NOVEMBER 2014 | R77.00
On Transport And Logistics focusontransport.co.za
MAGNIFIQUE! Renault’s construction kings
BUMPER IAA ISSUE All the news from THE transport event
EXCLUSIVE: Behind the wheel of the new Vito
How much are tyres REALLY costing your business?
Can SA’s bus seat business be saved?
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N E W
I V E C O
P L A
Iveco Sout h Africa and Larimar Group will soon inaugurate their new manufac turing facility: Iveco South Africa Works This site will assemble medium, heavy and extra-heavy duty commercial vehicles as well as front engine and low f loor city buses. The new “Born in Sout h Africa” logo marks this impor t ant occasion. A ’s t amp of authenticity’, the logo cer tifies t he quality of t hese locally assembled Iveco commercial vehicles by a Sout h African workforce . Vehicles wit h t he “Born in South Africa” logo are t ailored for Africa’s varied terrain and challenging conditions.
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A N T
I N
G AU T E N G
W W W . I V E C O . C O . Z A
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november
Cover
contents 22
The range of vehicles from Renault Trucks has undergone a R28-billion (€2-billion), eightyear renewal. Turn to page 8 for details on the local offering.
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
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EDITOR Charleen Clarke Cell: 083 601 0568 email: charleen@focusontransport.co.za Assistant Editor Gavin Myers Cell: 072 877 1605 email: gavin@charmont.co.za
10 ON WITH THE SHOW! Innovation. Connectivity. Efficiency. Safety. Autonomous driving. These were the buzzwords at this year’s IAA. We could easily have spent a month at the show …
SUB-EDITOR Jeanette Lamont Cell: 083 447 3616 email: jeanette@charmont.co.za
26 A DYNAMIC THIRD It was a quarter of hotly contested jostling for position among some manufacturers, record sales for others, and a variety of market conditions – both positive and negative. We report on a very interesting third quarter.
JOURNALISTS Jaco de Klerk Cell: 079 781 6479 email: journalist3@charmont.co.za Claire Rencken Cell: 082 559 8417 email: journalist2@charmont.co.za
32 COSTLY ROLLING Neglecting the cost of the tyres in their fleets is one of the biggest, most expensive mistakes operators make. Here are some do’s and don’ts to make the task a little easier.
INDUSTRY CORRESPONDENT Frank Beeton Tel: 011 483 1421 Cell: 082 602 1004 email: frankb@econometrix.co.za TECHNICAL CORRESPONDENT Vic Oliver Cell: 083 267 8437 email: voliver@mweb.co.za
36 IT ALL BEGAN WITH AN OLD NOKIA … The relentless pace of technological advancement has meant that modern-day telematics is an absolute necessity for effective fleet management. FOCUS explores.
PUBLISHER Tina Monteiro Cell: 082 568 3181 email: tina@focusontransport.co.za
40 MINING OPPORTUNITIES The Electra Mining Africa 2014 exhibition took place at the Nasrec Expo Centre, Johannesburg, from September 15 to 19. FOCUS brings you some highlights.
ADVERTISING SALES Margaret Phillipson Cell: 083 263 0451 email: margaret@focusontransport.co.za Megan du Toit Cell: 060 503 3092 email: megan@charmont.co.za
64 TAKE A SEAT Bus seats are not always given the attention they deserve, even though they are vital to the safety and comfort of passengers. We speak to a couple of local bus seat manufacturers about the challenges they face.
CIRCULATION MANAGER Bev Rogers Cell: 078 230 5063 email: bev@focusontransport.co.za
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DESIGN AND LAYOUT Nelio da Silva email: nelio@focusontransport.co.za PRINTING Camera Press © Copyright. No articles or photographs may be reproduced, in whole or in part, without specific written permission from the editor.
CHARMONT m e d i a
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STEERING COLUMN
Hail the commercial vehicle! I love commercial vehicles! And this year’s IAA left me with a truly warm and fuzzy feeling about the vehicles that we write about within the pages of FOCUS …
Charleen Clarke
Y
ou’ll read a lot about the IAA in this issue of FOCUS. That’s because the 2014 fair lived up to its reputation for being the world’s leading commercial vehicle show – once again. The who’s who of the global commercial vehicle industry converged on Hannover for ten days (including two press days) to natter and view the latest and greatest innovations. Everyone was in an upbeat mood, including the eternally jovial Matthias Wissmann, president of the German Association of the Automotive Industry (VDA), which organises the fair. It was easy to understand why; this
4 |FOCUS| November 2014
year’s event attracted 2 066 exhibitors from 45 countries. But Wissmann had more to beam about than the success of the actual fair; as he aptly pointed out, the industry as a whole is doing a dandy job. “No other means of transport has made quantum leaps in recent years like the commercial vehicle – it is genuinely bundled technology on wheels,” he noted. Those commercial vehicles do more than just move goods and people. “No matter whether in large or small businesses, or in urban or rural regions, from the North Sea to the edge of the Alps, one thing is clear: commercial vehicles ensure prosperity and jobs. “In Germany, around 190 000 direct employees give of their best, day by day, in the production of commercial vehicles. That is one quarter of all employees in the automotive industry. Then there are also the employees whose jobs depend indirectly on commercial vehicles – in operations, maintenance and deployment. Of course, this includes the vehicle’s best friend, the driver!” Wissmann added. The VDA president went on to say that both national and international freight traffic would continue to increase in the future. All modes of transport would be needed for coping with the growing volume. “Trucks, the railways and ships must all do what they do best. They have to be networked in the best possible way to keep on making transport more efficient,” he stressed. Wissmann added, however, that commercial vehicles were “unbeatable”, especially on short and medium-length routes: 78 percent of all road freight is transported over distances of less than 150 kilometres. “Commercial vehicles make roughly 2,7 billion courier, express and parcel deliveries every year. One thing applies equally to books and shoes, items bought as gifts or for one’s own use: no other mode of transport is better
suited to the rapidly growing mail-order business, than commercial vehicles. They serve society reliably and unobtrusively. Commercial vehicles truly are quiet heroes with no airs and graces,” Wissmann stated. Public passenger transport, too, would be inconceivable without road transportation, the VDA president stressed, and continued: “Every year buses carry over five billion passengers to their destinations – which is 43 percent of the total volume carried by buses and railways.” He added that coaches were writing an “extraordinary success story”. In the first eight months of this year, they transported over ten million passengers, and the figure could exceed 15 million by the end of the year. At the same time, buses are real CO2 champions: a fully laden bus consumes less than one litre of fuel per passenger per 100 km. Today emissions of pollutants from a modern Euro-6 truck are up to 98 percent less than those from a truck 25 years ago. Compared with the previous Euro-5 standard, nitrogen oxide emissions have come down by 80 percent, while particulates have been reduced by around two thirds. “So the commercial vehicle manufacturers have successfully carried out the historic task of reducing pollutants to almost zero. We are now concentrating on further decreases in fuel consumption and CO2 emissions. In this area we have already made great strides forward. Today a 40 t truck-trailer combination consumes around 60 percent less fuel, per tonne-kilometre, than a truck did in the mid1960s. Achieving that required a technological tour de force with high levels of investment – it certainly wasn’t a walk in the park,” Wissmann emphasised. A walk in the park it was most certainly not. But cause for celebration? I think so. Hail the commercial vehicle! |FOCUS
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wheel nut
Flashing
lights
in doing so. Others are too bewildered and freeze because they do not know what to do, subsequently blocking our path. “Other road users are completely oblivious of the approaching lights and sirens of an emergency vehicle, because the music in their vehicles is too loud or they are simply
With South African motorists’
decked out in blue and beige giving what was,
not paying attention. Arrogant drivers who
increasing disrespect for
hopefully, a stern talking to.
refuse to move out of the way are also the
the law comes an apparent preference for certain colours, but this can also mean the difference between life and death
Gavin Myers
L
(For those unaccustomed to Joburg law
order of the day. It places us in the difficult
enforcement, the blue shirt and beige pants
position of having to try and weave in and
is the uniform of our Johannesburg Metro
out of traffic in an attempt to move around
Police Department.)
a vehicle.”
This pleased me – a lot. As it must’ve
So, what should you do if an emergency
someone from Netcare 911, as I received a
vehicle approaches? First, keep an eye on
press release but a few days later detailing
your rear-view mirrors for the flashing lights
Most road users don’t know – or care – what to do when an emergency vehicle approaches. the importance of not using the emergency
(you should see them before you hear the
ike most of Johannesburg’s
lane and/or blocking an emergency vehicle’s
sirens). When the vehicle gets to you, look
highways, the M1, which runs
path.
at the driver to see where he wants to go,
north-south through the middle
The document quotes Shalen Ramduth,
thereby guiding you. Move left so the vehicle
of the city, does not seem to
GM of inland and aeromedical operations at
can pass you on your right, or at least to the
cope with peak-time traffic. I generally travel
Netcare 911: “The yellow lane is there for
edge of your lane to make as much room as
across one of two different overpasses to
emergency vehicles only. It is illegal to utilise
possible. Never tailgate an emergency vehicle
and from work each day and I feel nothing but
the emergency lane for anything other than
as it could decelerate or stop at any time
pity for the poor sods I see crammed sardine-
an emergency or a breakdown,” he says.
and, please, do not use the emergency lane if
like in either direction, with nowhere to go but
“We often find that once we have cleared
traffic is backed up.
inch-by-inch forward … Especially when they’re
the backlog in the emergency lane, the same
Visser sums it up perfectly: “The next
passed by holier-than-thou motorists who
culprits who blocked the lane will pull out
time you see an emergency vehicle fighting
probably think that, because yellow is their
behind the emergency vehicle and follow it.”
its way through traffic, ask yourself: How
favourite colour, it is okay for them to shoot
One can only guess that these people have a
long can you hold your breath? What if the
down the emergency lane.
moth-like attraction to the flashing red lights
victim they need to get to is someone you
atop the company’s vehicles …
know? This applies whether it is the police
I see it every day, so I can only imagine that a large portion of motorists like yellow
“Clearing the backlog”, as Ramduth puts
going to a robbery or a major accident
… On my way home from work a few weeks
it, is another problem faced by the emergency
scene, or ambulances attending to a
ago, in traffic on the overpass, I was pleased
services. Says Neill Visser, Netcare 911
medical emergency. Always consider that
to see some minibus taxi drivers that must’ve
regional operations manager for Gauteng
lives can be at stake and every second
quite liked blue as well – what with the
West: “Some drivers will try and ‘clear’ the
could mean the difference between life and
flashing lights behind them and gentlemen
way for us, but put their own lives at risk
death.” |FOCUS
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We know it takes a lot more than wheels and a chassis to keep things moving forward. It takes a clear understanding of how your business operates. It takes expertly trained people who care about providing the best advice and the best service possible. Hino prides itself on delivering cost-effectiveness and operational efficiency. It’s why every Hino is built for your business. – SO NO MATTER WHAT YOUR BUSINESS, YOU CAN KEEP ON TRUCKING.
