff du Plessis, MD of MAN Truck & Bus

around one used vehicle sold by us for every

South Africa, explains that the unpredictable

three new vehicles sold,” explains Solapgir.

nature of commercial transport in southern

There are a number of other advantages

Africa has made it increasingly important for

to choosing a vehicle from MAN TopUsed.

operators to be able to predict costs.

These include skilled sales personnel, who

Locally, the MAN used-vehicle business has been running for more than 15 years, and today the company has a national

20 |FOCUS| July 2015

“MAN TopUsed, with its wide product

which gives the customer the assurance of vehicle replacement capital.

offer their customers fleet consultation

used vehicles

services, such as optimum vehicle selection

Buses are included, too. “We are really

and the sourcing of trailers. “Financing

performing well in this segment; our used-bus

facilities offered by MAN Financial Services

business is growing every year, and we have

is another key market differentiator for

new as well as repeat business. Our well-

TopUsed dealers,” adds Solapgir.

trained consultants and good-quality vehicles

Then there are the vehicles themselves. “There is 100 percent transparency on the

are as well known in the bus market as they are in the truck market.”

status of every TopUsed truck or bus, with

According to Solapgir, a number of

every vehicle on offer having undergone

customers buy vehicles to transport goods

thorough

overall

across the border, as well as to use in

condition and to ensure the mileage is

neighbouring countries. Repeat business

genuine,” assures Solapgir.

forms a large part of the sales to these

checks

ascertain

Every vehicle for sale is available to each

customers too.

of the MAN TopUsed dealers. Customers can

“This part of the business is receiving a lot

view the range of quality, certified vehicles

of attention from management,” he alludes.

on the MAN TopUsed website and the

“We are also expanding into sub-Saharan

vehicles are readily transported countrywide

Africa and have had increasing success

to customers between any of the MAN

there.”

TopUsed centres.

Back on South African soil, MAN is

“We have the biggest range of immediately

expanding

available vehicles for any application. Our

appointing

biggest advantage for our customers is that

independent MAN dealers. The first of these,

we have access to the right vehicles for

Port Elizabeth Truck & Bus, a subsidiary of

the job, which are thoroughly checked and

AAD Group, was appointed in May. (See the

repaired to the appropriate standards –

June issue of FOCUS.)

depending on the age, mileage and condition

“MAN

the

TopUsed

has

always

footprint

franchises

recognised

by with

the

of the vehicle – for peace of mind,” he

importance of a proprietary used-vehicle

reiterates.

division as a value driver in the sale of its new

This isn’t too difficult, as many of the vehicles

are

returned

trucks and buses. We have the biggest range

guaranteed

on offer of quality, immediately available

buybacks, as well as trade-ins when new

used vehicles, on the continent,” concludes

vehicles were sold.

Du Plessis. |FOCUS

Above: Emir Solapgir, group manager business development TopUsed (left), and Geoff du Plessis, MD of MAN Truck & Bus SA, are expanding MAN TopUsed due to the strength of the local used vehicle market.

July 2015 |FOCUS| 21

fleet

management

A fast, fresh

partnership The business partnership between Imperial Fast ‘n Fresh, Woolworths and Mercedes-Benz South Africa’s FleetBoard is the perfect demonstration of how this telematics-supported service is effortlessly allowing operators to lower costs and increase efficiency

leet management has become more than a necessity for any logistics operator that aims to maintain a competitive advantage. “The Imperial Fast ‘n Fresh fleet is testament to the fact that FleetBoard does exactly what it was designed to do: encourage a proactive and more economical driving style, which results in reduced wear and tear, so that service intervals for vehicles with an active FleetBoard contract can be extended,” says Kobus van Zyl, executive director of Daimler Trucks and Buses. “In addition, Fast ‘n Fresh can rest assured that all its relevant information is recorded and analysed by a Mercedes-Benz dealer. The company is then sent a schedule advising when the next service is due. The schedule includes maintenance and service items to all the vehicles that are fitted with FleetBoard,” he continues. “By monitoring driving style, FleetBoard assists retailers, like Woolworths, to protect the environment by reducing CO2 emissions. Transport solution providers – such as Fast ‘n Fresh – benefit from lower fuel consumption, which saves money. “In addition, one of the main advantages of installing FleetBoard is having the backing of the up-time team, which is available around the clock to provide technical support and monitor incoming information in real time,” adds Van Zyl. Fast ‘n Fresh is a market leader in the provision of multi-temperature, costeffective distribution solutions for leading

22 |FOCUS| July 2015

retailers. FleetBoard fits perfectly into the company’s integrated transport management approach. “It means that Fast ‘n Fresh has a single view of all the Mercedes-Benz trucks that form part of our fleet, as well as pertinent information such as driver patterns, telemetry, refrigeration models, tracking systems and other data. Having this information makes managing our assets much easier and it is possible only because of the FleetBoard system,” says Greg Woodbridge, MD of Imperial Fast ‘n Fresh. “We are always looking at ways to continuously improve our operations and offerings to clients such as Woolworths. We are able to adopt a proactive approach to providing distribution solutions, because FleetBoard provides us with all the information we need at a glance, especially on the handy app on our phones,” adds Woodbridge. Besides allowing Imperial Fast ‘n Fresh to monitor, collect and interpret crucial data, FleetBoard also provides added benefits to this distribution service provider. “We have a driver training programme that is complemented by a rewards programme. Using information such as fuel consumption, driver habits and time management – all gathered from FleetBoard – we are able to use this information to calculate driver scores, which are used to reward our 660 drivers. We lean heavily on the system. From the collected data, we are able to create further developmental opportunities for our employees,” notes Woodbridge.

“TruckStore is a quality partner buyers can trust,” says Palma.

Says Ian Bouwer, head of logistics at Woolworths: “Our strategic partnership with Imperial Fast ‘n Fresh and Mercedes-Benz has enabled us to drive innovation, with FleetBoard being just one of many initiatives implemented. “A key component of Our Good Business Journey is the efficient management of transport. We have set ourselves targets to decrease our impact on the environment. The reduction of CO2 emissions is a key component. The benefits provided by FleetBoard will enable us to reach and exceed our stated targets.” Woodbridge says: “Fast ‘n Fresh will never be complacent and we are always looking for opportunities to be the best at what we do. We love engaging our partners and customers strategically, so that we deliver high-performing and innovative solutions. This means taking advantage of Mercedes-Benz’s value chain offers such as Telligent Maintenance, which increases our uptime. “We will not compromise on quality and using Mercedes-Benz technology has resulted in us delivering 98 percent of all our Woolworths products on time. “We are always looking for ways to partner with Mercedes-Benz. We are a benchmark fleet for Mercedes-Benz as our fleet is used to pilot any innovations that it proposes. The latest of these is Dispo, a logistics management system that assists with direct online dispatching of orders to the truck and real-time monitoring of delivery status, resulting in fewer unloaded and unpaid trips,” concludes Woodbridge. |FOCUS

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www.contitruck.co.za / www.conti360.co.za July 2015 |FOCUS| 23

tyres

Don’t let your tyres get

tired

We take a look at what’s new and what’s hot on the tyre circuit – including in the somewhat uncharted territory of tyre sealants. CLAIRE RENCKEN reports

ith the multitude of

decisions around tyres to obtain the best

tyres available on the

cost per kilometre.

market

today,

established

even

“Bandag offers a successful tyre

brands

breakdown service – our Emergency Tyre

have to differentiate themselves from the

Assistance (ETA) – and we have one of

“average Joes” in terms of what they’re

the largest independent commercial tyre

offering to fleets.

distribution networks in the country. We

Bandag, for example, strives to offer its clients a package deal. Marketing manager,

are driven by innovation – both in terms of products and services.”

Monal Naik, explains: “Our offering includes

However, the increasing number of

application-specific products – Bandag

cheap, imported new tyres, now available

original designs, which are based on

on the market, continues to be a challenge.

customers’ needs.

“Especially when it comes to our stock

“We also have a host of online reporting

retread sales,” Naik adds. “Fortunately, astute

modules to provide tyre management

fleet operators understand that using local

information, which is used to make better

products from reliable suppliers means that

24 |FOCUS| July 2015

Astute fleet operators understand that using local products from reliable suppliers means that they have local support, which is not always forthcoming when buying cheap imports.

tyres

Connecting tyres to telematics To mark the start of the Terminal

logistics. Efficient analysis and utilisation

Operations Conference and Exhibition

of data enable fleet managers to

(TOC) Europe 2015, in Rotterdam,

optimise their processes and reduce

on June 9, Continental presented

their operating costs.

the ContiFlexBox – a new telematics solution.

will

complement

ContiPressureCheck

“With our new combined package, we

the

will offer our customers a tailored system

tyre-pressure

that synergises the measurement of

monitoring system, by collecting and

tyre data with telematic capabilities to

deploying tyre- and vehicle-referenced data,

optimum effect, and ideally supplements

and forwarding it on to a central server.

our unique port tyre offering.”

This

new

addition

expands

The

ContiFlexBox

mounted

Continental’s comprehensive product

in the driver’s cab of a vehicle, and

portfolio to include a telematics solution

powered via the engine’s ignition. The

for the efficient management of vehicle

ContiPressureCheck

fleets. The ContiFlexBox will be suitable

monitoring system provides automatic

for use in vehicles operating in a huge

collection of data on tyre pressure and

range of different industrial sectors.

temperature, using sensors placed inside

In port operations, where fast loading

tyre-pressure

the tyre.

times and short downtimes are vital, the

A GPS signal in the ContiFlexBox

new telematics system provides many

will enable additional vehicle-referenced

advantages, including minimising costly

data (such as deployment duration and

tyre and vehicle damage. The combined

current location) to be measured. All

system, comprising the ContiFlexBox and

information can be transmitted to a

ContiPressureCheck, will be available

central server for analysis and editing.

from 2016.

Fleet managers can then use the

Julian

Alexander,

business

line

vehicle data collected to increase the

manager,

material

handling,

efficiency of their fleet-management

Continental CST, explains: “Telematics

operations. Data stored in the system is

ranks among the growth drivers in port

protected with individual access rights.

July 2015 |FOCUS| 25

tyres

they have local support, which is not always

Wilhelm van Heusden, director of 11-D

your carbon footprint is reduced –

Puncture Prevention, elaborates: “We are

maintaining the right air pressure can

“Bandag conducts regular fleet tyre

dedicated to offering the best solution

save incredible amounts of fuel. Since

inspections and scrap tyre analysis for

to extending tyre life. Our product range

the sealants extend the life of tyres, they

its customers. We are not only actively

enables commercial vehicle owners to

also reduce the number of tyres that are

involved in providing data in reports, but

maximise the results they get from their

scrapped.”

also in using this data to build information,

tyres. The sealants can help to prevent

Three high-quality tyre sealants are

based on which actions can be taken to

punctures, improve tyre balance and

offered by 11-D International. First, there

benefit the end user.”

decrease downtime,” he explains.

is the standard, patented sealant, which

forthcoming when buying cheap imports.

Sometimes, a quality tyre sealant can

“Over the years we have continued to

is its most popular product. Tested in

save the day. The South African distributor

improve our products with new innovations,

temperatures ranging from -40°C to 40°C,

of 11-D tyre sealants is 11-D Puncture

resulting in a powerful range developed to

it is able to operate in any temperature.