November 2014 |FOCUS| 7
cover story
Renault’s Kings
of
Construction
Renault Trucks South Africa is poised for great things, kicking off with all-new vehicles for the mining and construction sectors. Welcome to the new K and C ranges
“R
uggedness, driver comfort, payload, pulling capacity and easy body mounting all make these the perfect tools for demanding businesses,” says Christian Coolsaet, managing director of Renault Trucks SA, when describing the company’s new K and C ranges. The all-new vehicles in these two distinct ranges have been designed with a focus on the truck’s role as an asset and a tool to carry out projects as efficiently as possible. The C range is designed for superior driver comfort, exceptional reliability and optimal fuel efficiency, making it ideal for both long-haul and certain construction applications, such as delivering building material and carrying readymix concrete. The K range, on the other hand, offers even greater ground clearance and a 26° approach angle. This makes the K range ideal for applications such as heavy earthmoving operations, demolition, transport of construction equipment and road building. “We believe that these new Renault trucks fill a unique gap in the market with their robustness and high levels of productivity, together with the support services provided to our customers,” says Coolsaet. To deliver on this promise, over 500 test vehicles covered more than ten million kilometres in extreme conditions. Renault
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claims the reliability and endurance tests carried out on these new vehicles were the most demanding ever used in the company’s history. “With the improved driveline and reliability of these two new ranges, we are providing our customers with products that are able to work under the harshest weather conditions and on the demanding terrain of the African continent,” continues Coolsaet. That driveline consists of a Euro-3 range of engines of 11- and 13-litre capacity, with power ratings ranging from 246 kW (330 hp) and 1 650 Nm to 335 kW (450 hp) and 2 200 Nm. These drive through the Optidriver automatic gearbox. This automatically selects the ratio best adapted to the speed and road profile and ensures fuel savings by streamlining the fuel consumption. It also provides lower maintenance costs together with optimised driver comfort and safety. The C range is fitted with the OptiTrack solution from Renault Trucks. An alternative to conventional rear-wheel and all-wheel drive formats, the principle of OptiTrack is an additional self-disengaging hydrostatic traction solution on the drive axle, which is powered by two hydraulic motors integrated into the wheel hubs. Both the K and C ranges are available in 6x4 and 8x4 configurations. To guarantee
a high level of reliability, the C range is fitted with parabolic rear suspension with a 13 to 26 t capacity. New chassis air suspension systems, available with a capacity of 13 to 21 t on the C range, are also available and reduce the amount of vibration felt in the cab, thereby improving driver comfort. The K range is fitted with parabolic and semi-elliptical rear suspensions, capable of supporting a load of from 13 to 32 t. Providing for excellent payload was a must when designing the new vehicles. The C 8x4 XLoad version, for example, is capable of carrying a 22,8 t payload for a curb weight of 7 175 kg with twin wheels. The C range can be fitted with aluminium tanks and rims, as well as disc brakes, to optimise its curb weight. The K range features a chassis designed to handle heavy loads; its maximum gross combination weight (GCW) an impressive 120 t. The K and C chassis have been designed for easy body mounting. Four cab options are available on the C, with two for the K range. “With the launch of the new ranges, we are very optimistic about our prospective performance in the market, and in the process we are reaffirming our commitment to the region,” says Coolsaet. “In South Africa alone, we are aiming to steadily increase our market share within the next 36 months from two to five percent.” |FOCUS
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November 2014 |FOCUS| 9
focus on IAA
On with the
show!
Innovation. Connectivity. Efficiency. Safety. Autonomous driving. These were the buzzwords
M
at this year’s IAA. CHARLEEN CLARKE could easily have spent a month at the show ‌
ore than 2 000 exhibitors! Over 320 world premieres! A whopping quarter of a million visitors! This year’s IAA – which took place from September 25 to October 2, in Hannover, Germany – didn’t disappoint. Here are just some of the highlights of the fair. BPW Brake-lining wear sensing was one of many innovations on the BPW stand. Thanks to this development within the field of telematics, sensors on the brakes can continually measure the amount of wear on the brake lining of each individual wheel. The information gathered is presented on a display in the driver’s cab and via an online portal. In this way, the system provides helpful information for the predictive maintenance planning of vehicles. Drivers and shipping companies receive information about the entire vehicle through the telematics system.
DAF DAF had a delightful stand, full of colour and always packed with visitors. Occupying an area of 2 500 m², it showcased the company’s complete Euro-6 product range. The DAF trucks on display included the new LF for distribution transport, the versatile CF and the flagship XF model for heavy and long-distance transport. DAF’s new Euro-6 range has been expanded with a full range of three- and four-axle vehicles. DAF also launched Predictive Cruise Control – which works in combination with Predictive Shifting. This option is available in January 2015 on Euro-6 CF and XF models with an automated AS Tronic 12-speed gearbox. Predictive Cruise Control uses Global Positioning System (GPS) technology to determine the exact position of the vehicle and to know which driving circumstances have to be taken into account the next one to two kilometres. In fact, the system “looks aheadâ€? and anticipates slopes and descents. The driver sets the desired speed in advance, as well as the permitted deviation above and
below this value, with three pre-programmed options available for the permitted downward deviation. Within the specified range, Predictive Cruise Control determines the ideal speed and Predictive Shifting selects the ideal gear. DAIMLER Daimler had the largest stand at the IAA, yet again, with the highlight being its self-driving truck. Read more about Daimler’s IAA stand on page 18. DONGFENG Dongfeng’s stand had a decidedly Chinese feel to it, which was terrific. It launched the Dongfeng KX, the company’s new Cummins-powered truck tractor, at the IAA. Read more about Dongfeng’s IAA stand on page 22. FORD Ford launched the longest series Transit ever (7,8 m) as well as the Transit Kombi and van, which can be driven with a passenger car licence. It also launched a double-cab derivative
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focus on IAA
Top: Renault scooped the Truck of the Year accolade at the IAA. Above: MAN displayed some drop-dead gorgeous so-called “Tattoo Trucks�.
of the Transit Van, which has up to seven seats and can transport a volume of up to 10,6 mÂł. HYUNDAI It was great to see yet another manufacturer exhibiting at the IAA for the very first time (the other was Dongfeng). The company launched its H350 van, which was developed specifically for the European market and will be built in Turkey. The design of H350 is intended to be efficient and practical, while also appealing visually to customers. Echoing its passenger-car counterparts, the H350 features a hexagonal grille integrated into the front bumper, flanked by stylish headlamps, complete with LED daytime running lights
that wrap around the front of the new vehicle. Side mouldings run down the flanks to the rear, segmenting the cargo van’s panels and incorporating the practical sliding side-door. It looks ideal for South Africa too ‌ IVECO Iveco had a real head turner on its stand in the form of the Iveco Vision concept vehicle. Described as “a laboratory for the study and development of new technological solutions and future modes of transportâ€?, it boasts the Dual Energy system, a technology which allows for the use of two different types of traction. One is exclusively electric, ensuring zero local emissions and low noise levels, and the other is
hybrid (thermoelectric) and suitable for longer journeys and for extra-urban missions, reducing consumption and CO2 emissions by up to 25 percent. The real star of the stand was, however, the New Daily. This third-generation light commercial vehicle made its dĂŠbut before the international public at large, following its official presentation of the beginning of June. It is a completely new vehicle which presents itself with a load space capacity at the top of its category, best-in-class for volume and capacity, car-like comfort and driveability and fuel consumptions reduced even further. Some 80 percent of the components have been completely redesigned, but the New Daily keeps its classic chassis structure; an integral part of its DNA, ensuring strength, versatility and durability over time, as well as recognised bodybuilding flexibility (for the chassis cab versions). KNORR-BREMSE Knorr-Bremse presented two new solutions specifically designed to meet market needs in the BRICS states (Brazil, Russia, India, China and
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focus on IAA
South Africa). The specially developed global Air Processing Unit (APU) is a particularly compact modular unit comprising an air dryer and a multi-circuit protection valve. This Air Processing Unit is not only inexpensive, but also easy to maintain. Another fully scalable product is the “BRIC TABS� ABS system for trailers, offering various mounting options and a correspondingly attractive price. JOST Jost premiered its new, ultra-light JSK 34 fifth wheel coupling. Other highlights of the stand included Jost safety systems, including the series-production-ready, fully automated KKS II coupling system and the Jost SDR roof diffuser, which reduces the air turbulences at the rear of the vehicles (which, in turn, reduces fuel consumption). The Jost Group also presented hydraulic systems by Edbro for the first time at an IAA. Edbro has been part of the Jost Group since November 2012 and it presented the newly developed CS 17/18 Ultra series – the lightest front lifting cylinder in the class of tipping weights up to 60 t.
Iveco’s Dakar contender attracted a great deal of attention at the show.
MAN Fuel efficiency was the central theme at the MAN stand, which covered an area of some 10 000 m². Its star exhibit was the top-of-therange TGX D38 truck, which made its public dÊbut in Hannover. Read more about MAN’s IAA stand on page 14.
And the winners are ‌! One of the highlights of the IAA is the announcement of the winners of three of the most prestigious international
awards
in
the
commercial vehicle industry, namely RENAULT Renault launched the stunning K 8x6. This new configuration is particularly suitable for customers whose vehicles operate off-road on very rough terrain in quarries or mountainous areas, as well as in wet and muddy conditions where an 8x4 could not deliver the performance needed for this activity. The Renault Trucks K non-permanent 8x6 offers its users additional pulling power on demand. With the front axle capable of being driven and ground clearance increased by 70 mm, compared with an 8x4, the 8x6 configuration allows operators to benefit from obstacleclearance capacity virtually equalling that of an 8x8 vehicle, while at the same time limiting additional weight and fuel consumption. Customers therefore have the advantage of
Truck of the Year, Bus of the Year and Van of the Year. In each case the judges are renowned
commercial
journalists
and
vehicle
editors-in-chief
from all over Europe, who put the products through numerous tests to examine them in detail. Here are the winners: International Truck of the Year 2015 – Renault Trucks T International Bus of the Year 2015 – MAN Lion’s City GL CNG International Van of the Year 2015 – Iveco Daily
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focus on IAA
Above: Some trucks at the show were green - literally! Above right: Green technology was a focal point at the IAA this year. Right: Who says a delivery vehicle cannot be dead sexy? This Ford proves otherwise!
a tool that features very high pulling power, while keeping operating costs under control. SCANIA Scania launched its V8 Euro with biodiesel and the marvellous Scania Citywide Hybrid, the only certified hybrid bus for parallel operations with biodiesel. Read more about Scania’s IAA stand on page 24. VOLKSWAGEN Volkswagen Commercial Vehicles launched the e-Load up!, which offers practical solutions for inner-city, zero-emission delivery or customer service traffic. Equipped with a zero-emission electric drive, it is highly suitable for any small commercial vehicle running of routes of up to 100 kilometres. Volkswagen also launched the Tristar, a beefy bakkie with an extended cab, styling bar and short wheelbase. It has a permanent fourwheel drive with mechanical rear-axle differential lock and 30 mm of additional ground clearance. It’s a good looker too, with its sharp, wrap-around lines and funky, monolithic dashboard. VOLVO The big news at Volvo was the launch of its I-Shift Dual Clutch – the first dual clutch system for heavy vehicles. A dual clutch transmission is a major improvement for trucks, offering far smoother and easier driving. The heavier the transport task, the tougher the route and the
more gear shifts, the more you gain with I-Shift Dual Clutch. I-Shift Dual Clutch is a further development of I-Shift and can be described as two parallellinked gearboxes. When one gear is active, the next gear is pre-selected in the other gearbox. During the gear changing itself, the first clutch is disengaged at exactly the same instant that the second one is engaged, so gear changes take place without any interruption in power delivery. Volvo Trucks also launched the new Volvo FH 16 with Euro 6. Plus it lifted the lid on the Volvo 7900 Electric Hybrid. This electric hybrid city bus boasts plug-in technology, is wonderfully silent, and offers a reduction in fuel consumption and carbon dioxide of up to 75 percent (versus a conventional diesel bus).
functions on both the truck and trailer. Available in 11 languages, Wabco’s new OptiLink application offers easy operator access to 18 functions, providing the industry’s widest range of functions for tractor-trailer combinations through a single mobile device. “Wabco’s OptiLink technology marks another milestone in remote management of safety and efficiency functions on truck-trailer combinations worldwide, while also offering considerable opportunity to improve return on investment on daily fleet transport business,� noted Nick Rens, Wabco president, trailer systems, Aftermarket and Off-Highway Division. “Our new OptiLink mobile application enables fleet managers and drivers to further improve vehicle safety and efficiency, while enhancing driver effectiveness and comfort.�
WABCO Wabco launched OptiLink, the industry’s first mobile application that remotely controls and monitors a suite of vehicle safety and efficiency functions on truck-trailer combinations, It’s the first such product to provide a single user interface via a mobile device, such as a smartphone, to monitor and control multiple
ZF ZF displayed its Innovation Truck, a truck-trailer combination that can manoeuvre without a driver at the wheel. The diesel engine is not used, either! At low speeds the truck can be controlled remotely from a tablet computer and manoeuvred using electric power only. |FOCUS
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focus on IAA
MAN
kann! MAN kann – “MAN can” in South African lingo – was the recurring theme of the company’s IAA stand. CHARLEEN CLARKE discovers that this statement applies to all aspects of the company’s business …
G
reen trucks, monster engines, global accolades and even trucks with a musical pedigree … MAN delivered lots of surprises within the IAA showgrounds and even beyond! Art trucks with a musical theme? MAN kann! I’m going to kick off with a display that didn’t actually take place at the IAA. It did, however, take place in Hannover (home of the IAA), and it marked the start of the fair. On display at the Hannover central station were six so-called Tattoo Trucks – MAN art trucks inspired by the songs of Peter Maffay, a hugely famous German musician. The trucks were painted by the same team that creates the famous BMW Art Cars. “Each of the six trucks is unique. We are very honoured that our songs served as inspiration for these rolling works of art,” Maffay enthused. The MAN Tattoo Trucks will transport the stage equipment across Germany on his tour, which kicks off in early 2015. After the IAA, the unique MAN Tattoo trucks travelled from Hannover to the MAN
14 |FOCUS| November 2014
Truck Forum in Munich, where they are now on display. The perfect truck for South Africa? MAN kann! From the central station to inside Hall 12 at the IAA … it was great to see the perfect truck for South African applications on the MAN stand. The TGX 25-540 is a 6x4 available in right-hand drive and specifically configured for the South African marketplace. I was chatting to Geoff du Plessis, CEO of MAN Truck & Bus in this country, and he was delighted at the prospects for this vehicle. “All the EfficientLine technology has been incorporated into the vehicle. I’m especially impressed with its pretarder; one of the most stressful things for a driver is braking down a hill. It has Euro-5 SCR technology that can cope with South African quality fuel. I believe it will afford South African operators improved fuel consumption and reduced costs – which can only be a good thing,” he commented. Hear, hear! The EfficientLine technology to which Du Plessis refers is nothing new to South African
transport operators; MAN’s EfficientLine vehicles have long been available here and they have also toured South Africa, earning huge economy kudos en route. The big news at the IAA, however, was the launch of the new MAN TGX EfficientLine 2, which is even more impressive than its predecessor. It boasts a bundle of standard on-board features – notably predictive EfficientCruise cruise control, torque-enhancing TopTorque and a more powerful version of MAN TeleMatics. MAN’s most successful model has just got even better! Trucks powered by CNG? MAN kann! We all know that natural gas rocks (much like Peter Maffay). Forecasts indicate that 65 million gas-powered vehicles will be on the roads in 2020. The infrastructure is also developing, with some 3 000 filling stations for compressed natural gas (CNG) already existing in Europe (22 000 are located worldwide). Bearing this in mind, MAN previewed a CNG-powered TGM at the IAA. This 18-t truck is
focus on IAA
powered by a Euro-6, turbocharged six-cylinder, 6,9-litre CNG engine, which churns out with 209 kW (280 hp) and 1 150 Nm of torque. The engine is paired to a 12-speed MAN TipMatic gearbox. The gas tank’s capacity is 140 kg and this vehicle can cover some 400 km in distributor urban transport and around 700 km on secondary roads. Fuel costs are around 20 to 35 percent lower than those of a diesel vehicle, depending on the application. Furthermore (and this is significant in Europe), the TGM with CNG drive is up to three decibels quieter. This means that CNG vehicles are ideal for use in cities and during the early morning or late evening, when noise restrictions apply on that continent. Win Bus of the Year? MAN kann! Of course, the use of CNG is nothing new for MAN. The company has been working in this field for over 40 years and it’s sold more than 8 000 natural gas buses, chassis and natural gas engines. One of its most recent buses is the innovative five-door articulated city bus Lion’s City GL CNG, which was named Bus of the Year 2015 at the IAA. The Euro-6 CNG engine of the MAN Lion’s City GL CNG offers an environmentally friendly public transport mobility solution with extremely low pollutant levels. When filled up
From the top: MAN´s top-of-the-range TGX D38 truck made its public debut at the IAA. During the IAA, MAN unveiled six MAN Tattoo trucks in front of Hannover’s central station. Anders Nielsen, chief executive officer of MAN Truck & Bus, is extremely proud of the company’s newly developed D38 six-cylinder in-line engine, which has a displacement of 15,2 litres.
with biogas or e-gas, the articulated bus is virtually carbon neutral – offering emission levels comparable to that of fully electric vehicles. The 18,75 m long articulated bus boasts a transport capacity of up to 142 passengers and features five double-width doors – making it the only five-door bus on the market. These clever
innovations ensure optimal passenger flow and reduced waiting time at stops. The vehicle is also fitted with three fold-out chairs, which the driver can control, meaning more standing room can be made available in the event of a large influx of passengers. Bus models from different manufacturers have been competing against each other in
November 2014 |FOCUS| 15
»
focus on IAA
Right: MAN’s hybrid truck, aptly painted green, is suited to long-distance haulage.
Hybrid trucks for long distance? MAN kann! Hybrids and long distance have not traditionally gone hand in hand; hybrids have typically been better suited to urban applications. Not anymore! At the IAA, the company launched the MAN TGX Hybrid, which is a really exciting concept (sadly it is just a concept truck at this stage). The TGX Hybrid has a 328 kW (440 hp) diesel engine, which provides the primary source of power, and a 130 kW (174 hp) electric motor, which acts as an alternator when coasting and braking – in so doing, MAN Latin America launched the Constellation 24.280, recovering, storing and reusing the best-selling truck in the Brazilian market, in 8x2 braking energy. V-Tronic guise at the IAA. The MAN TipMatic gearbox the annual Bus of the Year competition since transfers power to the rear axle. The recovered 1989. The winner is chosen by a jury consisting energy is stored in a battery with a capacity of of 19 members of the trade press from around around two kilowatt hours. The TGX Hybrid uses Europe. The key criteria are innovation, cost this energy to provide increased torque to the effectiveness, suitability for use both now and in diesel engine on gradients. The diesel engine the future, as well as safety and passenger- and can, therefore, be driven in the most economical driver-friendliness. engine rev range and the additional torque This year it was MAN’s turn to lift this soughtavoids downshifts on hills, thereby saving fuel. after trophy. Take a bow, MAN! Let’s hope this concept truck makes it to production one day! Deliver a powerful yet economical engine? MAN kann! Buses that sip sugar? MAN Much has been said and written about kann! MAN’s truly marvellous new D38 six-cylinder The most important exhibit from MAN Latin 15,2-litre in-line engine. It occupied pride of America was probably the Constellation 24.280, place during the MAN press conference, in 8x2 V-Tronic guise. The model has a six-tonne with the covers being lifted off this masterful payload advantage over its 6x2 sibling. But, for machine in dramatic fashion. For the IAA, it was me, the most interesting exhibit was the lowfitted to the top-of-the-range TGX D38 truck, entry VW 18.280 OT, the first Volksbus with which celebrated its public debut in Hannover. full air suspension – because it’s powered by I chatted to a number of MAN engineers and biodiesel derived from sugarcane. they promised that this new truck would lift MAN Latin America started experimenting reliability, efficiency and low running costs to with sugarcane-derived biodiesel in 2011, when an all-new level. this fuel was used to power Euro-3 vehicles.
16 |FOCUS| November 2014
It’s the first Brazilian company to test biofuels on Euro-5 vehicles. “With studies for use of sustainable materials in our cabs, and research into renewable fuels in our trucks and buses, we are bringing innovative, environmental solutions developed for emerging economies, such as Brazil, to the IAA once again,” an immensely proud Roberto Cortes, president and CEO at MAN Latin America, told me. Deliver a safer future? MAN kann Finally (and probably most importantly) MAN displayed a number of safety innovations for the future. Obviously, because the show was in Germany, these innovations pertained to lefthand drive vehicles, but we hope to see them on our roads one day! Particularly noteworthy were a lane-change assistant (we all know how challenging it is to change lanes in a truck) and a turning assistant, which warns drivers about any cyclists or pedestrians in their blind spot when turning right. Equally impressive was the very latest emergency braking technology, which combines the information from the radar sensor and camera in the windscreen in order to be able to recognise potential emergency brake situations earlier. By merging these sensors, the system can recognise stationary and moving objects more quickly, saving the system valuable time and allowing it to brake earlier. I was also impressed with a new camera monitoring system that replaces mirrors. It’s hugely smart; drivers can see their surroundings at a glance instead of having to look in several mirrors. Practically, this cannot be implemented right now – current legislation dictates that conventional mirrors are compulsory and cannot be replaced with camera systems. If legislation changes, however, MAN is ready to deliver. As I said, MAN kann! |FOCUS
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focus on IAA
Daimler delights IAA visitors!
In keeping with its stature as the world’s number one commercial vehicle manufacturer, the Daimler stand was as spectacular as ever – with a host of world premieres on display. CHARLEEN CLARKE writes that one could easily spend days on the Daimler stand alone ‌
D
ays on the Daimler stand. Does that sound ridiculous or improbable? It happened once, you know. I visited the IAA for three days with a virgin IAA-er ‌ and he spent all three days on the Daimler stand. Not out of any particular loyalty to the company – but because he thought that the Daimler stand was the IAA in its entirety. He honestly didn’t realise that there was more to see ‌ At the time, we all giggled at his naivety but, truth be told, the Daimler stand – which spans over two halls – is always enormous. And it does offer products from all corners of the globe ‌ so maybe the poor chap wasn’t so silly after all. This year was no different – with Daimler
offering IAA visitors 66 trucks, vans, buses and coaches over some 16 000 m2 ‌ from the stunning Future Truck to the new Vito, which was accompanied by a brilliant stage show. First of all, there was the MercedesBenz Future Truck 2025. I won’t go into too much detail about this truck, as it’s already featured extensively within the pages of FOCUS (readers will recall that I interviewed the truck for our August 2014 issue). The big news relating to the Future Truck 2025, however, was the incorporation of Blind Spot Assist, which Daimler will bring into series in the coming years. We’ve seen this technology in cars for some years. Essentially it involves radar
sensors that monitor the sides of the truck and alert the driver to the presence of other road users on either side of the vehicle, who may not be immediately visible. It’s an utterly brilliant feature for a truck. Equally big news was the public premiere of the new Vito (which FOCUS drove after the show; see our report on page 42 of this issue). The new Vito is as green as Shrek – it consumes 20 percent less fuel, on average, than its predecessor. When it is fitted with the BlueEFFICIENCY package, its standard fuel consumption can be as low as 5,7 l/100 km, which is class leading. Speaking of green, the fully electric Canter E-Cell impressed visitors, as did the entire Mercedes-Benz “A family� (Atego, Antos,
-( ,
! 18 |FOCUS| November 2014
! " !#$% $& $ !#$% $&
The Vito was launched in dramatic fashion, with spectacular live shows on the Daimler stand.
focus on IAA
The spectacular Western Star Transformers truck was a real head turner.