Prevention. Cok Maijer founded 11-D

meet any requirement or conditions,” he adds.

International in 1994, when he established

The sealants are also environmentally

developed to withstand harsher conditions

the production facility in the Netherlands.

The

heavy-duty

sealant

has

been

friendly. They are non-flammable, non-toxic

and more aggressive punctures – it has

Meijer had a firm belief in tyre sealants as

and a 100-percent bio-degradable. The

the same characteristics as the standard

an application. He spent six months working

product is easily applied through the valve of

sealant, but offers a more dense quality.

closely with suppliers and researchers to

any tyre and can be just as easily removed

develop the perfect formula. This resulted

with water when the tyre is disassembled.

Finally, there is the military-grade sealant (according to 11-D, it is the only

Says Van Heusden: “By using 11-D,

one of its kind in the world). It goes by

right balance between all the ingredients.

95 percent of all common tyre failures can

the name Protector and provides the

Specimen “11-D” gave the optimal results.

be prevented. Furthermore, because our

maximum protection a tyre sealant can

The rest, as they say, is history.

sealants maintain the right air pressure,

offer. |FOCUS

V14899

in a test cycle designed to pinpoint the

Arrive Safely and Efﬁciently. South African roads are unforgiving in terms of their elevation gains and losses whilst driving. In order to save fuel, time and reduce the operating cost Voith retarders are used to get drivers safely to their destinations. Your Benefits: • Increased safety • Service life of brakes extended • Protection of drive line • Average pay-back period is one to two years 26 |FOCUS| July 2015

New: We offer training courses! Contact us for more information Or to set-up an appointment Tel: +27 11 418 4000 info.vtza@voith.com www.rsa.voithturbo.com

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EMERGENCY TYRE ASSISTANCE DOWN TO AN ART Breakdowns can leave you dead in the water, but you needn’t be left to the sharks. With Bandag’s Emergency Tyre Assistance (ETA) programme you can be covered throughout South Africa 24/7, 365 days of the year. ETA has one easy to remember toll free number, efficient service, consistent on-road pricing and comprehensive reports.

That’s what we do.

Tel: +27 11 439 6000, Fax: +27 86 682 7027, e-mail: info@bandag.co.za or visit www.bandag.co.za

July 2015 |FOCUS| 27

Kormoran will meet your budget needs With the industry focusing on both performance-driven and cost per kilometre (CPK)-orientated products, the Michelin Tyre Company South Africa has considered the needs of the local market and has made a breakthrough with its Kormoran truck tyre range. When looking for products at good prices, it is always easy to buy cheap, low-quality goods â&#x20AC;&#x201C; but some purchases end up being far more complex, and the transport industry is now more aware of this than ever before.

AYS ALWAYS BY YOUR BYSIDE YOUR SIDE The Kormoran range covers both on- and off-road applications

resistance to uneven wear, making the tread design unique in

for all sectors of the commercial truck market and has been

the market.

exclusively introduced by Michelin Truck Service Centres. With the positive response from the market, the decision was made to

All Kormoran casings are retreadable and, therefore, contribute

extend the distribution to all South African dealers.

to sustainable development. Kormoran implements concrete actions on a daily basis with a view to redefining its environmental

The highest recognition was awarded to the Free Rolling Tyres

footprint.

(FRT) that fit the requirements for running a South African fleet at optimum levels. Since 2005, more than five million Kormoran

These include increasing the lifespan of the tyres, as well as selecting

tyres have been sold globally, and this number is growing

basic materials with the lowest environmental impact. Kormoran is

dramatically.

committed to growth and an efficient recycling industry with a view to processing tyres at the end of their service life. The motivation for the success will not lose momentum, as the

In addition, all Kormoran tyres are regroovable. Regrooving

Kormoran brand will introduce

enables the tyre to run further. The tread pattern is regrooved

the new all-position 7.50

when the depth reaches a maximum of three to four millimetres.

R16 Kormoran Roads U in the third quarter of 2015.

This must be undertaken by a professional, who will check the

This

tyre

tyre to ensure it is in good condition. There is a regrooving plan

has been constructed to

for each tread pattern that will also specify the width, depth and

outlast all obstacles and

the type of blade that should be used.

14-ply-rated

will keep trucks moving forward at a reasonable

Kormoran, focuses on taking the lead compared to its competitors

input cost.

in the same segment. With specific focus on what is most important in your operation with regard to tyre requirements, it

The Kormoran Roads U

makes sense to start with the backing of a brand like Kormoran.

offers a longer running life with a new rubber

The Kormoran tyre range is specifically aimed at the needs of

compound,

has

transporters that that have a limited budget and depend on tyres

important

that will get the job done. This includes specific operations like

attributes: slower wear rate

container transport, mining, construction, cement, removal and

two

which

very

for longer life, and optimal performance

28 |FOCUS| July 2015

waste collection.

wide

range of conditions. Its solid

To most transporters, downtime has a great impact on their

unbroken shoulder increases the

bottom line and Kormoran offers reliability at a reasonable price.

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ALWAYS BY YOUR SIDE

July 2015 |FOCUS| 29

driver training

Simulators for

safety When attending the recent Road Freight Association (RFA) convention, GAVIN MYERS met with Thivash Moodley, CEO of TMI Dynamatics, to find out more about the merits of driver training simulators

he issue of road safety was a hot

and simulator training to fully prepare drivers

topic of discussion at the RFA this

for South African roads.

“Simulators are very effective in enhancing and developing a driver’s skills in preparation

year (see page 12) and allied to

“Simulator training is very popular and

for ‘on-the-road’ driver training. Simulator

that was the issue of sufficiently

it is used across the board. It is suitable

training greatly reduces the required time

trained drivers. Speeding, false/expired

for a range of applications; from learner

spent on road to produce a skilled driver,”

licences, fatigue, poor diets, unroadworthy

drivers wanting to learn the basics on how

Moodley notes.

vehicles and lax law enforcement are all

to drive, to professional drivers wanting to

It would stand to reason that this is due,

factors contributing to the high number of

improve specific driving skills to enhance their

in part, to a lessened “intimidation factor”.

lives lost on our roads every year.

professional capability,” Moodley explains.

“Absolutely,” says Moodley. “Inexperienced

With so many factors to consider,

In an ideal situation, learners would

drivers find a simulator unthreatening and far

where do you start? Moodley contends that

be placed on the interactive e-learning

less stressful, as well as a fun and confidence

starting at home, with a proper investment

platform before moving onto learning

boosting way to master new skills.” For

in individual driver training, would be the best

specific requirements for driving in South

professional drivers, simulators become

option.

Africa. They would then be introduced

economically viable for training across a

the

to various simulated driver experiences

range of vehicle and scenario types.

Interactive Driver Education System (i-Des),

that enhance driving skills within the K53

“Multiple driving scenarios can be created

which is a computerised driver-training

context. Training would conclude with an

and tested on one platform. We can simulate

solution that incorporates e-learning modules

on-road evaluation.

various real-life vehicles; including trucks,

Moodley’s

company

30 |FOCUS| July 2015

develops

driver training

buses, plant and other specialised vehicles

training and acquire similar a skill set. Of course,

are amazed at the ‘realness’ of the simulator,

– as well as scenarios; like a tyre blow out,

maintenance and running costs are low …

and the ease with which driving skills can be

brake failure, varying terrain and weather

“Companies wanting to assess and

conditions, different loads, imbalanced loads,

maintain high levels of driver skill use

and added trailers,” he elaborates.

simulator training for its efficacy and cost

“We strive to place skilled drivers on

acquired, practised and then implemented on the road.”

The upshot is that scenarios, vehicle

effectiveness. When developing and up-skilling

South Africa’s roads and up-skill those

characteristics, environmental conditions

professional drivers, there are substantial

already using the roads, making South

and routes can be designed to be as close as

cost benefits when using simulator training,

Africa a safer place to drive,” Moodley

possible to the local reality.

versus placing each driver in a physical

concludes.

Simulator training also holds great

vehicle,” says Moodley.

After all, an operator who put this

advantages for the company investing in

“The seamless integration of the overall

much emphasis on driver training, would

its drivers. A portfolio of evidence, created

training package offered, from the interactive

be more likely to ensure his vehicles are

from every session spent on the simulator,

e-learning packages through to the detailed

roadworthy and that his drivers stick to

allows the learner and instructor to monitor

tutoring of the K53 driver requirements, is

the law and live a healthy life on the road.

progress and identify problem areas.

appreciated by our clients.”

The more all of these aspects can be

As a training option, repeatability is

Moodley says that simulator training has

guaranteed as all drivers undergo the same

also proved to be a hit with drivers. “Drivers

encouraged, the greater the potential for a safer industry. |FOCUS

Interactive driver training that delivers a considerable ROI

E-learning for theory

Simulators for practical

“On the road” training

SAQA Accreditation

July 2015 |FOCUS| 31 iDes Driving Academy, U19 Enterprise Building, The Innovation Hub, Persequor X10, Gauteng | Email: support@ides-za.com Paul Bisogno: Marketing Manager 0814479427 | Hayden Naidoo: Field Consultant 0817067332

TRANSPORT SOLUTIONS

Seeking solutions for every

problem

Vehicle owners are always concerned about the cost of servicing and maintaining their vehicles, which is where reliable warranties come in. However, that is no longer the only problem facing fleet owners. CLAIRE RENCKEN investigates

s perhaps one of the most

working, and to prevent major damage

failures. Through this, the fleet vehicle may

obvious transport solutions,

from occurring. When considering a vehicle

never need maintenance, depending on

warranties should stand as a

warranty, it is important to evaluate the

driver behaviour of course, and built-on value

promise that the vehicle and

inclusions and exclusions – whether it is

decreases the need for warranty claims in

a full manufacturer’s warranty or simply

certain instances,” Griffin says.

its parts are not defective. According to Wade Griffin, director of commercial vehicles at Hyundai Automotive

an extension that is backed up locally,” he explains.

The manufacturer’s warranty should cover a number of vehicle components, and

South Africa, for any business owner who

“Full manufacturer’s warranties tend

the full extent of the warranty should always

cannot afford vehicle downtime, ensuring

to be more valuable, as the cover is more

be discussed in detail with the relevant fleet

that a proper warranty is in place is one

comprehensive, which means part failures

vehicle supplier, before a vehicle purchase.

of the most important things to do when

are

The right warranty can contribute to reducing

purchasing a new vehicle. “Business owners

maintenance costs,” he adds.

accounted

for,

thereby

reducing

the overall cost of ownership for any fleet

and fleet managers must identify what the

Businesses need to check whether the

warranty covers, and, equally importantly,

warranties provide built-on value that reduces

understand what it does not include,” says

warranty claims. As an example: many

Unfortunately, warranties are no longer

Griffin.

commercial vehicles have turbocharged

all that fleet owners and managers need

engines which are prone to frequent

to be concerned about. Preventing theft in

maintenance.

transit with cargo tracking devices is just as

A warranty should provide extended financial security. “Service and maintenance plans usually cover only the items required by the manufacturer to keep the vehicle

32 |FOCUS| July 2015

“Hyundai

offers

standard

turbo-

protector to ensure there are no turbo

owner, and is a welcome relief for companies faced with increasing costs.

important. Furthermore, as an increasing amount

TRANSPORT SOLUTIONS

of merchandise is transported across the

normal and high power. These eliminate the

By placing a tracker in the cargo, the

country by road, the risk of truck hijackings

need for additional guarding of cargo and

cargo itself can be tracked and recovered.

increases too. Fleet managers can combat

are monitored through a call centre, which

McKenzie reveals that the smaller size

this scourge with innovative cargo tracking

works together with a recovery unit, should

ensures that it can easily be placed in

devices, such as those available through

there be a hijacking in progress,” explains

amongst the packages. “For expensive cargo,

QCIC.

McKenzie.

companies may decide to place multiple QIC-

Brian McKenzie, QCIC director, notes that

High power mode is commonly used on

LOC devices into the cargo, in case one of

a QIC-LOC device can be discretely placed

short-haul applications. This provides near

the trackers is discovered. This provides fleet

in the cargo without the driver or other

live positioning, and buffers seven positions to

managers with the peace of mind that they

personnel knowing its location. “This ensures

within a packet of positions to be sent when

can monitor their cargo at each stage of the

that the device is secure and cannot be easily

the buffer is full.

journey,” he continues.

found if the cargo is stolen. Once the cargo

The power-saving mode is more suitable

QIC-LOC also consumes minimal power,

has reached its destination, a preselected

for long-haul applications, owing to the fact

as it is only active when in motion, thanks

employee will know where to find the device

that the device is able to remain partially

to a movement sensor. The device will

in order to remove it and turn it off.”

dormant until the vehicle reaches its

automatically shut down if it has not moved

destination, or comes to a stop for a certain

for a predetermined period. On average, it

period of time.

can travel approximately 2 500 km before

QIC-LOC can be used for tracking of cargo inside trucks through a global system for mobile communications (GSM) network with

Even though the GSM capabilities are

needing to be recharged. In a situation where

a GPS. The device features a car alarm, an

offline, the GPS remains active, continuing

the device is not in motion, the battery can

electronic log-book function, flexible asset

to record the trip of the vehicle the entire

last up to six months without being charged.

management, and flexible driver and staff

time. McKenzie highlights that it is important

“For added convenience, QIC-LOC is

management.

for tracking technology to be made smaller

fully rechargeable via USB, a wall socket

It also boasts a 24-hour system health

and more difficult to find, as it is no longer

power supply or a cellphone charger, thereby

check, a panic button for emergency and

sufficient to simply track the vehicle or

allowing the user the freedom to charge the

alarm notification, and an intelligent internal

container.

device wherever is most convenient.

power supply and management system.

“Thanks to jamming technology, criminals

“It is also remotely configurable, and

An incorporated GPS provides a location

have the ability to block the transmission of

provides the user with near real-time asset

accurate to within three metres, and the

the tracker, which enables them to drive the

status and position. A durable, high-impact

“mark-a-position” button allows the user to

vehicle to a location where the cargo can

plastic and splash-proof casing ensures

record their position at any time.

be offloaded onto another vehicle or into a

that the device can withstand even the

warehouse. After the truck is abandoned, the

harshest

cargo cannot be tracked,” he adds.

concludes. |FOCUS

“The

device

comes

with

three

programmable modes – power-saving,

environments,”

McKenzie

July 2015 |FOCUS| 33

SHEQ IN TRANSPORT

Green and blue are the new

black

Now more than ever, the transport sector is under pressure to safeguard the environment. CLAIRE RENCKEN takes a look at some of the latest news and innovations regarding this issue

the

end

year,

in 2011. The purpose of subscribing to

of the organisation, and this has been the

South

the international standard is to enable

recipe for VWSA’s success”.

received

VWSA to establish improved systems and

VWSA

energy

processes necessary to enhance its energy

implementing

management certification. The organisation

performance, including energy efficiency and

foundation laid by the various Think Blue.

is the first automotive manufacturing

consumption.

Factory strategy initiatives implemented

Volkswagen Africa an

last

Group

(VWSA)

international

company in South Africa to achieve the

Zelda

Lourens-Strydom,

VWSA’s

has

put this

great

effort

into

system.

The

solid

since 2010, has assisted the process.

international ISO 50001 certification for its

occupational health, safety and environmental

Nico Serfontein, VWSA paint shop division

energy management systems implemented

manager, explains: “Through the systematic

head and Think Blue. Factory champion,

at its Uitenhage and Port Elizabeth plants.

management of energy, we have reaped

says: “Since 2010, VWSA has reduced

This certification is evidence of VWSA’s

the benefits of reducing greenhouse gas

its total annual energy consumption by

improvement,

emissions and other related environmental

31 percent, and the energy usage per vehicle

and is a huge milestone, as only a few

impacts and energy costs.” She adds:

produced by 23 percent. In addition, the CO2

South African companies have achieved

“Successful implementation depends on

emissions have been reduced by 19 percent.

this standard since it was first published

commitment from all levels and functions

Other environmental initiatives resulted in a

philosophy

continual

34 |FOCUS| July 2015

SHEQ IN TRANSPORT

Engen has entered the AdBlue market in South Africa through a strategic alliance with Yara, the biggest producer of AdBlue in Europe and Australia, and has secured the exclusive distribution rights for the Air1 brand (Yara’s AdBlue product). “Engen is the first South African petroleum company to do so, ahead of its multinational competitors,” Sydney Bruckner, project manager for emission fluids at Engen Petroleum, points out. “The Yara/Engen alliance is a major step forward in Engen’s ongoing environmental drive,” he continues. “Notably, the company’s own bulk-fuel transport fleet replacement programme focuses on models that run on low-sulphur diesel and that comply with Euro-5 standards.” Engen’s fleet is just short of 180 trucks, and about 40 of them are Euro-5 compliant. Bruckner adds that the availability of Air1 gives original equipment manufacturers (OEMs) the flexibility to introduce their latesttechnology vehicles into the sub-Saharan Africa market. Average consumption of AdBlue is generally five percent of diesel use, so only about five litres of AdBlue would be used to every 100 litres of diesel. AdBlue can be stored for one year, if this is done in a correct manner: away from direct sunlight and protected from extreme temperatures. Its freezing point is at -11°C. When it thaws, the product will retain its initial quality. It should be stored in a sealed package and in a well-ventilated storage area. 52-percent

improvement

waste,

diesel exhaust fluid) that is easy to use. AdBlue

Various actions can affect the quality

41-percent reduction in water usage and a

is the registered trademark for aqueous urea

of AdBlue. To prevent contamination, it is

22-percent improvement in solvent emissions.”

solution 32,5 percent (AUS32) that is used

imperative that foreign matter does not

David Powels, VWSA managing director,

with the selective catalytic reduction system

come into contact with the solution. Using

adds: “By adhering to this international

(SCR) to reduce emissions of mono-nitrogen

contaminated AdBlue can lead to expensive

standard, we demonstrate that we take

oxides from the exhausts of diesel vehicles.

catalyst replacement costs. The AdBlue

the protection of our environment, the

AdBlue is a 32,5-percent solution of high-

trademark is currently held by the German

conservation of natural resources and best

purity urea in de-mineralised water that is

Association of the Automobile Industry

practice very seriously. We aim to implement

clear, non-toxic and safe to handle. It is

(VDA), which ensures quality standards are

activities in production and non-production

non-explosive, non-flammable and in no way

maintained in accordance with ISO 22241

areas on a continual basis to improve our

harmful to the environment. Classified under

specifications.

energy performance and reduce our carbon

the minimum risk category of transportable

Don’t get left behind. As Bruckner points

footprint,” concludes Powels.

fluids, it is neither a fuel, nor a fuel additive,

out: “Whether or not truck owners have

By now, almost everyone in the transport

and needs to be used in a dedicated tank

heard of Air1 and AdBlue, the chances are

sector has heard of AdBlue. Just to recap,

in a heavy-duty vehicle. It is replenished in a

they may soon be driving vehicles that require

AdBlue is a high-quality urea solution (or a

similar way to refuelling diesel.

it.” |FOCUS

July 2015 |FOCUS| 35

ITOY exclusive

Well, that was

quick!

The time for automated, self-driving trucks is upon us – much sooner than expected. GIANENRICO GRIFFINI speaks to with Sven Ennerst, head of truck product engineering at Daimler Trucks, at the launch of the Freightliner Inspiration Truck

ast year, Daimler’s targeted implementation date, for autonomous trucks to begin roaming the world’s roads, was in ten years’ time. Hence the name of the company’s first such vehicle: the MercedesBenz Future Truck 2025. We brought you all the details on this engineering spectacle in the August 2014 edition of FOCUS. We can now report that Daimler’s predictions were largely nonsense … It is very likely that the date is going to come forward – by a lot. The world’s first, licensed autonomous driving truck has hit public roads. Once again, it comes from within Daimler’s stable, but, since the State of Nevada in the United States of America (USA) was most willing to grant such permission, this time the (slightly altered) technology is cloaked in the skin of a Freightliner Cascadia. This is not necessarily a bad thing, when you consider that Freightliner’s American market share is around 40 percent. “Last year, we said there might be certain countries that grant licences and certifications to run autonomous trucks more quickly. Here

36 |FOCUS| July 2015

[in the USA] they are very active and aggressive in setting a legal framework to apply the technology to public roads,” explains Ennerst. “Nevada offers us the opportunity to run in real life and figure out what future hurdles might entail. In terms of its regulatory framework, the US is more advanced than Europe, so we built up the Cascadia trucks and set up agreements with the authorities.” The states of Florida, Michigan, Columbia and California, are also quite liberal in this regard, but each still has individual regulations. This means the trucks cannot cross state borders. There are, therefore, some limitations with this pilot project, but these have not deterred the interested parties one bit. In 2009, Daimler’s Supertruck programme set the company’s long-term view about its autonomous drive prospects, and about what is technically possible in terms of transport efficiency. Following on from that has been the Freightliner Cascadia Evolution truck – which can currently be bought by customers. This truck features a host of innovations developed in the Supertruck programme, with the possibility of more to be introduced in the future.