Arocs and Actros) and the special-purpose Zetros, Unimog and Econic vehicles. Of course, the display also included coaches and buses, such as the Travego coach with Active Brake Assist 3 and the Citaro G articulated bus with a compact and horizontally installed six-cylinder engine (the OM 936 h). For us, however, the stars of the Daimler stand were undoubtedly an American Western Star that starred in Transformers: Age of Extinction and the mighty BharatBenz from India (watch this space; we’ll be seeing it in South Africa soon). The former featured many of the stylistic elements of the new aerodynamic Western Star serial model type 5700, which will be available to customers in the United States in 2015. The BharatBenz 3143, on the other hand, boasted a gross vehicle weight of 48 t and the proven Mercedes-Benz OM 457 six-cylinder in-line engine with a displacement of 12 l. These fabulous machines were joined by more than 1 000 Daimler employees, who attended to visitors’ needs! Think that’s overkill? A quarter of a million visitors trawled through the Daimler stand during the show. Hopefully, one or two actually left the stand at some stage ‌ |FOCUS
The focal point of the MercedesBenz Vans stand at the IAA was the public premiere of the Vito, which comes to South Africa next year.
! November 2014 |FOCUS| 19
! " !#$% $& $ !#$% $&
focus on IAA
Green gift from
Thermo King
T
he big news is the imminent launch of a new range of trailer and self-powered truck units that are energy efficient, reliable and use a next-generation refrigerant, which has about half the global warming potential (GWP) of current refrigerants. The refrigerant in question is called R-452A (it’s also known as DuPont Opteon XP44). These new units will be rolled out in January next year – in Europe, the Middle East and Africa. The United States will follow once the Environmental Protection Agency (EPA) approves this next generation refrigerant. Of course, “green” refrigeration units are not a new concept at Thermo King – the company has been innovative since 1938, when it was formed. “Since its inception by Thermo King in 1938, the refrigerated transport industry has been using class A1 refrigerants that are safe, non-flammable and have the lowest toxicity,” notes Ray Pittard, president of Thermo King North America, Europe, Middle East and Africa. The new refrigerant will, however, propel Thermo King to a whole new level of green. “R-452A, when used in our products, is the safest, most environmentally responsible and technically and commercially viable solution
20 |FOCUS| November 2014
Thermo King revealed a host of innovations at the IAA. CHARLEEN CLARKE was especially impressed, however, with news that the company is helping transport operators to slash their emissions! for transport refrigeration applications,” says Pittard. And the great news is that R-452A is not exclusive to Thermo King’s new units. “We can retrofit current products with the next generation of refrigerant, which means that operators can increase their return on investment of units they already own,” says Dwight Gibson, vice president, Thermo King Europe, Middle East and Africa. The introduction of this refrigerant is in keeping with Ingersoll Rand’s environmental commitment to reduce the climate impact from the operations and product portfolio (Thermo King is an Ingersoll Rand brand). This commitment includes reducing greenhouse gas emissions related to its operations by approximately 35 percent by 2020, reducing greenhouse gas emissions related to its products by 50 percent by 2020 and investing US$ 500 million (about R5 750 million) in product-related research and development, over the next five years, to fund the long-term reduction of emissions. This will eliminate approximately 20 850 000 metric tonnes of CO2 globally by 2020, which is equivalent to the energy used by nearly two million homes in one year. “We care deeply about the impact to the environment and improving the safety and
overall quality of life for people,” says Pittard. “Our transport refrigeration solutions will contribute to the company’s overall climate commitment while playing an important role in the food and pharmaceutical cold chain, which impacts almost every family around the world.” These units are not the only Thermo King products that are good news for the cold chain. Also at the IAA, the company displayed a host of other innovations including new and updated smartphone apps; a training module with the rather snazzy name of Professor Kool; PharmaSolutions (a unique platform dedicated to the needs of pharmaceutical manufacturers, distributors and logistics providers, which ensures the efficacy of pharmaceutical products in transport) and the CryoTech (a refrigeration solution that offers maximum load protection and customer peace of mind while delivering high efficiency, precise temperature control and telematics integration capabilities). We were also highly impressed with the Thermo King SLXe Whisper Pro single- and multi-temperature units. While they’re not necessarily relevant to the South African market (since we’re not bothered by noise regulation here), these ultra-low-noise units really are as silent as (yes, you guessed it) a whisper. Impressive. |FOCUS
focus on IAA
Proudly South African!
There was only one stand at the IAA that was serving biltong. It was, of course, MiX Telematics – which also dished up the latest fleet management innovations. CHARLEEN CLARKE discovers that local is indeed lekker
F
inding a South African accent at the IAA is like discovering Castle lager in a German brauhaus; it generally ain’t going to happen. Having said that, I did once discover a pub in Germany that served Castle and I was even more delighted to encounter the South African accent at the IAA yet again. I say “yet again” because the 2014 fair represented the fourth time that MiX Telematics had participated in the world’s most important transport show. And, once again, the company did South Africa proud! “Focus areas at this year’s IAA are telematics and connectivity. This comes as no surprise considering that operators are increasingly reliant on proven systems that boost efficiency and safety levels,” Charles Tasker, chief operating officer at MiX Telematics, told FOCUS. “As a business, we remain mindful of this fact – and committed to continue partnering with fleet owners, in Europe and around the world, to help them achieve significant benefits that are sustainable; such as increased efficiency, reduced risks and safer operations.” Exactly how does MiX Telematics intend achieving this? Well, the company showcased a bevy of innovations at the IAA … here is a nibble of the treats on its stand. MiX Vision MiX Vision has been enhanced to incorporate audio, infrared and 3G. Also, videos of incidents can now be viewed alongside a timeline within
MiX Fleet Manager, adding a richer context to incident scenarios for fleet owners. Instead of waiting until incidents negatively impact the business, the enhanced MiX Vision enables fleet operators to be proactive in limiting the damage caused by incidents. This may include driver training, for instance. MiX Vision consists of a road- and driverfacing tamper-resistant camera unit, attached to the inside of the vehicle’s windscreen. The camera, which integrates with MiX Telematics’s fleet management solution, now triggers the automatic upload of a high-resolution video clip. Footage of the incident includes views of the road and the driver before and after an incident occurs. In addition, fleet managers have access to all footage at the end of each completed trip. Footage is recorded on a 72-hour rolling buffer and can be used for driver training purposes. “More information and higher-quality footage allows fleet managers to make more informed decisions around incidents that involve their vehicles. The solution places operators ‘at the scene’, enabling them to improve safety and lessen their business risk,” explained Tasker. MiX Rovi display The latest addition to the MiX Rovi family is a rugged in-cab terminal that is designed specifically for demanding working environments. It comes with proven features such as jobs and messaging, navigation and driver feedback. The intuitive in-cab display features a seven-inch colour touch screen and runs the Android operating system.
HOS and remote tachograph solution The MiX Telematics Hours of Service (HOS) and remote tachograph data download solution is a comprehensive electronic toolkit, which enables the efficient monitoring of drivers’ working hours in real-time, as well as the automatic calculation of remaining driving times according to European law. The solution is built on MiX Telematics’s new software platform and provides a fully integrated driving hours and fleet management solution. MiX Go Also on display at the show was MiX Go, an Android-based field services app offering realtime workflow management not only for fleet owners, but for all businesses with a mobile workforce. “Keeping tabs on business-critical factors like deliveries, completed jobs, customer satisfaction and pre- and post-trip inspections has great value for any business owner in today’s fast-paced and competitive climate. MiX Go is our response to this reality,” says Tasker. “We are really enjoying demonstrating our latest technology and seeing how the market responds. The IAA is a great opportunity for us to showcase these innovations with likeminded businesses and operators that shape the industry,” concluded Tasker. We’re pretty sure that visitors to the IAA enjoyed their visit to the MiX Telematics stand too. And not just because of the great biltong on offer. |FOCUS
November 2014 |FOCUS| 21
focus on IAA
Dongfeng Trucks does it in
style!
Visitors to the IAA are accustomed to seeing Europe’s latest and greatest trucks on display, but this year they also got a real surprise in the form of a display by Dongfeng. CHARLEEN CLARKE reports that the excitement generated by this Chinese brand was palpable
T
hree things made the Dongfeng Trucks display stand out from the crowd. The most obvious, of course, was the fact that the company was new to the IAA – so visitors and members of the media swarmed all over the trucks. The second was the fact that the Chinese culture formed an integral part of the display. Dongfeng Trucks is very proudly Chinese, and it embraces all things from that country. As such, the world’s media were treated to a kung fu display while visitors could have their names written in Chinese. For me, the best thing about the stand, however, was the presence of the company’s president, Huang Gang (his Western name is Gary; that’s what everyone calls him … there is no standing on ceremony with this man). He is one of the most humble and nicest company presidents around. He even answers his emails personally! It was clear that he was enormously proud of his company’s achievements – and understandably so. “Dongfeng Trucks is one of the leading truck brands in China. Furthermore,
22 |FOCUS| November 2014
we have established a strong foothold in Southeast Asia and other strategic markets. Our strategy is to continue to open connections with new markets and to evaluate new business opportunities,” he told the world’s media. Many of the journalists present knew little about Dongfeng Trucks – and so Gang took the opportunity to give a brief company overview. “We have our own research and development and production resources in China. We develop and manufacture all main truck components – such as engines, gearboxes, axles, cabs and chassis. Our total production capacity is approximately 200 000 trucks a year. The product range covers medium and heavy-duty trucks for local, regional and long-haul applications. We also participate in the construction and mining sectors,” he revealed.
There were obviously some question marks as to the company’s participation in the IAA, given that it doesn’t sell its products in Europe (and won’t do so for the conceivable future). Dongfeng Trucks is, however, certainly eyeing export markets. “Looking to the future, our intention is to further accelerate spending on research and development. We want to deliver competitive
focus on IAA
Below left: The Dongfeng Truck range comprises the Dongfeng KX heavyduty truck; Dongfeng KL heavy-duty regional and long-distance truck; Dongfeng KC for heavy-duty construction, mining and other off-road applications; and Dongfeng KR medium-duty truck for local and regional transportation. Below: President of Dongfeng, Huang Gang, is keen to grow global exposure of the company. Below right: The reveal of the KX saw a media frenzy, as journalists from around the world photographed the global debut of the new truck.