With regard to getting the Inspiration Truck on the road, Ennerst explains that certain requirements had to be satisfied. “There are no very significant regulations that are impossible to fulfil, but we had to show and convince the authorities that there is a safety aspect behind the concept,” he begins. “One of the core requirements was to prove that the system does work. This required a 10 000 mile (16 000 km) test drive, in a context similar to the intended application, to ensure all the functions work. So we did that, with a major part of it taking place in Germany. “The second requirement was skilled drivers. They have to know how the system works and how to handle the fail modes of the system. It’s not a driverless vehicle … the driver has to take over in certain conditions. The vehicle will not overtake by itself and the driver has to take over when off the highway. If there are no lane markings, or the camera cannot see them, because of fog or the radar sensors are covered with snow, the system will switch off and give the driver a take-over signal with a count-down. “The third requirement was a well-positioned ‘off’ switch, so that the driver can regain full

ITOY exclusive

Facing page: The Freightliner Inspiration Truck is the first licensed autonomous commercial truck to operate on a US public highway. Above: Is this the future of truck driving? The Freightliner Inspiration certainly makes driving effortless. Left: The Freightliner Supertruck can go twice as far on a litre of diesel as most “regular” trucks. Right: The Freightliner Cascadia Evolution is already available to customers.

control of the systems. The fourth was the fitment of a data logger that logs information 30 to 45 seconds before a potential incident and for 15 seconds afterwards.” Ennerst explains that, like every other safety system, the goal is to learn from the vehicles. “Automated or assisted drive can assist skilled and unskilled drivers to be safe and not make mistakes. Our intention is not to get drivers out of the vehicle … “We particularly wanted to test the driver drowsiness factor and ran lots of sophisticated tests in autonomous and non-autonomous vehicles. We saw, objectively, that there is 25-percent less drowsiness experienced by the driver of the autonomous vehicle, because he’s able to keep himself busy and is not exposed to all the monotonous driving on the long haul. The subjective questioning of the drivers perfectly matches these findings. We see this as a major benefit.” So, by how many years were Daimler’s

predictions out? Well, it’ll still be a few years before we see the widespread availability of autonomous vehicles on our streets. Mileage needs to be done and experience gained with the system. It’s not, however, the technology that will determine the timeframe. That, Ennerst points out, is up to the regulatory environment. “We have to start discussions with regulators and customers to see what the impact of the systems might be, and how it will be accepted. Regulatory authorities look worldwide and understand that, if you want to push technology, conditions have to be set whereby you can develop those technologies. “In the European context we expected this to go very slowly, but we are positively surprised that it is, in fact, happening quickly. We are currently preparing licensing for testing on public roads in Germany!” Future Truck 2020, then? Maybe even 2018? Only time will tell. |FOCUS

In the driver’s seat As this is a highway pilot system, it’s useable at cruising speeds on the highway. With the highway system active, the instrument cluster will indicate that it is available. The driver can select to put it into operation, at which point the cluster will turn blue and the vehicle will be autonomous. The driver has full control at all times – the idea is that he remains in control at all times. If a pedal is depressed or the steering is moved, the system will be interrupted and / or stopped, going into a passive, or availability, mode. The cameras and radar still see everything and remain ready for action.

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

2014

July 2015 |FOCUS| 37

Light brigade

Patrol

Its looks may not have changed much in the last 30-odd years, but that means nothing when you’re towing a 500-kg genset up a rocky mountain road ... GAVIN MYERS puts the Patrol Pickup to the (slightly milder) test

uring 2014 Nissan South Africa released an updated Patrol single cab to the market. Given the Patrol’s Africa-beating reputation – which is on par with arch-rival Toyota’s Land Cruiser – we were excited to see what it cold deliver when we finally managed to get behind the wheel. The Patrol carries with it a heritage going back 60 years, and Nissan describes it as a no-frills, no-fuss bakkie that builds on this strong foundation laid by its forbears. That foundation has to be strong, because the Patrol was designed to tackle any job thrown at it. Nissan has widened the rear track for extra stability off the beaten track and fitted the Patrol with its 3,0-litre common-rail DTi engine. The new engine puts out figures of 110 kW power and 371 Nm torque; available between 1 800 and 2 400 r/min. The four-cylinder engine feels a little flat, though, and exhibited notable flat spots at various points in the rev range when under acceleration. A five-speed manual gearbox is fitted, which feels a bit old school – yet tough – what with its hefty throw and clunky engagement.

38 |FOCUS| July 2015

A part-time, four-wheel drive system is fitted with an electronically activated diff-lock and manually lockable front-wheel hubs. Should you wish to put all this path-forging ability to the test in the middle of the Savannah, or find yourself having to attend to a job in some far-flung corner of the country, Nissan has addressed the possibility of running out of fuel by equipping the Patrol with two tanks. The primary tank holds 95 litres and the sub tank 87 litres, making a combined total of 182 litres and a driving range of 1 600 km. Combined fuel consumption is claimed to be 10,9 l/100 km. You could take along a whole lot of gear, too. The single cab’s load box is 2 150 mm long and 1 800 mm wide. A gross vehicle mass of 3 400 kg and a gross combination mass of 5 900 kg are quoted, while the Patrol offers a payload of 1 090 kg and towing capacity of 2 500 kg. The load bay is also home to the full-size spare wheel, which Nissan has mounted at the front left, against the rear of the cab. Unfortunately, for those of us who operate right-hand drive vehicles, this hampers rearward visibility and creates a blind spot at the rear left when looking over one’s shoulder.

Nonetheless, visibility from the driver’s seat is otherwise fine. The Patrol is also comfortable. The seats are big and comfy (and covered in a velourtype fabric that will remind you of ouma’s settee) and do well to cushion the typical offroad single-cab ride. In-cab space is a bit tight though, with minimal stowage space behind the seats and precious few compartments dotted around. Air-conditioning, power steering with a height-adjustable wheel, electric windows, intermittent wipers as well as warning buzzers for open doors and keys in the ignition are standard. Safety items include driver and passenger airbags and anti-lock brakes. Nissan backs the Patrol with a threeyear/100 000 km warranty and a three-year/ unlimited kilometre corrosion warranty. Service intervals are set at 15 000 km and it is priced at R503 700. So, its reputation may be on par with archrival Land Cruiser, but what about the subjectivity of living with it? Well, to me, the Patrol lacks a bit of charm (which I find the Land Cruiser to have in spades) and the 3,0-litre engine is underwhelming. Nonetheless, I don’t doubt the Patrol’s Africa-beating abilities. |FOCUS

Delo/5600/FOCUST&L

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

Delo Testimonial: Freestate Petroleum Distributors ®

Achieves 1,000,000+ kilometres in a Freightliner Truck using Delo family of products. ®

Freestate Petroleum Transportation has been hauling petroleum products for over 20 years in the South African market and has grown to over 40 trucks in their fleet. They operate under severe conditions in the South African market with Freightliner trucks and Cummins ISX 500 engines burning 500ppm sulphur diesel fuel under heavy loads of 56,000kg. They recently achieved 1,000,000+ km of total mileage in one of their trucks and wanted to see how the Delo® family of products protected the engine since its first use over 8 years ago. Chevron and Freestate Petroleum personnel agreed to conduct an engine teardown and inspection of the Cummins ISX 500 engine in Bloemfontein, South Africa at the local OE Dealer. The engine burns diesel with sulphur content up to 500 parts per million and uses Caltex Delo® 400 Multigrade SAE 15W-40 and Delo® XLC Extended Life Coolant. “We’re very excited about the performance of this truck. It was the first truck in our fleet that we acquired about 8 years back and it’s done about a million km and on the performance of this truck we acquired additional trucks. All our trucks run on Delo® 400 and their family of products,” says Jean Snyman, owner of Freestate Petroleum Distributors.

Connecting Rod Bearings

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

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

“It’s hard to believe that this has been a vehicle that has gone over a million km with loads up to 56,000kg. There is minimal removal of overlay and just a couple of scratches where debris has gotten into the oil. This is reflective of the performance of Delo® 400,” says John Green – Chevron Technical Specialist. Delo® XLC Extended Life Coolant also helps protect the engine cooling system on this truck. Inspection of the cooling system revealed that Delo® XLC prevented cavitation pitting on the liners and water pump impeller. The engine cooling system showed no signs of deposit buildup or corrosion on key metal parts. “We’ve seen the condition of the million km engine only running on Delo® 400 and Delo® XLC Extended Life Coolant. The way they protected the engine, it would be hard not to recommend these products to any other customer,” says Johan Liebenberg, Sales Manager OE Dealer. Johan Liebenberg

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

July 2015 |FOCUS| 39

WORLD ON

WHEELS According to Wikipedia, transport in Europe provides for the movement needs of more than 700-million people, plus associated freight. The continent is divided into over 50 sovereign states and territories. This fragmentation, along with increased movement of people, has led to a high level of cooperation between European countries in developing and maintaining transport networks

upranational and intergovernmental organisations such as the European Union (EU), the Council of Europe and the Organisation for Security and Cooperation in Europe – have led to the development of international standards and agreements that allow people and freight to cross the borders of Europe, largely with unique levels of freedom and ease. Road, rail, air and water transportation are all prevalent and important across Europe, which was the location of the world’s first railways and motorways and is now the location of some of the world’s busiest ports and airports. The Schengen Area enables bordercontrol-free travel between 26 European countries. Freight transportation has a high level of intermodal compatibility and the European Economic Area allows the free movement of goods across 30 states. Rail transport in Europe Powered rail transport began in England in the early 19th century with the invention of the steam engine. The modern European

rail network spans the entire continent and provides passenger and freight movement. There are significant high-speed rail passenger networks such as the TGV in France and the LAV in Spain. The Channel Tunnel connects the United Kingdom with France, Belgium and, thus, the whole of the European rail system. It is considered one of the seven wonders of the modern world. Various methods of rail electrification are used, as well as much un-electrified track. In all European countries, standard gauge

around Europe for people living in Europe and surrounding countries.

is the most important rail gauge except for Russia, Finland and the ex-Soviet states. The European Rail Traffic Management System is an EU initiative to create a Europe-wide standard for train signalling. Rail infrastructure, freight transport and passenger services are provided by a combination of local and national governments and private companies. Passenger ticketing varies from country to country and service to service. The Eurail Pass can be used in 18 European countries; it is only available for persons who do not live in Europe, Morocco, Algeria and Tunisia. Inter Rail passes allow multi-journey travel

The advent of low-cost carriers in recent years means air transportation is now often the cheapest way of travelling between cities. This has led to a large increase in air travel within Europe, resulting in problems of airspace overcrowding and environmental concerns. The Single European Sky is one initiative aimed at solving these problems. Cheap air travel is spurred on by the trend of regional airports levying low fees to market themselves as serving large cities that are, in fact, quite far away. Ryanair is especially noted for this, since it flies primarily out of regional airports up to 150 kilometres away from the cities they are said to serve.

A system that

works

40 |FOCUS| July 2015

Air transport Despite an extensive road and rail network, most long-distance travel within Europe is by air. A large tourism industry also attracts many visitors to Europe, and most of them arrive into one of the continent’s many large international airports. Heathrow Airport, London, is the busiest airport in the world by number of international passengers (third busiest overall).

LD ON W

E E

LS OR

LD ON W

E Sea and river transport The Port of Rotterdam in the Netherlands is the largest port in Europe and one of the busiest ports in the world; it handled about 440-million metric tonnes of cargo in 2013. When the associated Europoort industrial area is included, Rotterdam is by certain measurements the world’s busiest port. Two thirds of all inland water-freight shipping within the EU, and 40 percent of containers, pass through the Netherlands. Other large ports are the Port of Hamburg in Germany and the Port of Antwerp in Belgium. They are all a part of the so-called “Northern Range”. The English Channel is one of the world’s busiest seaways, carrying more than 400 ships per day between Europe’s North Sea and Baltic Sea ports, and the rest of the world. In addition to its role in freight movement, sea transport is an important part of Europe’s energy supply. Europe is one of

A primary example of this is the WeezeSkavsta flight, where Weeze mainly serves the Nijmegen/Kleve area, while Skavsta serves Nyköping/Oxelösund. Ryanair, however, markets this flight as DüsseldorfStockholm, which are both 80 to 90 km away from these airports, resulting in up to four hours of ground transportation just to get to and from the airport.

the world’s major oil tanker discharge destinations. Energy is also supplied to Europe by sea in the form of liquefied natural gas (LNG). The South Hook LNG terminal at Milford Haven, Wales, is Europe’s largest LNG terminal. European emission standards Currently, emissions of nitrogen oxides (NOx), total hydrocarbon (THC), non-methane hydrocarbons (NMHC), carbon monoxide (CO) and particulate matter (PM) are regulated for most vehicle types. These include: cars, trucks, trains, tractors and similar machinery, and barges, but exclude: seagoing ships and aeroplanes. Different standards apply to each vehicle type. Compliance is determined by running the engine at a standardised test cycle. Non-compliant vehicles cannot be sold in the EU, but new standards do not apply to vehicles already on the roads. No use of specific technologies is mandated to meet the standards, although available technology is considered when setting the standards. New models introduced must meet current or planned standards, but minor lifecycle model revisions may continue to be offered with pre-compliant engines. |FOCUS

Global summit of ministers of transport From May 27 to 29, a global summit of ministers of transport was held in Germany. The key political issue was how the transport sector can help make the climate negotiations in Paris (COP21) in December a success. Roughly a quarter of all climate-related emissions come from transport activity. United

Nations

Secretary-General,

Ban Ki-moon, sent a strong message to all transport ministers, by video. The Organisation for Economic Cooperation and Development Secretary-General, Angel Gurría, was present, as was EU transport Commissioner, Violeta Bulc. The transport ministers of New Zealand (Simon Bridges) and Germany (Alexander Dobrindt) spoke at a press conference on May 27, which was webcast. A hundred and fifty organisations and companies from the transport sector (a.k.a. the “Paris Process on Mobility and Climate Change”) explained how they would contribute to the implementation of climate change mitigation objectives.

July 2015 |FOCUS| 41

FOCUS ON PORTS

onstruction and upgrades of port infrastructure aren’t for the faint-hearted; the conditions are challenging and the finished product needs to last. “Ports are meant to last for a long time; typically between 50 and 100 years,” explains André van Tonder, divisional director of Coastal and Port Engineering at WSP Africa (a consulting engineering firm). “It is important that the materials are durable, and planning is appropriate so that the port can be integrated into future developments to accommodate any changes in design of ships and other modes of transport and cargo handling – a port is a link in the supply chain.” Van Tonder adds that challenges arise during the construction period. “It’s a more difficult construction process, compared to a land-bound project, because you’re working in a wet and dynamic environment with wave action and a changing water level, due to the tide,” he points out. “This could wreak havoc with the construction process,”

He continues: “You need adequate knowledge, background and experience – not every contractor can work in this environment. It requires people who have done this before.” According to Van Tonder, the planning and design process is very important. The design also has to be appropriate to the harsh environment. It is also important to try to predict the conditions under which the contractor will have to operate. “Downtime has to be planned for as well. Even with the best planning, you seldom succeed in adhering to the original programme and design.” The ocean really is an unpredictable foe. Van Tonder says that the downtime knock does, however, depend on the amount of work put in beforehand to understand the environment in which the construction is going to take place. “It determines how much you know in advance about the risks that might pop up during the project.” Here is where WSP Africa can help. Testimony to this is the company’s

involvement with Transnet National Ports Authority (TNPA) in reviewing the current ports around the South African coastline and mapping out the implementation of the National Ports Plan (NPP). The implementation of the NPP outlines key projects – as aligned to the Strategic Infrastructure Projects – spanning over thirty years, which will upgrade the port infrastructure and capacity to meet future predicted demand. Besides massive growth in infrastructure, development is also taking place in the shipbuilding arena. TNPA’s R1,4-billion contract to produce nine powerful tugboats is progressing on time and within budget at the Southern African Shipyards premises in Durban, one of the largest shipyards in southern Africa. Two tugs will be allocated to each of the Ports of Durban, Richards Bay and Port Elizabeth, while Saldanha, which handles the largest carriers and has had a history of vessel groundings, will receive three tugs to replace an ageing fleet.

SA’s maritime industry: building a better

mousetrap? Sea transport has carried the largest volume of freight throughout recorded history and still plays a vital role in the world economy. JACO DE KLERK discovers what it takes to successfully construct port infrastructure and looks at some exciting developments in the shipbuilding industry 42 |FOCUS| July 2015

FOCUS ON PORTS

The project kicked off in August 2014 and is set to provide a big boost to the local economy over its 42-month lifespan. (The first tug is expected to be handed over in January 2016 in Port Elizabeth, followed by handovers every three months until the last one is launched in early 2018.) The project also includes the manufacture of one of the world’s largest and most powerful harbour tugs, which will be 42 m long and 15 m wide with a bollard pull of 100 t. The other eight 31-m tugs are marginally bigger than the existing ones, but are far more powerful, with a 70-t pull. The older tugs have 32,5- to 40-t pulls. “This is a milestone project that reinforces the capacity and skills available in South Africa, and particularly in Durban, when it comes to competing in the global shipbuilding industry,” says TNPA programme manager Eugene Rappetti, who is also the senior manager for marine operations. Rappetti adds that TNPA has 29 tugs presently in service nationally, but the requirement for bigger, stronger tugboat fleets has increased in line with bigger

commercial vessels calling at South African ports more frequently. “The increased bollard pull of these new-generation tugs meets international standards. They also feature the latest global technology. The tugs have Voith Scheider propulsion, which makes them highly manoeuvrable and able to change direction and thrust almost instantaneously, while guiding large vessels safely into our ports.” Prasheen Maharaj, CEO of Southern African Shipyards, adds that his company created 500 direct and 3 500 indirect jobs through the project. “This is a real demonstration of how the maritime economy can be used to unlock the economic potential of South Africa. Our country definitely has the skills and capacity to succeed in sectors such as marine transport and manufacturing, ship building and ship repair,” Maharaj points out. The economic benefits don’t stop there, however. Maharaj explains: “We have committed to ensuring that each tug has a minimum of 60-percent locally

manufactured components, while partnering with international companies on the remaining aspects that cannot be manufactured here – for example, the engines and propulsion units.” Maharaj emphasises that South Africa will ultimately achieve a socio-economic benefit of more than R800 million as a result of the supplier development plan attached to the contract. In addition, a number of national and international training and development opportunities are being created for local employees, with TNPA already set to send employees to Germany and Norway for training on the new propulsion units. They will also receive training locally for four to six weeks. Rappetti adds that TNPA also has a large training programme in place for engineering and deck cadets to ensure that the vessels have skilled people in place to operate them. It would seem that sea transport isn’t only a leader when it comes to carrying freight, but that it is also a major carrier of the South African economy. Doesn’t that just float your boat? |FOCUS

July 2015 |FOCUS| 43

GLOBAL FOCUS

In his monthly review of global news for local truckers, FRANK BEETON looks at Volkswagen’s new trucking structure, reports on yet another technological innovation from Volvo, follows Daimler’s autonomous technology across the Atlantic, and discovers an interesting new link between speciality vehicle builder Oshkosh and Scania

hat Volkswagen Aktiengesellschaft is a major contender for the overall leadership position in the global motor industry is all too obvious from recent trends. During 2014, the Volkswagen (VW) Group sold a total of 10,14 million vehicles, slightly behind Toyota’s output of 10,23 million, but ahead of the 9,92 million sold by General Motors. In 2013, Volkswagen sold 9,73 million, to also finish in second position behind Toyota (9,9 million) and ahead of GM (9,71 million). The German group had originally targeted 2018 as the year in which it planned to assume global industry leadership, but its recent progress suggests that the event may happen even sooner, and 2015 promises to be a year in which the title could be up for grabs. Volkswagen’s strategy to reach Numero Uno has included expansion of the model ranges of its constituent brands, a stronger move into the North American region, and the acquisition of some other important vehicle manufacturers in the global industry. The latter element has played out most significantly in the commercial vehicle arena. Prior to 2000, Volkswagen’s interests in this sector were limited primarily to European integral vans and their spun-off products, and some unique light, medium and heavy trucks built in Brazil for the Latin American market.

increased interest in the commercial vehicle arena, which led, by 2014, to the absorption of both MAN and Scania. In 2009, MAN took ownership of the Volkswagen Caminhöes e Önibus operation in Brazil, and entered into a wide-ranging relationship with leading Chinese truck manufacturer Sinotruk (Hong Kong) Limited, part of China National Heavy Duty Truck Corporation (CNHTC). In 2012, it took total control of its previous Indian joint venture with Force Motors.

ANTITRUST RULES KICK IN However, in that year, Volkswagen purchased a stake in Swedish heavy truck and bus manufacturer Scania from Volvo, whose 1999 takeover attempt of its Nordic compatriot had been blocked by the European Union on antitrust grounds. This signalled the beginning of Volkswagen’s

Volkswagen organises its truck and bus interests

44 |FOCUS| July 2015

GLOBAL FOCUS

Early in May, in a highly significant development, Volkswagen announced the formation of “Truck and Bus GmbH” as the holding division for all its commercial vehicle brands. This somewhat unimaginative name has been given to a potentially world-leading grouping, which will be led by Andreas Renschler, Volkswagen AG’s Board Member for Commercial Vehicles. It must be recorded, however, that this announcement followed a serious palace revolution in Volkswagen’s inner sanctum during April, in which 78-year-old chairman of the board, Ferdinand Piech, apparently lost a power struggle with 67-year-old CEO Martin Winterkorn, and resigned. FAMILY MEMBERS OPPOSE PIECH Considering the fact that the Piech and Porsche families are reportedly in control of the majority of Volkswagen shares, this could only have meant that members of the family voted against Piech, who also happens to be Ferdinand Porsche’s grandson. We are not sure that the final chapter in this particular saga has played out yet. The Truck and Bus division hierarchy will include Winterkorn, Renschler, the CEOs of Scania AB, MAN Truck and Bus, and MAN Latin America, the chairman of the Volkswagen Group Works Council, Bernd Osterloh, and employee representatives from MAN, Scania and Volkswagen. Interestingly, Volkswagen Commercial Vehicles, which is responsible for the Crafter

van and lighter commercial models, is not included in the Truck and Bus division, but will continue to report to Andreas Renschler. The presence of senior group executives in the management structure should ensure that “mid-sized and heavy truck and bus” priorities are fully recognised in Volkswagen’s overall corporate strategy, thus making possible the stated objective “to become a global champion in trucks and buses, too, and, together with the workforce, to take this business to the top of the industry”. Thus the structure for Volkswagen Group’s truck empire was created. Until now, the core focus areas and business profiles of its constituents have not been significantly disturbed, with only some lowkey component exchanges having taken place. The need still exists to optimise global market coverage, which may lead to some realignment of brand positions. The Indian and Chinese arrangements have plugged important gaps in the geographic global coverage of MAN, and, by implication, Truck and Bus, although, up to now, only the Indian-built CLA products have found their way into international distribution through MAN’s official channels. The Group’s global product portfolio is, however, still strongly biased towards heavy trucks, buses/coaches, and integral vans, with some medium truck coverage in Europe, and strong light/medium truck participation in South America. The latter product range, in particular, would benefit from an expanded geographic footprint, and greater utilisation of components sourced from within the Truck and Bus family. Volvo Introduces Automatic Traction Control The slew of new technology applications emerging from Volvo Trucks continues. Starting as far back as 1954, Volvo pioneered the use of turbocharged diesel engines in trucks. In the mid-1960s, it introduced fully synchromesh range-change transmissions to the industry.