products for the world market, backed up by an aftermarket structure in line with global customer expectations. Our participation at the IAA exhibition is part of our global ambition to grow the Dongfeng Trucks brand,” Gang announced. Yet another way of growing brand awareness is the company’s participation in the Volvo Ocean Race (as you read this article, the boats are docking in Cape Town). “This is a tough and challenging race, which takes place over a nine-month period and around the world. We have chosen the Volvo Ocean Race since its values connect well with those of our business. It is a huge challenge and an exciting exercise for all of us. “The Volvo Ocean Race will give Dongfeng Trucks exposure within key markets around the world. It will open doors to new markets, countries, people and businesses, which perfectly matches our global strategy,” he commented. Naturally, another advantage of
participation is that it allows Dongfeng Trucks to cement its alliance with the Volvo Group … Right now it wants to cement alliances with existing and potential customers, however, and, given its solid product range, there’s no reason to believe that this will not happen. On display at the IAA were the heavy-duty Dongfeng KL and medium-duty Dongfeng KR. These two vehicles are suited to regional/long-haul and local/ regional distribution/construction respectively. Top of the pops on the IAA stand, however, was the Dongfeng KX, the company’s new truck tractor for long-haul applications. This 6x4 is powered by a 13-litre, 313 kW (425 hp) Euro-5 engine. The Dongfeng KX is available with lefthand or right-hand drive. “With this product we will expand our business to new areas and establish new connections with markets in Eastern Europe, Africa, Middle East, Asia-Pacific and South America,” Gang revealed. Next stop South Africa? |FOCUS
November 2014 |FOCUS| 23
focus on iaa
Making
sense
of the sustaina(bab)ble The world used to chase profit at all costs – regardless of the environmental impact. Then it jumped on the “green” fad, despite the revenue knock … However, Scania’s stand at this year’s IAA, showed that you don’t have to sacrifice one for the other – they actually work very well together
S
ays Henrik Henriksson, executive vice president and head of sales and marketing at Scania: “It’s clear to us that our industry needs to take a greater responsibility and lead the change towards sustainable transport.” He adds: “At Scania, a truck or bus is viewed as a piece of production equipment. It is there to make money and to create efficiency in the transport flow.” Henriksson points out that the company looks at what it takes to make its customers profitable … “Profitable customers are sustainable,” he emphasises. “The manufacturers who best manage to meet customers’ needs for increased capacity and reduced environmental impact will be tomorrow’s winners.” This was highlighted by Scania at its IAA stand. For example, on show was the hybridised version of the Scania Citywide, which is also able to run on 100 percent biodiesel. “The combination of hybrid and biodiesel is really bringing down CO2 emissions to levels that
24 |FOCUS| November 2014
have never been heard of before,” Henriksson points out. “The Citywide also offers low entry, which means that this vehicle is suitable for use in dense traffic in the city centres, as well as in suburban areas,” he adds. This is what makes this hybrid bus sustainable … “There is a misconception that hybrids only work in dense city traffic,” says Henriksson. He adds that if you combine the hybrid function with the low entry – making the vehicle suitable for both inner-city travel and suburban areas – the picture changes, as operators can now reach payoff in five years (including battery replacement) instead of seven years. “This means that hybrids can stand on their own merits; with a five-year payoff, it starts to make sense.” The Citywide isn’t, however, the only crossbreed commercial vehicle on which the company is focusing; it is also well on the way to developing hybrid trucks for urban settings. “It is no secret that Scania has already come a long way in this area and that we are working closely with a number of leading players in battery and control engineering for trucks,” says Christopher Podgorski, Scania’s senior vice president of trucks. “It is also well known that there are challenges if you choose to be thorough and accurately calculate the costs together with the disadvantages caused by complexity and weight, and compare them with the environmental benefits,” he continues. “Hybrid technology is absolutely going to happen for a number of truck applications, but exactly how broadly it
will be applied in trucks with today’s technology remains to be seen.” The company has also embraced the conventional combustion route. “Right here at IAA we have 18 Euro-6 engines for trucks in our portfolio,” said Joel Granath, head of product management for Scania Trucks. “The latest addition, a 13-litre, six-cylinder with 450 hp (335 kW) and SCR-only, represents Scania’s third generation of Euro-6 diesels. This is an indication of where Scania is heading – it brings lowered fuel costs (of about 1,5 percent), together with reduced complexity due to the SCR after-treatment.” He adds that Scania’s Euro-6 range is clear evidence of how the company’s modular design principles benefit its customers. “Using only three basic engine types that share important components, we can cover a range of 250 to 730 hp (185 to 545 kW).” Granath states that low fuel consumption is Scania’s clearest customer promise. “There is, however, no single silver-bullet solution for conserving fuel,” he points out. “We are accomplishing real differences, but it’s all about adding up the effect of many small steps to achieve great reductions. Continuous improvements are a part of our philosophy and the struggle for reduced fuel consumption is ongoing at Scania.” Henriksson adds: “Today, all kinds of customers are chasing profitability by reducing operating costs, regardless of whether their business is about transporting goods or passengers.” And, with Scania lending a helping hand, this is completely achievable. |FOCUS
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November 2014 |FOCUS| 25
MARKET REVIEW
A dynamic
third
It was a quarter of hotly contested jostling for position among some manufacturers, record sales for others and various market conditions – both positive and negative. FRANK BEETON reports on a very interesting third quarter
T
he measure of year-on-year
Looking at the January to September
growth achieved by the South
year-to-date
African truck market in the first
market segments, MCV sales were running
comparison
for
the
four
nine months of 2014 stood at
6,4 percent below their equivalent 2013 level,
1,6 percent after the September result had
HCV volumes were just 0,7 percent off their
been factored in. This was slightly less than
2013 return, while EHCV and bus sales were
the 1,9 percent margin of year-on-year growth
8,5 percent and 14,6 percent ahead of their
recorded at the completion of the second
2013 benchmarks, respectively. EHCV volumes
quarter. In the most recent quarter-on-quarter,
continue to be boosted by inter-Africa trade,
absolute volume comparison, the third-quarter
deployment of locally purchased construction
outcome was 4,2 percent better than that
vehicles elsewhere on the continent, and the
achieved in the April to June period.
shortening of fleet replacement cycles.
During the review period, the market was
Local bus volumes have been boosted by
characterised by a surge in medium commercial
continuing deliveries of new vehicles to bus
vehicle (MCV) and heavy commercial vehicle
rapid transit (BRT) and integrated transport
(HCV) segment sales in August, driven by a
networks in a number of South African cities,
re-awakening of activity in the wholesale and
as well as resumed acquisition activities by
retail sectors of the local economy, following the
a prominent privately owned bus operator
ending of long-running industrial action in the
following a lengthy absence.
mining and engineering industries. However, by September, sales of these vehicles had
SEGMENTATION DYNAMICS
returned to a monthly level more typical of
The premium payload EHCV segment has
those seen earlier in 2014.
maintained its position as the market leader
Strong performances by the extra-heavy
during the third quarter of 2014, albeit with a
commercial vehicle (EHCV) segment and, in
slightly reduced penetration level of 45 percent,
particular, the bus segment, have ensured that
compared to the 47,3 percent recorded in the
the market has continued to grow in comparison
preceding quarter.
with its equivalent 2013 performance, as
In
a
mirror-image
market
share
measured at the end of the respective third
displacement, the entry-level MCV segment
quarters.
gained some market share as a result of the
26 |FOCUS| November 2014
QUARTERLY REVIEW This commentary reflects the state of the South African “truck market” for all commercial vehicles with gross vehicle mass (GVM) ratings above 3 500 kg, as reported to the National Association of Automobile Manufacturers of South Africa (Naamsa). In line with the current reporting regime of that organisation, the market has been divided into the following segments: MCV – medium commercial vehicles, 3 501 to 8 500 kg GVM HCV – heavy commercial vehicles, 8 501 to 16 500 kg GVM EHCV – extra-heavy commercial vehicles, 16 501 kg GVM and above. Buses – passenger vehicles, 8 501 kg GVM and above. The review period for this commentary is the second quarter of 2014, i.e. April to June, inclusive. These reviews are presented on a quarterly timescale, in order to reduce the impact of short-term market distortions, which are often created by specific bulkbuy deliveries, the launch of new products, and/or the run-out of obsolete product ranges.
MARKET REVIEW
Manufacturer Quarterly Performance 2014 – 3rd Quarter MCV HCV EHCV Bus Manufacturer Units Units Units Units Mercedes-Benz SA 586 145 1 095 60 Change Volvo Group SA 179 352 1 062 16 Change Toyota/Hino 721 320 122 0 Change Isuzu/GMSA 576 351 138 9 Change Scania 0 0 461 62 Change MAN Group 0 26 357 137 Change Tata 133 147 51 18 Change Iveco 130 15 103 26 Change Volkswagen Comm. 216 0 0 0 Change FAW 5 67 88 0 Change Powerstar 0 3 118 0 Change Babcock/DAF 0 0 104 0 Change AMH/AAD 57 0 0 0 Change JMC 46 0 0 0 Change Fiat 43 0 0 0 Change Ford 40 0 0 0 Change Peugeot 24 0 0 0 Change Citroen 5 0 0 0 Change VDL 0 0 0 0 Change Totals 2 761 1 426 3 699 328
Total Units 1 886 1 609 1 163 1 074 523 520 349 274 216 160 121 104 57 46 43 40 24 5 0 8 214
Market Share This Quarter Last Quarter 22,96 25,43 -2,47 19,59 19,07 0,52 14,16 9,68 4,48 13,08 12,88 0,20 6,37 7,07 -0,70 6,33 7,33 -1,00 4,25 4,30 -0,05 3,34 3,93 -0,59 2,63 2,96 -0,33 1,95 1,98 -0,03 1,47 1,84 -0,37 1,27 0,77 0,50 0,69 1,10 -0,41 0,56 0,44 0,12 0,52 0,79 -0,27 0,49 0,00 0,49 0,29 0,22 0,07 0,06 0,18 -0,12 0,00 0,04 -0,04 100,00
Market Position This Quarter Last Quarter 1 1 0 2 2 0 3 4 1 4 3 -1 5 6 1 6 5 -1 7 7 0 8 8 0 9 9 0 10 10 0 11 11 0 12 14 2 13 12 -1 14 15 1 15 13 -2 16 n/a n/a 17 16 -1 18 17 -1 n/a 18 n/a
recovery in trading conditions (mentioned in the
purchased and registered construction
carrying (midibus taxi) duties, being retained in
preceding section) and posted a penetration
vehicles, and the implementation of BRT
the panel van grouping (it has been estimated
level of 33,6 percent in the third quarter, up
services in metro areas.
that the frequency of these conversions could
from the 32,4-percent level occupied in the
Equally, factors such as government’s open
be as high as 60 to 80 percent of the panel van
April to June period, when strike activity was
preference for increased use of the rail mode
total). Some chassis-cab-based freight carrier
still prevalent.
for goods transportation, and its imminent
units are also converted, in the aftermarket, into
A similar set of factors supported a small
huge investments in hardware, will have to be
tippers or commuter buses, and not specified
recovery in the cruiserweight HCV segment,
supported by improved rail service levels before
in the Naamsa statistics as such.
which returned a market share of 17,4 percent
any significant modal shift becomes reality. MANUFACTURER PERFORMANCE
in the third quarter, having been placed at
This situation makes accurate prediction
16,5 percent in the April to June period. The
of the segmentation pattern going forward
Please refer to the accompanying chart, which
passenger bus segment, at just below four
extremely challenging, and it will be necessary
illustrates the relative market performance and
percent total market penetration, gained some
for market participants to monitor this picture
ranking of each participating manufacturer in
0,2 percentage points of penetration over its
continuously for incipient trend shifts if costly
the quarter just completed, as compared to the
second quarter performance.
planning errors are to be avoided.
returns for the immediately preceding quarter.
It is interesting that, despite the destabilising
The third-quarter review of application
The groupings contained in this section
effects of industrial action and generally
performance levels within the MCV segment
of the report are based on the rule that, if
unsupportive economic conditions in both the
lists freight carriers at 66,4 percent, integral
a manufacturer/group sells more than one
domestic and overseas scenarios, there has not
vans at 29,9 percent, buses at 1,3 percent
brand through its distribution channels, then all
been any major diversion from well-established
and tippers at 2,4 percent. This reflects a
sales for those brands will be consolidated in
segmentation patterns in the local truck market
strengthening of the freight carrier share, up
the result for the manufacturer/group.
for some time. However, it must be noted that
from 63,1 percent in the second quarter, and
Thus, Mercedes-Benz includes Freightliner
it is extremely difficult to predict life cycles for
a corresponding drop, from 32,6 percent, for
and Fuso, Toyota/Hino contains both brands,
some of the factors that have supported the
integral vans.
MAN includes Volkswagen (Constellation)
current positions of the four segments.
However, it should be remembered that
trucks and Volksbus passenger units, but not
These include the frequently mentioned
less than perfect market reporting has led to
VW commercial vans (listed separately), while
shorter replacement cycle in the EHCV
many units that have been converted in the
Volvo Trucks includes UD Trucks, as well as
segment, cross-border operation of locally
aftermarket for ambulance and passenger-
Mack and Renault.
November 2014 |FOCUS| 27
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MARKET REVIEW
HCV market segment, by a margin of one single unit! The launch of the Group’s new MCV brand, which will provide a replacement for the run-out Mercedes-Benz SA
based predictive servicing regime for Actros
UD35/40 series, has now been delayed from
Market leader Mercedes-Benz experienced
models, and re-introduced the 4x4 variant of
its original 2014 timing, to early next year, but
a decline in both absolute volume sold and
the Sprinter van family.