July 2015 |FOCUS| 45

GLOBAL FOCUS

In 2001, Volvo introduced its own I-Shift automated mechanical design when this transmission technology was gaining a foothold in the transport sector, and this aggregate is widely regarded as one of the best of its type. More recently, the 2012 introduction of a new FH Series flagship was notable for the first application, in a series production heavy truck, of “Individual Front Suspension”, coupled with rack-and-pinion steering. One year later, the latest version of Volvo’s FM Series emerged with “Dynamic Steering”. This combines an electric motor and electronic control unit with hydraulic power steering to reduce driver effort and fatigue, and provide exceptional on-highway directional stability. Last year, the process of innovation continued, with the first heavy-duty application of a dualclutch automated transmission. AUTOMATIC CHOICE? In May, Volvo added another string to its technological bow with the introduction of “Automatic Traction Control (ATC)” as standard equipment on its constructionspecialist FMX model range equipped with front axle drive. This feature does not equate to the more usual type of traction control, which balances power between individual driven wheels to counter wheel spin, but in this case is applied to 4x4, 6x6 and 8x6 trucks working in potentially slippery operational conditions. In these vehicles, traction at the rear axle or bogie is normally ensured by the driver’s selective use of inter-axle and inter-wheel differential locks. However, situations can still arise where the rear wheels break traction. Under these circumstances this system automatically brings the front drive axle into play, so that the vehicle does not bog down.

By ensuring that the front axle drive is deployed only when necessary, Volvo’s ATC system is claimed to preserve steering response quality, reduce fuel consumption and save wear of the differential units and tyres. The ATC software is connected to the wheel speed sensors and when it detects any slippage, diverts power instantaneously to the front wheels through a dog clutch, thus avoiding speed or torque loss. If the

under certain circumstances, drive itself in an autobahn environment at speeds up to 80 km/h. The initial, relatively conventional-looking concept vehicle paved the way for an altogether more radical and somewhat fierce-looking evolution, which formed the centrepiece of the Mercedes-Benz exhibit at the 2014 IAA International Commercial Vehicle Show in Hannover.

The wider usage of autonomous vehicles has the potential to reduce traffic jams, improve infrastructure utilisation, increase safety margins and improve transport profitability. driver suspects that conditions about to be encountered are particularly severe, he can still choose to pre-engage the vehicle’s front and rear differential locks, at the possible expense of some fine directional control.

This second iteration of Future Truck 2025 added a “Blind Spot Assist” feature to the already extensive “Highway Pilot” suite of integrated technology first revealed at Magdeburg in July, 2014.

Freightliner’s Inspiration takes Daimler’s Future Truck 2025 Technology to America Daimler Trucks has been pushing ahead with the development of autonomous, or selfdriving, trucks on two fronts. Last September, we reported on the unveiling, in Germany, of the Mercedes-Benz “Future Truck 2025” concept, which was the first publically revealed step by a major heavy truck manufacturer into that technological arena. Based on a Mercedes-Benz Actros 1845 truck tractor coupled to the manufacturer’s Aerodynamics Trailer concept semi-trailer, the “Highway Pilot”-equipped rig manifested as an articulated combination, which could,

INSPIRED MOVE In May, Daimler’s American flagship truck brand, Freightliner, premiered its own autonomous “Inspiration Truck” concept vehicle at the Hoover Dam. This truck was licensed to operate legally on public roads in the state of Nevada. To achieve this milestone, a modified version of Daimler’s Highway Pilot system had been installed into a Freightliner Cascadia truck-tractor platform, and subjected to 16 000 km of pre-announcement testing in Papenburg, Germany. Functionally, this vehicle is very similar to its European counterpart, in that it adapts to traffic speed, regulates its own speed and following distance, and has a stop-and-go function to accommodate traffic stoppages. The enabling equipment includes a front bumper-mounted radar unit, with short- and long-range sensors, a dash-mounted stereo

Typical operating conditions where Volvo’s ‘Automatic Traction Control’ comes into its own.

46 |FOCUS| July 2015

GLOBAL FOCUS

The Scania connection is clearly visible in the new Oshkosh XP Fire Apparatus.

camera, Adaptive Cruise Control, and Active Brake Assist. In similar fashion to the European example, the technology interacts with pavement markings as well as surrounding traffic to ensure safe and legal operation. CHANGING COLOURS In order to transform the series production bonneted Freightliner Cascadia into the Inspiration Truck, some changes to the external appearance were made, including the incorporation of special headlamps, bonnet and side panels, reshaped door skins, and aerodynamically optimised wheel arches. The number plate, indicators and radiator grille are illuminated in blue when the vehicle is operating in autonomous mode and in white/ yellow when it is being driven normally. In addition to the obvious benefits of reducing fatigue for drivers, and freeing up their time to relax or carry out administrative duties “on the fly”, Daimler claims that the autonomous system will cut fuel consumption by up to five percent, and reduce maintenance costs, because of the smoother adaptation to traffic flows. The manufacturer also says that wider usage of autonomous vehicles has the potential to reduce traffic jams, improve infrastructure utilisation, increase safety margins and improve transport profitability. Read our exclusive International Truck of the Year story on page 36. Oshkosh – Powered by Scania! Oshkosh trucks were a common sight on South African roads from the early 1970s up

to the mid-1980s. They were assembled and distributed locally by the Barlows organisation, and, therefore, had a close association with Caterpillar earthmoving machinery, which was that group’s main line of business. The initial Oshkosh product offering was the normal-control R-Series truck tractor, which was most commonly found hauling heavy machinery on low-bed semi-trailers, and was powered by a Caterpillar diesel engine. Subsequently, semi-forward control S-Series and full-forward E-Series models were added to the range, and a Cummins engine option was introduced for some models. However, the prospect of fitting Atlantis Diesel Engines of European origin, which was dictated by local content legislation introduced in the early 1980s, was not welcomed by American truck manufacturers, and Oshkosh, like a number of its compatriots, exited the local market early in that decade. The deployment of these trucks in on-road trunk haulage operations in South Africa was quite unusual, in that the Oshkosh Corporation, founded in 1917, has traditionally specialised in building vehicles for the fire, emergency, vocational and defence sectors. The present product catalogue includes, amongst others, a host of special-duty military vehicles, concrete pumpers, tankers, snow ploughs, fire appliances, airport crash trucks, recovery vehicles, front, rear and side-loading refuse compactors, truck mixers and truckmounted cranes. Notwithstanding the historic links between Oshkosh and Caterpillar in South Africa, the American parent is an independent company

and can source bought-in componentry from anywhere it chooses, and, in fact, it does specify Caterpillar engines in some products. Somewhat ironically, however, given the reasons stated above for the brand’s departure from the local market, we have recently learnt that Oshkosh has entered into an agreement with Scania AB, of Sweden, for the supply of low-emission engines and chassis that will be used in a range of Oshkosh offhighway and airport vehicles. The engines will range in output from 410 to 575 kW (550 to 770 hp), and a Scania chassis will form the basis of a new Oshkosh firefighting truck intended for international markets. AMERICA HERE WE COME? In the announcement of this arrangement, a Scania executive pointed out that it would strengthen the position of his employer in the North American market. Given the broader picture, which includes Volkswagen’s ownership of Scania (see the headline story in this column), there is room for speculation that the parent group may be using the Oshkosh connection as an exploratory early step into the American heavy trucking scene, where it is underrepresented at present. It must also be remembered that Volkswagen-owned MAN has a “big bore” engine supply relationship with Navistar, which has dropped off the radar screen in recent years. We are left pondering, therefore, on the possibility of some future consolidation of Volkswagen-led interests in this arena, and its outcomes. Watch this space! |FOCUS

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

July 2015 |FOCUS| 47

SHORT

HAULS Happy 80th, UD! It was a 3 000 km test drive in 1939

“UD Trucks will always provide the best

that put Nihon Diesel Industries on the

solutions to transportation challenges.

map; when the company’s founder, Kenzo

The company will continue to support the

Adachi, took Japan’s first diesel truck,

development of the logistics industry and

the LD1, along the country’s unpaved,

contribute to the economic growth of the

narrow roads and bridges. He came back

countries in which it operates for the next

to report that not a single bolt had come

80 years. It will do this by introducing the

loose and not one spring had broken on

best solutions and utilising the cutting-edge

the LD1 during its journey.

technologies of the time.”

While the company was formed in

UD Trucks Southern Africa has

December 1935, it developed the first

embodied this philosophy since 1962,

Japanese-made diesel truck engine in

with its first T80 and T81 4x2 units.

1938, before the LD1.

“Throughout its rich and diverse history

In the early 1950s, construction of

in the region, UD Trucks has produced

infrastructure in Japan raised demand

legendary vehicles that have built an

for large, high-horsepower trucks. The

outstanding reputation in the local

pioneering technology that powered

transport industry. This is mainly due

these trucks was known as the “uniflow

to their unrelenting reliability, versatile

scavenging diesel engine” – abbreviated

performance and suitability to local road

“UD”. The UD name and symbol has been

and operating conditions,” says Rory

on all the engines and trucks released by

Schulz, MD of UD Trucks Southern Africa.

the company ever since.

“UD Trucks continues to go the extra

“All of us at UD Trucks, from product

mile to provide our customers with

development to manufacturing and sales,

ultimately dependable trucks and services.

have been united in applying our founder’s

We are committed to this journey, and to

passion for trucks,” says UD Trucks

travelling on this road to success with our

president, Yoshihiro Murakami.

customers,” concludes Schulz.

Scania SA wins HIV support award Over 90 percent of Scania’s employees are aware of their HIV status and 44 out of 55 HIV-positive employees are on treatment. This dedicated support of its employees has won Scania South Africa the Swedish Workplace HIV/Aids Programme’s (SWHAP) Most Comprehensive Programme Achievement Award for 2014. The employee support programme assists in early diagnosis, access to treatment and ongoing support for employees and their families. Besides its employees and short-term contract workers, Scania South Africa also supports other vulnerable groups, such as truck drivers. During a recent six-month period, for example, 1 000 drivers were screened and tested for HIV. “We were impressed by the amount of activities as well as

48 |FOCUS| July 2015

the number of people included in the programme,” says John Viner, programme manager at SWHAP. “This systematic and successful work to prevent a further spread of HIV/Aids in the region resulted in the SWHAP Achievement Award.” Andreas Follér, sustainability manager at Scania, says: “Health and safety has always been important to Scania. The foundation to our success has been having motivated, engaged and highly skilled employees. The achievements of Scania in South Africa are a real inspiration to the rest of the company.” SWHAP was initiated by the International Council of Swedish Industry (NIR) and the Swedish Industrial and Metalworkers’ Union (IF Metall) to support HIV/Aids programmes at Swedishrelated workplaces in sub-Saharan Africa.

SUCCESS STARTS WITH

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July 2015 |FOCUS| 49

SHORT HAULS

Commercial vehicle sales report for MAY 2015 Note: For the time being, Great Wall Motors SA (GWM) and Mercedes-Benz SA (MBSA) will only report aggregated sales data. The GWMSA and MBSA commercial vehicle market split volumes are estimates based on historical trends and forecasting techniques. The totals listed below do not include MBSA figures. Light Commercial Vehicles < 3 501 kg AMH Fiat Group Ford Motor Company GMSA GWM Jaguar Land Rover JMC Mahindra Mazda South Africa Mercedes-Benz SA – estimate Mitsubishi Motors SA Nissan Peugeot Citroën SA Renault Suzuki TATA Toyota Volkswagen SA

Total: 14 182 666 13 3 155 2 514 130 11 69 181 122 18 64 2 998 10 3 3 109 3 575 541

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

Total: 787 16 5 30 225 37 10 164 23 26 192 56 3

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

Total: 385 38 106 7 5 48 34 84 111

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

Total: 829 5 47 53 36 71 304 54 164 20 40 339

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

Total: 116 38 16 57 6 15

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

50 |FOCUS| July 2015

Volvo opens in Harrismith Adding its 18th dealer to its South African network, Volvo Trucks South Africa has officially launched the Harrismith service and repair facility at the Highway Junction truck stop. The company is aiming to maximise its dealer potential based on customer needs, and there is a real possibility that another seven dealers will be opened this year. Ian McCabe, GM: retail development, Volvo and Renault Trucks South Africa, says that the location was a natural fit. “It was obvious we needed a facility at this point on the N3. The Johannesburg, Newcastle, Bloemfontein and Durban branches are too far away and it would take too long for a breakdown unit to reach a stricken vehicle. Around 13 500 vehicles pass Harrismith each day. Approximately 5 600 are trucks, of which an average of 600 are Volvo and Renault.” Although there are not many operators based in the area, the added appeal of the truck stop sold the concept to Volvo head office in Sweden. “This facility was set up in a record time of just six months, at a cost of just R2,5 million,” says McCabe. (It actually opened for business on December 1, 2014.) Seven staff, including five technicians, ensure customers are kept happy. While the focus of the branch will be on servicing and minor repairs, major repair work that needs to be done (for example, a gearbox failure) would see the component removed and sent to a major centre, while an exchange unit would be fitted. Fast-moving parts are kept on site.

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SHORT HAULS

MAN TRUCKS THROUGH A CENTURY! One hundred years of existence is certainly

which, at the same time, is a great

whom have worked for MAN for as long as

something to celebrate and, as MAN

opportunity for our company.”

50 years,” explains Drees.

Truck & Bus turned 100 on June 21, this

The

first

customers

were

mills,

As part of the celebration, the company

is what the company plans to do in grand

breweries, building companies and timber

is planning family days around the world,

style.

transporters in the German state of

the biggest of which will be held at the

In the beginning, the company was

Bavaria. MAN opened its first repair shop

company’s headquarters in Munich on July

known as the Lastwagenwerke M.A.N.-

with an off-site spare parts warehouse in

25, where 25 000 people are expected

Saurer, or the M.A.N. Saurer Truck

Schwabing, Munich, in 1920.

to attend.

Factory, as it was a joint venture between

By the end of 1938, there were over

Customers can also order a specially

Maschinenfabrik Augsburg-Nürnberg AG

2 400 MAN vehicles in 47 countries with

equipped, flagship “100 Years Edition”

(MAN) and Saurer, a Swiss producer of

service contracts. Today MAN employees

MAN TGX D38, while a “100 Years Edition”

commercial vehicles.

meet the needs of the customers at

MAN Lion’s Coach will be presented at the

580 sales centres and 1 500 workshops

Busworld 2015 trade fair in October.

Joachim Drees, CEO of MAN Truck & Bus, sums up the historic significance:

worldwide.

Fans of the brand can also order a

“MAN can look back on an eventful past,

“Some of our customers and partners

320-page illustrated book entitled MAN -

with periods of new beginnings and

have been dealing with us for several

One Century, and share their stories on

success, but also very challenging times.

generations. Of course there are also the

the a centennial website (www.100years.

We are now in a period of reorientation,

experiences of our employees, some of

man.eu).

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Evolution of the the bus: from high society to high-tech PRASA fleet renewal: crisis in the making?

July 2015 |FOCUS| 53

cover story

A partnership built

to last

What better way to celebrate 40 years of providing commuter transport than to accept the keys to your 100th MAN bus?

his is just what Free State transporter Interstate Bus Lines (IBL) did at a celebratory event held at the Windmill Casino and conference centre, just outside Bloemfontein, on May 22. IBL is the largest passenger bus operation in the Free State province. Its 253 buses transport between 22 000 and 25 000 passengers per day in one direction, on routes between Bloemfontein and outlying rural areas including Thaba ‘Nchu, Botshabelo, Brandfort and Soutpan. Christo du Plessis, IBL’s chief operating officer, explains that services run seven days a week, from 04:00 to 00:00. “Our fleet of single buses and bus trains travels a total of 17 million kilometres per annum. Much of this is on gravel roads.” These harsh operating conditions mean that rugged, dependable vehicles are needed, which is why, in 2007, the company decided to standardise its fleet on MAN buses. Towards the end of 2015, MAN commuter bus derivatives will make up 45 percent of the IBL fleet – including 74 MAN bus trains, 34 MAN Solo buses and seven Volkswagen buses. “In 2007, our objective was to standardise our fleet and enhance our technical efficiency. IBL has a MAN-accredited workshop, which enables us to sustain a 99,8 percent trip cover ratio. In future we will replace all old 65-seat

54 |FOCUS| July 2015

and 100-seat buses with MAN derivatives to optimise seating capacity and cost savings,” says Du Plessis. Both IBL’s 115-seat bus trains and 79-seat Solo buses are based on the marque’s frontengined Lion’s Explorer HB4 bus chassis. The HB4 is ideally suited to commuter transport in rural areas. It combines rugged construction with passenger comfort. Safety features include air suspension and an advanced braking system. A highly significant aspect, though, is that of seating capacity. “MAN buses are capable of carrying more passengers than competitor models. This improves our carrying capacity by 14 percent in the bus trains and by 21 percent in the single buses,” explains Du Plessis. A Euro-3 MAN diesel engine with automated manual transmission ensures optimum fuel efficiency and limited carbon emissions. “The fuel savings delivered by our MAN fleet is another critical business benefit, with our MAN bus trains using six litres less per 100 km than our older bus trains. Our MAN Solo buses are saving IBL seven litres per 100 km travelled,” he continues. Every MAN bus is built in the company’s factory in Olifantsfontein and takes 800 to 900 man-hours to deliver. This bodes well for the IBL way of doing things … Following its management buyout in 2006, the IBL has grown to become one of the province’s leading

business enterprises. It has a broad-based empowerment stakeholding of 63 percent, which includes employees, taxi associations and small bus operators. George Mokgothu, chief executive officer of IBL, notes: “The spirit of entrepreneurship, that made IBL what it is today, continues to be nurtured in all divisions of our operation. Skills development is a key element of our strategy to offer excellent service and value for money to our customers. “We now have a merSETA-approved technical training centre, where we will have 55 apprentices undergoing a three-year training programme. We also have a highly efficient driver training centre, which includes a medical facility to ensure driver wellness.” Geoff du Plessis, MD of MAN Truck & Bus SA, gives his best wishes to the company: “It is a great honour to be able to congratulate IBL on the occasion of its 40th anniversary. MAN, too, had humble beginnings more than 250 years ago and shares the pioneering spirit that lies at the heart of IBL. We are also proud to be able to supply buses with bodies that are manufactured in South Africa in our own factory. “The respect IBL has for all its stakeholders is inspirational, and MAN looks forward to a long and successful partnership with the company as it moves into another 40 strong years of quality service delivery to the people of the Free State,” he concludes. |FOCUS

BUS

DEVELOPMENTS

Electrifying times!

Buses have been around since the 17th century, although they were originally known by another name … JACO DE KLERK reports on the evolution of these people carriers from horse-drawn carriages to WiFi-enabled electric vehicles that can charge your cellphone

ollowing their initial inception,

when horse-drawn buses began to appear

mechanical. These were first powered by

according to the website Bus

once more,” the website points out. “The

steam, then fossil fuel and now a variety of

Stuff, buses took some time to

‘Omnibus’ arrived in Bordeaux, France, in

energy solutions (a bus that is powered by

catch on as a serious mode of

1812 and soon after in Paris, New York

biomethane energy, derived from human

and London.”

waste at a sewage plant, recently went into

transport. “The first known horse-drawn public bus was introduced in Paris in 1662

Bus Stuff explains that the name “bus”

by Blaise Pascal. Though initially popular,

is derived from the Latin word “Omnibus”

A less controversial energy source,

the service lasted for only 15 years before

(meaning “for all”). “A hatter’s shop bearing

electricity, is growing in popularity (due

it ceased to operate. This was due to an

the name ‘Omnes Omnibus’ was in close

to its environmental benefits) as electric

increase in ticket prices, which restricted

vicinity to the first bus station in Nante,

buses are entering real-world operations.

usage to members of high society.”

France. Users of the bus quickly adopted

The Swedish city Gothenburg opened its

the name of Omnibus, which has been

first route for electric buses on June 15.

The bus industry stood still for more than a century after that … “There are

service in the United Kingdom).

shortened over time to bus.”

no records of any other bus services like

Buses have come a long way since

Pascal’s until the early 19th century,

then, however, as their horses became

Bus route 55 is a result of ElectriCity; a

collaboration

that

develops,

tests

and demonstrates new, attractive and

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BUS

The city of Tshwane’s BRT system now includes WiFi connectivity for its bus passengers. Opposite page: The Gothenburg ElectriCity collaboration develops and tests new concepts in bus transport.

DEVELOPMENTS

sustainable transport for the future. In

Volvo Buses, are quickly recharged with

addition to the actual buses, ElectriCity

renewable electricity (from wind and

develops and tests new safety concepts as

hydropower) at the terminal stops.

well as bus stop, traffic management, and energy supply systems.

“The Volvo Group aims to be the world leader in sustainable transport solutions,”

The new electric bus route puts

says Niklas Gustafsson, chief sustainability

Gothenburg on the map for innovative

officer, Volvo Group. “A unique collaboration in

public transport systems, and opens new

Gothenburg enables us to launch the electric

possibilities for urban planning. “ElectriCity

bus route here and remain a leader in the

and route 55 are concrete proof of how

development of future public transport.”

Bus innovations are also making their way to South Africa as, each day, thousands of people pass through transportation hubs such as airports, train and bus stations.

Gothenburg is being developed into a

The buses are also equipped with

denser, more sustainable and open city

onboard WiFi and cellphone charging

with attractive public spaces and a rich

facilities. They can even be driven indoors.

urban life,” says Anneli Hulthén, chair of

Wide centrally positioned doors and a low

You could even visit a library in one

the city executive in Gothenburg.

entry height also make it easy to get on

of these electric people carriers. In

board.

collaboration with Gothenburg City Library,

“The

project

also

demonstrates

our ambition and strategy to attract

“It should be enjoyable to travel by

Volvo has built a temporary bus stop at

expertise and investment to help reduce

bus,” says Dan Frykholm, design director

Gothenburg’s Frihamnen area in the form

environmental

of a library.

develop

at Volvo Buses. “Passengers should have

collaboration between authorities, industry

a positive experience and be able to

and academia,” she adds.

use their time on board constructively.

possibilities provided by quiet, emission-

In addition, getting on and off must

free buses. The library enabled visitors to

be easy.”

borrow books and tablets from Gothenburg

impact

and

Bus route 55’s three electrically driven and seven electric-hybrid buses, all from

56 |FOCUS| July 2015

The

aim

was

showcase

the

BUS

DEVELOPMENTS

City Library and sit down for a moment to

explains: “Each day, thousands of people

which has been integral to Tshwane’s

read or listen to audio books – just like in

pass through transportation hubs such as

free public WiFi efforts: “The A Re

a real library.

airports, train and bus stations.