Renault Trucks will have launched its striking new K and C ranges of construction specialist
market share in the third quarter, finishing with slightly less than 23 percent of the
Volvo Group Southern Africa
trucks locally by the time you read this. On the
total reported national volume. All three of
Volvo Group Southern Africa occupied its now
UD front, a new R45-million dealership facility
the Group’s constituent brands suffered
customary runner-up market position during
was opened by the CMH group in Pinetown,
some market share loss in comparison with
the third quarter, with 0,5 percentage points
KwaZulu-Natal.
their April to June outcome, with Mercedes-
market penetration gain over its second-quarter
Benz declining by 0,6 percentage points to
return, ending with 19,6 percent overall market
Hino/Toyota
16,3 percent, Freightliner losing slightly more
share.
Toyota SA’s truck specialist division staged a
than one full percentage point to finish at
Of the constituent brands, Volvo upped
significant comeback during the third quarter,
3,6 percent, while Fuso settled at 3,1 percent
its penetration from seven to 7,6 percent in
registering a 52,4-percent improvement in unit
share, 0,9 percentage points below its second-
the quarter-on-quarter comparison, Renault
sales, and a 4,5-percent improvement in market
quarter result.
improved from one percent to almost
share when compared to its second-quarter
During the third quarter, the group retained
1,6 percent, while UD Trucks fell slightly from
performance. This resulted in the recapturing
top position in the premium payload EHCV
11,1 to 10,9 percent, despite registering
of third position in the market rankings, which
category, promoted its Telligent Maintenance-
third-quarter leadership of the cruiserweight
had been lost in the second quarter, and
28 |FOCUS| November 2014
MARKET REVIEW
Iveco retained its eighth-place ranking in the third quarter.
Scania
Iveco
Following two excellent quarters, Scania lost
Eighth-placed Iveco retained the market ranking
some ground during the July to September
position it had captured in the second quarter,
period, to the tune of 6,1 percent in volume
despite an 11,6 percent reduction in quarter-
terms, and 0,7 percentage points of market
on-quarter volume and 0,6 percentage points
share, although the Swedish manufacturer
loss of market share, to finish the review period
improved its market ranking by one position
at 3,3 percent.
to end the third quarter in fifth spot. The
Notable in the third-quarter volumes were
most recent outcome included an overall
26 full-size bus deliveries, suggesting a return
share of 6,4 percent in the growing market,
to the market by private bus operator Putco,
and an impressive 62 bus deliveries. (Please
which has an association with Iveco’s new
note that, following the publication of our
Rosslyn assembly operation through the
previous report, Scania’s market ranking
Larimar Group, and is the brand’s major South
in the second quarter has been corrected
African passenger vehicle customer.
to sixth position, following amendments to MAN’s bus delivery total in the April to June
FAW
period.)
Now firmly established as the leading Chinese brand reporting sales in the local truck market,
14,2 percent total third-quarter market share. The Toyota/Hino family also took leadership
MAN Group
FAW held on to its tenth position overall
The MAN Group lost some ground to finish in
ranking during the third quarter, on the back
sixth position at the end of the third quarter,
of a 2,6 percent increase in sales volume,
following an impressive April to June showing,
and, effectively, an unchanged two percent
when an adjusted market ranking of fifth had
overall market share. Early in the quarter, the
been registered (as explained above). This
first completed units rolled off FAW’s newly
was accompanied by a ten-percent quarter-
opened Coega assembly line, while the adjacent
on-quarter reduction in sales volume, and a
body-building facility, which will manufacture
one-percent loss in market share, to end the
tipper and truck mixer bodies, and customised
July to September period with 6,3-percent
trailers, was reportedly nearing completion.
penetration of the total market. Powerstar
of MCV segment sales with its Hino 300/
The Group retained top position in bus
Toyota Dyna pairing during the quarter under
segment sales during the review period, with
Powerstar’s
review. Hino added a new long-wheelbase
137 units reported. The Brazilian-sourced
was distinguished by its first-ever recorded
6x2 model, designated 2626, to its range,
Volkswagen Constellation and Volksbus product
participation in the cruiserweight HCV segment,
thus filling an important gap in its 500-Series
ranges continue to disappoint with only 13
where it reported the sale of three units.
intermediate truck line-up.
and 31 units delivered respectively during the
Otherwise, the Chinese manufacturer retained
quarter, and the truck range, in particular,
11th position in the market rankings, with
Isuzu Truck SA (GMSA)
presents as a major opportunity for MAN’s
1,5 percent overall market share, which was
Isuzu Truck SA (ITSA) now appears to be locked
newly reorganised management structure
0,4 percentage points off its second quarter
in mortal combat with Hino Trucks over third
to increase its influence on the HCV market
performance.
position in the market standings. Following a
segment.
third-quarter
performance
Babcock/DAF
second-quarter surge into this position, ITSA fell back to fourth position in the third-quarter
Tata
During the July to September period, the local
listings, despite a 5,8-percent quarter-on-
Tata maintained seventh position in the third-
distributor of DAF trucks returned yet another
quarter sales volume improvement, and 0,2
quarter market rankings, having increased its
best-ever quarterly result since entering the
percentage point gain in market penetration.
volume by three percent over the second
market under its own name in 2010. The
The resulting 13,1-percent overall market
quarter outcome, but losing a marginal
reported sale of 104 EHCV units resulted in
share was built on quarter-on-quarter segment
0,05 percentage points of share in the
an overall market share of 1,3 percent, which
gains in the HCV, EHCV and bus groupings,
growing market. Quarter-on-quarter volume
was 0,5 percent better than its second quarter
while N-Series MCV deliveries were somewhat
improvements were registered in both the
return, and resulted in promotion from 14th to
lower. As you may have read in our October
MCV and HCV segments, while EHCV and bus
12th position in the market rankings.
issue, ITSA showed off its impressive reworked
volumes declined. Overall market penetration
The Babcock organisation recently unveiled
Port Elizabeth-based assembly operation to the
of 4,25 percent was registered for the third
an in-house finance company to support the sale
press during September.
quarter.
of DAF trucks in South Africa (see page 56), and
November 2014 |FOCUS| 29
»
MARKET REVIEW
also announced that it was considering a local
unit sales during the third quarter of 2014, and
in the opening paragraphs. This has supported
assembly option, provided that a sustainable
was, consequently, not ranked in the market
an expectation that, despite the economic
annual sales volume of around 300 units could
standings.
problems being experienced both at home and abroad, at least some measure of market
be achieved. European Van Manufacturers
growth can be expected to persist until the end
AMH/AAD
Four vehicle manufacturers compete only in the
of the current year.
In comparison to its second-quarter outcome,
MCV segment of this market with European-
At the time of writing, prospects for further
this Imperial-owned operation gave up one
sourced integral vans and their derivatives,
decreases in the price of fuel look positive,
position to be placed 13th during the July to
these being Volkswagen Commercials, Peugeot,
assuming that the foreign exchange value
September period. This resulted in a market
CitroĂŤn and Fiat.
of the rand does not weaken significantly off
share of 0,7 percent, 0,4 percentage points
Three of these, namely Fiat, Volkswagen
levels just above R11 to the US dollar, while
off its previous quarter return. At the mid-
and CitroĂŤn, gave up market share in the
the generally better recent performance of
September opening of its Apex assembly
third quarter in comparison with their second
the local monetary unit against important
operation, Hyundai Automotive South Africa
-quarter performance, to the tune of 0,3,
truck sourcing currencies, such as the euro
said it was studying the possible introduction
0,3 and 0,1 percentage points respectively,
and Japanese yen, should help to moderate
of the Hyundai Xcient heavy-duty truck range to
while Peugeot improved its penetration by
increases in vehicle, component and parts
the local market.
0,1 percentage points.
prices.
During the review period, Volkswagen
On the downside, it has recently been noted
JMC
retained its ninth position ranking overall, but
that restrictions have been placed on the
Chinese manufacturer JMC, which currently
Peugeot was demoted in the quarter-on-quarter
movement of vehicles out of countries affected
reports only in the MCV segment, returned
comparison from 16th to 17th position, Fiat
by the Ebola epidemic in West Africa, and
an improved quarter-on-quarter performance
from 13th to 15th position, and Citroen from
this may have some impact on the future
during the July to September period, registering
17th to 18th position.
performance of the EHCV segment, which has been an important driver of local truck market
a 31,4-percent increase in volume sales, a 0,6-percent overall market share, and
Non-Reporting Manufacturers
growth, for reasons fully explained earlier in
promotion from 15th to 14th position in the
Readers should note that local sales volumes
this report.
rankings.
of several commercial vehicle brands, including
We have also noted continuing uncertainty
Dongfeng, Yutong, Foton and Ashok Leyland,
over the Department of Trade and Industry’s
Ford Motor Company
are not yet reported to Naamsa, and are,
Medium/Heavy
Ford made its return to this market during the
therefore, excluded from the comments and
Automotive Investment Scheme. There appears
third quarter of 2014 with its newly introduced
data contained in this report.
to be little consensus, at this point, between
Commercial
Vehicle
the government and vehicle manufacturers/
Transit family of panel vans, chassis cabs and people movers. Initial quarterly sales of 40 units
GENERAL MARKET COMMENTS
importers, with the former advocating
resulted in an overall market ranking of 16th,
The ending of widespread industrial action, with
a move from semi-knocked down (SKD) to
and 0,5 percent of total market penetration.
the notable exception of the persistent South
completely knocked down (CKD), including
African Post Office strike, was instrumental
local cab assembly and/or trimming, while the
VDL
in the improved showing of the truck market
latter argue that there is insufficient financial
Bus chassis specialist VDL did not report any
during the third quarter of 2014, as described
justification for such a move. Negotiations are continuing, and it is hoped that a satisfactory outcome can be found. |FOCUS
Volkswagen Commercials was able to retain its top-ten position.
30 |FOCUS| November 2014
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H C U M O S O D N A WE C WITH REPURPOSED
Redisa 00011
WASTE TYRES
South Africa is littered with millions of waste tyres. They pollute the environment, create fire hazards and are breeding grounds for vermin and mosquitoes that spread disease. The problem is escalating annually. The time has come to turn this around. REDISA aims to not only reduce tyre pollution, but also help with South Africa’s unemployment rate by creating over 10 000 jobs over the next five years.
REDISA helps the tyre industry take responsibility for its waste, by turning it into worth.
www.redisa.org.za November 2014 |FOCUS| 31
focus ????? on????? tyres
costly
rolling Neglecting the cost of the tyres in their fleets is one of the biggest, most expensive mistakes operators make. VIC OLIVER presents some do’s and don’ts to make the task a little easier
T
he cost of tyres is a major
that specialises in accurately forecasting
component of operating costs
vehicle operating costs.
in a heavy-duty truck or bus fleet
Using
a
long-distance
operator’s profit margin. Many
operators
outsource
the
operation
management and control of the tyres in
and it is amazing how often the
covering 900 000 km over a five-year
their fleet to professional tyre management
management of this important function is
period for a truck tractor and a set
companies. This concept is fine and works
neglected. In many transport companies
of interlink trailers, and estimating the
well, provided the vehicle operator and his
there is an opportunity to reduce costs and
lifespan of each tyre at 100 000 km, the
drivers understand that they still have a role
increase profits by improving vehicle tyre
HTM simulated operating cost program
to play in ensuring that tyres in the fleet are
management.
recorded the total costs of tyres at
properly managed.
In order to establish how much tyres cost in a long-distance operation, I enlisted
R925 560 – or 6,7 percent of the variable vehicle operating costs.
They must also view the people, who are placed in their business by the service
the help of Martin Dammann from Hellberg
In fleets where there is no focus on tyre
provider, as part of their team and work
Transport Management (HTM), a well-
management, this cost would be much
together with them in the management of
respected company in the trucking industry
greater and would come directly out of the
this important function.
32 |FOCUS| November 2014
»
VIC’S VIEW
PBMA FHK> MA:G ++ ))) KHEEBG@ PA>>EL HG MA> KH:= :M :GR @BO>G MBF>% DGHPBG@ MA:M RHNK ?E>>M L MRK>L :K> BG @HH= A:G=L THAT’S TOTAL TYRE MANAGEMENT
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November 2014 |FOCUS| 33
DWFCOLL MX/516834/R
MhmZe Mrk^ FZgZ`^f^gm bl ma^ g^p lrlm^f ]^lb`g^] mh fZd^ rhnk Ü^^m hi^kZm^
focus on tyres
The (recycled) wheels are turning This year has seen its highs and lows – much
it continues its five-year rollout, more dealers and
like the Recycling and Economic Development
collection points will be added.
Initiative of South Africa’s (Redisa’s) waste tyre
Redisa also gained international recognition for
management plan, but both are making great
its management system by winning the 2014 Oracle
headway.
Sustainability Innovation Award.
Between December 2013 and the end of
“This award highlights to an international audience
September 2014, 35 489 t of waste tyres have
our hard work creating a management system,
been collected and, ultimately, diverted from landfills.
which is an effective tool to build and grow a recycling
The total collected nationally during September was
industry, create jobs, deal with an environmental
7 278 t.
problem and, at the same time, make a significant
The plan has created 1 503 jobs with Redisa currently collecting from 1 292 dealers and, as
contribution to reducing the national carbon footprint,” says Hermann Erdmann, CEO at Redisa.
While there are many aspects to
not their responsibility, because it is not
16 000 km lost
managing the tyres in a fleet, one of the best
part of their job description. They assume
30 percent under inflation = 33 percent or
ways is to install a system that accurately
that it is someone else’s job; either the
33 000 km lost
accounts for all the related tyre costs, which
person employed by the outsourced tyre
40 percent under inflation = 45 percent or
can then be tabulated to provide a true cost
management
45 000 km lost
per kilometre (CPK) for each and every tyre
workshop personnel.
company
or
their
own
Experience has shown that if we leave
in the fleet.
50 percent under inflation = 60 percent or 60 000 km lost
The total CPK is not the cost of the
the care of the tyres to these people,
actual tyre, but how many kilometres
and the driver is not involved as part of
There are many other reasons that cause
it has covered from the time of its
the team to ensure that the tyres are
tyre costs to rise, such as bad wheel
purchase to the time that it is removed
correctly inflated at all times, tyre costs
alignment, harsh braking, poor route
and
will rise.
conditions, incorrect fifth wheel position
scrapped.
Accurate
tyre
CPK
information can be used to effectively manage tyres and will give an operator the means to select the correct tyre for the particular operation. It will measure performance against other depots in the group and against industry standards. It will also highlight problem areas, such as driver abuse and vehicle and
In fleets where there is no focus on tyre management, the cost would be much greater and would come directly out of the operator’s profit margin.
trailer issues, and assist operators to take and incorrect mass distribution – to name
immediate action to rectify any problem
The following table is published by a tyre
that is contributing to excess tyre costs on
manufacturer and illustrates the loss in
a vehicle.
original kilometres when tyres are under
The only way to professionally manage
inflated (with 100 000 km taken as normal
this important function and improve your
tyre life expectancy).
profit margin is to have a proper system
One of the basic functions of good vehicle tyre management is to ensure that the tyre
just a few.
in place that records all tyre costs for
pressures are always correct and that all the tyres are fitted with valve caps and, on
10 percent under inflation = five percent or
each and every tyre in your fleet, and
dual wheels, with valve extensions.
5 000 km lost
transforms the information into a CPK
20 percent under inflation = 16 percent or
figure. |FOCUS
Often drivers feel that this function is
One of this country’s most respected commercial vehicle industry authorities, VIC OLIVER has been in this industry for 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!
34 |FOCUS| November 2014
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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
November 2014 |FOCUS| 35
Telematics
It all began with an
old Nokia …
The relentless pace of technological advancement has meant that modern-day telematics is an absolute necessity for effective fleet management. GAVIN MYERS explores
I
f there is one technological sector in
load of possibilities for the industry; many
Sutherland also notes that the credibility
which South Africa has lead the way,
systems now being cloud-based. This means
of fleet management systems has increased.
it’s generally accepted that it would be
that they require minimal resources, are
“More and more, we find ourselves talking to
the in art of telematics, tracking and
easier to maintain and information is also
the top execs – specifically in finance – who
fleet management. Widely acknowledged as
available anywhere, in real time, on one’s
require a discussion on return on investment
having sprung from the country’s high risk of
mobile device.
(ROI).”
crime, the current tracking and telematics
With the high customisability of modern
David Winsper of Autotrak, says that
industry is far removed from the “dot on a
technology, the options available to fleet
business intelligence in fleet management is
screen” systems of the early days.
managers today can be quite daunting. It is
evident in reporting metrics, online analytics
“Fleet management devices were very
helpful to remember, says Stoger, that current
and tools, data and process mining techniques,
basic in terms of the amount of telemetry
technology offered by most fleet management
business
data they could provide. They were expensive
providers is more or less the same. “What
benchmarking and predictive analytics.
and assembled by cobbling together various
sets providers apart is product quality and
How then, can one guarantee ROI and have
devices,” says Deon Bayly, managing director,
service; ensuring firstly that the technology
the system pay for itself? It’s easiest to break
Electronic Tracking Systems. Yip, most units
developed is tested and capable of doing what
modern-day fleet management into the pillars
used that old Nokia phone as the global
it claims to do, and that it is followed up with
of security, efficiency and uptime.
system for mobile (GSM) communications
exceptional customer service,” he says.
performance
management,
Security
device; the main medium was therefore SMS.
As individual fleets have different needs,
“This was costly and it limited the amount of
a “one-size-fits-all” approach is certainly not
Hein Jordt, managing director of Ctrack’s
data that could be sent,” Bayley adds.
workable. Steven Sutherland, sales director,
Fleet Management Solutions division, says that
Lorenz Stoger, fleet management manager
MiX Telematics (Africa), adds: “A fleet
while the trucks are valuable in their own right,
at Cartrack, says that the commercial
management provider should represent an
it’s what they transport that is the real core
availability of the satellite-based Global
extension of your fleet operation. You’ll need a
of the industry. “Cargo risks can be supported
Positioning System (GPS) effectively heralded
company that can understand and identify the
by using mobile tracking units in containers,
the start of telematics that currently defines
many possibilities for business improvement
while hijack recovery support via a 24-hour call
the tracking and fleet management industry.
in order to make the most of your fleet
centre provides comfort for vehicle protection,
management system.”
as well as the well-being of drivers.
The internet also opened up a whole
36 |FOCUS| November 2014
»
??????? ???????
November 2014 |FOCUS| 37
Telematics
An interesting development that Jordt mentions is a jamming detection module.
wear and tear as well as control of overtime costs.”
In fact, says Stoger, telematics is capable of improving driver behaviour by 50 to 60
“With jamming becoming a reality, we are
Sutherland adds that better route planning
percent! “The result is a decrease in the fleet’s
now able to offer our customers the option
and fleet utilisation also result from correctly
accident rate, in addition to drivers operating
of installing a non-GSM jamming detention
implementing fleet management systems,
vehicles optimally.”
module with their tracking system, to ensure
“boosting fleet performance, helping operators
Bayley expands: “A good fleet management
continuous visibility in helping to combat vehicle
to deliver more, with less, in less time, while
system will provide live data pertaining to driver
theft. It provides an extra security precaution
reducing the overall number of kilometres
behaviour and possible vehicle abuse. The fleet
to always keep vehicles visible in the presence
driven.” As Stoger points out, this also reduces
manager can then react to these events
of jamming devices,” he explains.
a fleet’s carbon footprint.
immediately as they happen and correct them, reducing the need for unnecessary maintenance costs. “Driver
behaviour
monitoring
and
analysis also lowers the company’s risk with regard to accidents and third-party claims. Accountability is ensured through the use of driver identification features,” he says. On that point, Stoger says that driver risk assessment by insurance companies is a growing application of telematics services. “We believe this will become the de facto standard for managing driver risk on our roads.” In conclusion, Jordt notes that fleet managers need to know exactly what their operating challenges are, and what outcome they expect from their fleet management system. “The risks of having inaccurate and unreliable information about your fleet and drivers is significant, and should be mitigated by selecting reputable solutions congruent to your business needs,” adds Winsper. “Gone are the days where quick-fix solutions Mark Holgate, consultant to Global
Jordt adds more food for thought, noting
are viable,” notes Sutherland. “Be careful of
Telematics, says that, when going cross-
that having access to the full lifecycle cost
choosing cheap, or you may find you’ll need
border, roaming costs from other network
information of a vehicle also allows fleet
to un-install and start all over again to achieve
operators will come into the equation and
owners to make informed vehicle replacement
substantial cost benefits.”
must be taken into account, so as to avoid
decisions.
nasty surprises and ensure constant visibility of one’s fleet.
Excitingly, says Stoger, there’s so much more to come. “Worldwide predictions are
Uptime
that we’re only just touching the tip of the
Closely allied to efficiency is the aspect of
iceberg in terms of the capabilities and
Efficiency
uptime – or keeping vehicles on the road.
application of telematics. In South Africa,
Efficiency refers to the ability to ensure a fleet is
Sutherland notes that modern fleet operators
for example, we estimate that only around
used to its full potential, and as cost-effectively
are mindful of the fact that their business
25 percent of fleet and private vehicles on the
as possible. This doesn’t mean cutting corners,
performance is heavily based on their vehicles
road have telematics capability installed, so
but rather managing costs properly – a key
and how they are being driven. “We’re seeing
there is room for growth. The real innovation
principle of fleet management.
more development of solutions that are driver-
lies in the development of the firmware, as well
are
centric. This approach guarantees successful
as the customisation thereof, to respond to
substantial and almost immediate when fuel
business outcomes in terms of safety and
unique customer needs.”
consumption and excessive idling monitoring
efficiency. Drivers welcome these tools and
No doubt South African tracking and
and interventions are implemented. Other cost
they often make up a part of driver training
telematics providers will again be at the
controls come into play from the reduction of
and incentive programmes.”
forefront. |FOCUS
Holgate
notes:
“Fuel
savings
38 |FOCUS| November 2014
$ 'DLPOHU %UDQG
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TRUCKS. LEASING & FINANCING. FLEET SOLUTIONS. SERVICE & PARTS.
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Driver and Vehicle Management System November 2014 |FOCUS| 39
ELECTRA mining
Mining opportunities
The Electra Mining Africa 2014 exhibition took place at the Nasrec Expo Centre, Johannesburg, from September 15 to 19. CLAIRE RENCKEN brings you some highlights
R
anked as one of the world’s
Development in Zambia, and Mike Fanucchi
container workshop on site at the mines in
largest mining shows, Electra
of Barloworld Logistics, as guest speakers.
order to maximise uptime. Zelda Koekemoer,
Mining Africa 2014 hosted
Fanucchi explained: “As intra-African
from Scania Engines, also spoke extensively
more than 850 exhibitors,
trade is increasing, there is a need for
about the engines that the company provides
showing off their innovations, products,
diversification and industrialisation. Logistics
for gensets, which supply power for the
services and technologies, across 38 000 m²
companies need to capture fragmented
mines.
of exhibition space. Visitors saw many leading-
markets and consolidate them.”