Yeng

buses

come

equipped

with

“Combining a bus stop with a library

“As business and leisure travellers carry

connection to Tshwane’s WiFi service,

during the Volvo Ocean Race is an exciting

smartphones, tablets and other mobile

offering 250 MB of free WiFi access per

idea. It gives us the chance to meet many

devices, the demand for high-capacity, high-

device, per day.

people from all over the city and allow

performance WiFi connectivity has become

“This enables commuters to do things

new visitors to discover what our libraries

an expected service, like electricity and

like look for jobs, access learning materials

have to offer,” said Gothenburg City Library

running water. The City of Tshwane’s BRT

online, and keep in touch with their friends

manager Christina Persson.

system, A Re Yeng, is a perfect example

while on the move around the city. Looking

of this.”

at the statistics and growth of the system,

Håkan Agnevall, president of Volvo Buses, adds: “Quiet, emission-free electric

Tshwane’s

BRT

system

began

it is evident that the demand is growing.”

buses create new possibilities for public

operations in December 2014. It brought

Fletcher adds: “As infrastructure and

transport. With noise and air pollution

with it uninterrupted free WiFi access

transportation hubs develop across the

out of the equation, the vehicles can

along the trunk route for commuters on

regions, and cities move towards becoming

get closer to where people are – even

board, as an expansion of the City of

‘smarter’ – not only in terms of operational

indoors.”

Tshwane’s free WiFi network.

processes and service delivery, but also

Bus innovations are also making their

Since inception, a total of 163 126 unique

connecting citizens – we are likely to see

way to South Africa, as WiFi has been

users have used the Tshwane Free WiFi

high-density WiFi take its rightful place

introduced to the City of Tshwane’s bus

service, with a total of 6 461 327 sessions

more and more as a critical enabler.”

rapid transit (BRT) system.

being accumulated and 21 242,3 GB being

Michael Fletcher, sales director for Ruckus Wireless sub-Saharan Africa,

uploaded and downloaded. Says Zahir Khan, COO of Project Isizwe,

These surely are electrifying times for the bus industry, in more ways than one … |FOCUS

July 2015 |FOCUS| 57

global ????? ????? bus

VDL Developing a Double-Decker for

Berlin FRANK BEETON reports on double-deck buses developments in Berlin

hrough the successful testing and supply of lightweight low-entry single-deck buses, a relationship was established between VDL Bus and Coach NV of Eindhoven and the Berliner Verkehrsbetriebe (BVG), operator of the public transport network in the German capital. This has led to an opportunity for the Dutch manufacturer to develop its first ever doubledeck bus for evaluation in that city. Following an intensive two-year trial of two Citea LLE-120 single-deck buses, the Berlin operator placed an order with VDL for 236 similar vehicles in May, 2014, with delivery scheduled to take place over the 2014 to 2017 period. The first completed unit was handed over to BVG on January 30, with the first 40 units entering service in south-west Berlin from February onwards. The VDL Citea LLE Euro-6 buses, as supplied to Berlin, are configured for 38 seated and 32 standing passengers. Their 12-metre long, lightweight integral construction results in an unladen mass of approximately nine tonnes. The tests conducted in Berlin suggest that these vehicles can achieve hybrid-type economy without the added complication of diesel-electric drivetrains. Their specification also includes a highcontrast black and white LED destination indicator, low-floor construction with two

58 |FOCUS| July 2015

doors, and a suspension kneeling function for easy passenger entry and egress. The Euro-6 Citea LLE-120 is powered by a 187 kW (255 hp) Cummins ISB 6,7-litre diesel engine, coupled to either a Voith DIWA.6 or ZF Ecolite fully automatic transmission. The VDL Citea DLF low-floor double-deck bus that will be supplied to Berlin for evaluation will employ the same modular design system as used on the single-deck Citea models. These 11,4 m two-axle vehicles will incorporate two staircases to enhance passenger flow, USB connections for each row of seats, and a display showing empty seat availability on the upper deck. Although double-deck buses are more usually associated with cities in Great Britain and United Kingdom’s traditional areas of influence, Berlin has operated buses of a similar configuration since 1909. The first double-deck buses to enter service there were supplied by the Neue Automobil Gesellschaft (NAG) in 1909, and were advanced for their time in having shaft drive, whereas most contemporary vehicles were still relying on sprockets and chains. NAG subsequently became the sole supplier to the Allgemeine Berliner Omnibus AG, but its commercial vehicle activities were taken over by Büssing in 1931, and that historic truck and bus manufacturer consequently inherited a major share of the Berlin business.

Some of the double-deck buses supplied by Büssing-NAG in the period before the Second World War were fearsome looking beasts. They were more than ten metres in length, equipped with tandem rear axles and sporting an impressively long, overhung front bonnet housing a 12,5-litre diesel engine. Berlin was partitioned after the war, and, while Büssing continued to supply its buses to West Berlin, the East Berlin authorities sourced their requirements from behind the Iron Curtain. In 1971, the West Berlin business passed on once again, when Büssing was acquired by MAN and it took over the role as sole supplier of double-deck buses to the city. In 1990, Germany was reunified, and Berlin regained its position as the country’s capital. During the post-war period, singledeck buses had assumed an increased role in Berlin’s transport profile, and the first articulated bustrains were introduced in 1992. Nevertheless, the present-day BVG has continued to buy double-deck buses, and, over the 2007 to 2010 period, took 400 new MAN Lion’s City tri-axle, 128-passenger double-deck buses into service. VDL’s test arrangement with BVG is clearly focused on providing regular replacements for existing double-deck units as they reach the end of their service lives. |FOCUS

BUS

STOPS Electric technology goes modular A company with a name as cartoonish as

technology, including a mobile charging device

Bozankaya could never create products that

for operation with single vehicles, as well as

are exceptionally mainstream. The company

the Dynamic Charge Matrix (DCM), which is a

proved this at the recent International

fully automated network of charging units for

Association of Public Transport (UITP) World

large transport companies.

Congress & Exhibition in Milan, Italy, with its battery-electric bus: Sileo.

This allows for simultaneous charging of multiple vehicles, requiring only a single

Dubbed “a pioneering vehicle concept

installation of charging technology at

that will shed new light on the possibilities

the depot – in contrast to an expensive

of electric mobility”, Sileo features low-loss,

development of line-accompanying charging

modular charging technology to allow for

infrastructure.

unrestricted scalability and a guaranteed range of 200 km.

The integration of the high-voltage components into the vehicle’s specifically

A single cell loading (SCL) battery system

developed roof construction allows for a

allows maximum efficiency and precise

spacious interior. This crash-proof placement

control of the single battery cells. This system

of the batteries completes the all-embracing

necessitates specially adapted charging

safety concept.

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HOPPING VIC’S VIEW OFF

TODAY, SEPP BLATTER.

TOMORROW … ? What does Argentinian football legend Diego Maradona have in common with transport union SATAWU? Maradona wanted Sepp Blatter out, while SATAWU wants the Passenger Rail Agency of South Africa (PRASA) board out

outh African commentators have been quick to draw parallels between the FIFA debacle and the lack of accountability that now dominates the way South Africa is being run. In the field of transport, classic examples are e-tolls, the Gautrain and bus rapid transit (BRT) schemes – all of which were also turbocharged by the 2010 Soccer World Cup, as well as being based on questionable “research” and overblown patronage figures. However, the R123-billion PRASA fleetrenewal programme is another potential transport crisis in the making. According to reports, it’s the biggest of its kind in the world, involving 7 224 coaches. Already it is off to a shaky start, with SATAWU calling for the “immediate dissolution” of the PRASA board (Business Day, May, 28). The union specifically questions the fitness of PRASA’s chairman to serve in public office. No directors are spared – the union describes the board as “illegitimate and illegal”. SATAWU is concerned mainly about job losses, and it is being supported by angry contractors/suppliers to the fleet-renewal programme, that have been asked by PRASA to reduce their prices and to supply lower volumes than those called for in the initial contract. (By the way, these reports were dismissed two days later by PRASA as “poorly researched”, so I’ll leave it to the union, the suppliers and PRASA to fight it out.) However, the red lights are flashing – an appropriate metaphor given some recent

rail incidents. The motivation for the entire scheme is, in my opinion, being mismanaged by both the Treasury and the Department of Transport. How did we get to the overall total of 7 224 coaches? It’s a suspiciously precise number. I guess a clerk was told to take the current fleet of, say 3 500 coaches and increase it by, say, one percent per year for the next thirty years. He or she arrived at 7 223,36 and, being a well-trained student of transport economics, correctly rounded it up to 7 224. Jokes aside, has any attempt been made to reconcile this figure with any of the regional/ provincial transport plans? Take Gauteng, which, according to the 25-year Gauteng Transport Plan (GTP), makes up 48 percent of PRASA’s operations in South Africa. The GTP consists of 1 400 pages, of which a miserly 71 pages (Appendix F) are devoted to public transport. The six-odd pages involving PRASA refer mainly to expansion into areas not currently served by rail, which, presumably, will require at least a few hundred extra coaches. These include new rail construction projects amounting to no less than 346 km (Appendix F, page 66), estimated to cost R121 billion at 2012 prices. About half of this is a vague reference to “rapid rail” (presumably Gautrain) expansion. The GTP then contradicts itself three pages later, where it quotes international research showing that population densities in Gauteng are so low that they only justify

a “basic” bus service, not even a “premium” (presumably BRT) bus, and even less a rail service. Stop press: Appendix F was quietly taken off the GTP website during June. Why am I not surprised? Another distortion is the artificially low PRASA fare structure. Government documents refer to the “ravages of apartheid”, but no attempt has been made since 1994 to equalise public transport fares so that rail, bus and minibus-taxi fares are roughly similar for the same distance. Have any transport plans bothered to “model” the effects of equal fares? Diego asked Blatter: “Where have you been for the last four terms?” The same question should be asked of the present government, which can consider itself lucky that public transport users have been so accommodating over a period of more than 20 years. The simple conclusion is that we don’t need any PRASA or Gautrain rail “expansion”. For rail to grow, it needs to be strongly supported by pre-existing improved road services. Rail should focus on fixing what is already there, failing which it will continue to lose market share. There is no need for 7 224 new coaches – simply stick with the interim order for 3 600 coaches (which we might not even get) and immediately start fixing basic bus and taxi transport throughout South Africa. At the time of going to print it was unclear whether Blatter had resigned. If he finally resigns, Diego should be happy. When will we be able to say the same for public transport users in South Africa? |FOCUS

Vaughan Mostert developed a love for public transport early in life, which led to a lifelong academic interest in the subject. He recently retired as a senior lecturer from the Department of Transport and Supply Chain Management at the University of Johannesburg. Through Hopping Off, Mostert leaves readers with some parting food for thought as he continues his push for change in the local public transport industry.

60 |FOCUS| July 2015

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