“One of the biggest advantages of our
edge South African companies in the packed
Davies added: “Good infrastructure needs
products is that we operate on a modular
halls, marquees and outside precincts. There
to be put in place – and must be deflationary
system, where the parts are interchangeable.
were also various high-profile international
rather than inflationary.”
So you only have to keep one set of spare parts
exhibitors.
“We also need to streamline obstacles
for all Scania products, which eliminates the
“The support received from exhibitors and
such as customs bureaucracy,” Yaluma
problems of parts availability and downtime,
general business for the 2014 show was
pointed out. “African countries need to
because in mining particularly, time is money,”
outstanding,” comments Gary Corin, MD of
communicate with each other, to avoid
she explained.
Specialised Exhibitions Montgomery, which
bottlenecks at the borders.”
organises the biennial show. There were also several conferences taking
place
alongside
the
exhibition,
including the International Infrastructure &
“We realise that our solution doesn’t work
All in all, Zambia is setting a good
for all mining applications, but we can tailor-
example for the rest of the Southern African
make the offering for certain applications,”
Development Community (SADC).
added Taftman.
Scania
had
an
impressive
stand,
Ever Star Industries, the holding company
Invest Convention (IIIC), which was held on
showcasing its entire mining solution. “It’s
for the Powerstar brand of trucks, made the
September 16 and 17.
the first year at Electra Mining that we’ve
most of the exhibition, using it as a platform
The second day of the IIIC kicked off
had such a big presence, which has opened
to launch three additional products it is
with a focus on overcoming transport and
up lots of opportunities,” said Alexander
adding to its portfolio. These are Powerland,
logistics challenges for landlocked projects –
Taftman, product, marketing and business
Shantui and NHL.
Zambia being a prime example. The session
development director at Scania.
CEO Bob Wang explained: “In terms of
was chaired by Martyn Davies, CEO of
The company offers something of a one-
Powerland, we have designed and spec’d
Frontier Advisory, with Christopher Yaluma,
stop shop when it comes to mining. This
two vehicles from Schacman, the Shaanxi
the Minister of Mines, Energy and Water
includes servicing, parts supply and even a
heavy-duty truck in China. This product will
40 |FOCUS| November 2014
ELECTRA mining
More about the IIIC Held under the theme “African Solutions for African Challenges”, the second edition of the biennial International Infrastructure & Invest Convention (IIIC) 2014 analysed current developments, as well as project-specific progress, within the transport, power and water infrastructure sectors of the Southern African Development Community (SADC). Organised by Deutsche Messe AG and the South African German Chamber of Commerce and Industry, in cooperation with Frontier Advisory, the IIIC 2014 attracted more than 200 delegates and hosted 31 speakers over two days. The conference participants (from Botswana, Germany, Holland, Nigeria, Pakistan, South Africa, United Kingdom, United States and Zambia) participated in the panel discussions, project profiles and sector tours through Electra Mining. Dr Martyn Davies, CEO of Frontier Advisory, South
Africa,
set
the
scene,
saying:
“High
business and transaction costs are some of the greatest hindrances to economic development and competitiveness in the SADC. Efficient and effective infrastructure plays an important role in reducing these costs. The SADC particularly lacks cross-border, integrated transport, power and water infrastructure, which, when in place, can have a deflationary effect on regional economies. Across infrastructure sectors, the World Bank has estimated that the largest funding gaps exist in water (US$ 14,3 billion per annum) and power (US$ 29,2 billion per annum). These sectors also have the largest social impact.”
Top: Scania had one of its Ausroad stemming trucks on display. Middle: This vehicle is part of the Shantui range of construction vehicles, which Ever Star Industries introduced at Electra Mining. Bottom: The rigid NHL dump truck – also launched by Ever Star Industries at the show.
complement our range of Powerstar
DNA of Terex dump trucks.”
trucks and is loosely based on the
“All these products will enjoy the
MAN F2000 cab, but with the driveline
same level of service and quality that
similar to that of a Powerstar.”
Powerstar has delivered in the time
He continued: “We will also be the
since the purchase and restructure of
new distributors for sales and service
the company in 2010,” Wang assured
of Shantui construction equipment,
customers.
thus expanding our market reach in
The next Electra Mining Africa
the mining and construction segments.
exhibition will be held at Nasrec from
Finally, NHL allows us to offer a rigid
September 12 to 16, 2016. Many
dump truck, ranging from 35 t right
exhibitors already booked their stands
through to 330 t, which shares the
for 2016 at this year’s show. |FOCUS
Below, from left: Martyn Davies, CEO of Frontier Advisory, Mike Fanucchi of Barloworld Logistics and Christopher Yaluma, the Minister of Mines, Energy and Water Development in Zambia, on the second day of the IIIC, which kicked off with a focus on overcoming transport and logistics challenges for land-locked projects.
November 2014 |FOCUS| 41
focus on vans
Daimler’s Vitoria plant has given birth to a new baby! CHARLEEN CLARKE travels to the Basque region of Spain to say hola to the new Vito
N
ever been to the Basque region? Stick it on your bucket list immediately! It’s one of the world’s top gastronomic destinations! Think the Americans eat a lot? Basques spend twice as much on food. They probably devote twice as much time to preparing and eating food too. But, of course, I have not flown to Bilbao to enjoy the food (although some would say that a visit to the Basque region and enjoyment of local cuisine are inseparable). I am in Spain to drive the new Vito – which sounds almost as good as pintxos (the Basque version of tapas). Our visit begins with an introduction to the new Vito, which is built just down the road in Vitoria (yes that is where the van’s name comes from). We’re told that the new van sets benchmarks in its segment, with low operating costs, high payloads and superb safety features (up to eight airbags).
Furthermore, it comes in three derivatives – the Vito panel van, the Vito Mixto and the Vito Tourer – and, for the first time in this segment, with front, rear and all-wheel drive. We won’t get to experience the all-wheel drive derivatives, but we certainly will enjoy the turbodiesel engines, with five power ratings, that are up for grabs. Specifically, these are a transverse-mounted, compact four-cylinder engine with a displacement of 1,6 litres (65 or 84 kW) and a four-cylinder engine with a 2,15-litre displacement (100, 120 or 140 kW output). Then it’s time to hit the road and experience the new van. For the first part of our drive, we will tackle inner-city traffic in Bilbao. My co-driver and I select the 116 CDI panel van as our first steed. It comes with a 120 kW engine, six-speed manual transmission and rear-wheel drive. A bevy of safety features – Active Parking Assist, Collision Prevention Assist, Attention
Assist, Headlamp Assist and airbags galore – ensure that we’re in safe hands. I make the mistake of tossing my backpack in the rear of our panel van, which is rather silly; it gets flung around, as we navigate our way through city traffic. On a positive side, it would have been easy to load just about anything in the back; the large door openings and low loading compartment sill make loading and unloading very easy. Also on a positive note, we delight in the standard electromechanical steering, which is just terrific when manoeuvring through Bilbao’s tiny streets. All too soon our spell in the panel van is over. We have arrived at Museo Maritimo Ria de Bilboa for lunch. For centuries, shipbuilding was one of the region’s most important industries. As such, this funky maritime museum, located on the city’s waterfront, uses bright and well-thought-out displays to bring the watery depths of Bilbao
The Vito 116 CDI BlueEfficiency sips just 5,7 litres per 100 km. #UNREAL
The new Mercedes-Benz Vito boasts a permissible gross vehicle weight of 2,5 to 3,2 t.
Hola
to the
new Vito! 42 |FOCUS| November 2014
focus on vans
and Basque maritime history to life. There’s even an outdoor section where children (and nautically inclined grown-ups) can clamber about a range of boats, pretending to be sailors or pirates. We don’t have time to kid around (pun intended). We have eating to do! After all, we’re in Basque Country! As we feast on local delicacies, journalists from around the world chat about the Vito. The consensus is that it’s terrific to drive. Very car-like … After lunch, we hop into a Vito Tourer Base model, which boasts a 65 kW engine, the same manual transmission and frontwheel drive, so it feels completely different to the panel van. Because it’s the bottom-of-therange model, our van is certainly not plush (there’s no air-conditioning, for instance). But we agree that it’s just dandy for staff transport around town. The easy-care seats are great and there’s certainly nothing lacking in the interior. Significantly, it does have some nice-to-
have driver aids, such as Hill-Start Assist, a rain sensor and cruise control. The Hill-Start Assist is particularly useful as we manoeuvre our way, up and out of the docks, and underneath an incredibly low bridge (the Germans have attached a sign to it, stating “Relax; it’s a Vito”, which gives us a good giggle). Our next port of call is the Santuario de Urkiola monastery, in the Urkiola nature reserve. We’re not going to church though. We are (yes, you guessed it) eating – again. Remember, we’re in Basque Country! This time around, we feast on local cakes and pastries. I decide that we need another panel van when we leave – so that I can be loaded in the back. So, we select the 114 CDI panel van, with a 100 kW engine (it needs to carry a huge load, you know), the same manual transmission again and rear-wheel drive.
My co-driver points out that we definitely chose the right vehicle; the panel van boasts an additional 120 kg payload because it’s front-wheel drive. Practically, this means ten extra cases of beer or (in this case) a seriously overfed journo. The 114 CDI panel van turns out to be my choice in terms of engine and transmission combinations; the 100 kW motor offers more than enough oomph and it works nicely with the six-speed manual. And, after a quick detour to the Alava technology park (an architectural delight of note), we arrive at the 17th-century Hotel Parador, which is where Napoleon stayed before his assault on the town of Vitoria-Gasteiz. We manage an assault of a completely different type, tackling a 29-course (okay, I exaggerate just slightly) Basque dinner. The
»
It is the first vehicle in its class to be available with a choice of rear-wheel, allwheel and now front-wheel drive too. #INNOVATION
Even at first glance, the new Vito’s bodywork exudes high quality; apparent from aspects such as narrow, even joints.
The Vito panel van is the only van to provide airbags and a seat-belt reminder for both the driver and passenger as standard. #SAFE
November 2014 |FOCUS| 43
focus on vans
The bonnet of the new Vito is constructed like a sculpture. #STYLISH
The new Vito is 20 percent more economical than its predecessor! #AMAZING
Both the driver and passenger are comfortably seated in the new Vito and benefit from more space than before.
Panel van meets crewcab! Enter the new Vito Mixto!
highlight of our dinner is squid cooked in its own ink; the highlight of my next morning is a demonstration of the reversing camera with trailer mode. We all know that it’s really hard to couple a trailer to a van, especially when you’re on your own. No more! Enter the reversing camera with coupling function. Once activated at the press of a button, the eye of the camera pans down to show a reduced area behind the vehicle. By aligning the vertical yellow line on the monitor with the drawbar of the trailer, the driver can manoeuvre the vehicle straight towards the drawbar – coupling up a trailer has never been easier. Sadly, after witnessing this demonstration, we must leave the Hotel Parador; in a Vito, of course. We pick a panel van with the 120 kW engine again, but this time paired to the 7G-Tronic Plus automatic transmission. The world’s only automatic transmission with torque converter and seven gears for vans,
44 |FOCUS| November 2014
it is optional on the Vito 114 CDI and Vito 116 CDI and standard equipment on the Vito 119 BlueTEC and the Vito 4x4 with allwheel drive. Our choice is deliberate; it takes some time to eat 29 courses and drink 69 bottles of Rioja … meaning sleep was at a minimum. My co-driver and I both delight in the Vito, commenting yet again that it’s just like driving a car. The new Vito’s cockpit is exemplary in terms of its functionality and ergonomics. Symmetrical in its fundamental form, the structure is clear and uncluttered for maximum operational safety. This is a Seriously Good Thing. It means that everything is right where we expect to find it. So our drive is completely effortless. Our destination this time is the Vitoria plant, which is where the Vito is lovingly assembled. Naturally, we enjoy more food before embarking on a tour of this impressive
facility. Then it’s back to the reception room (yes, more food) and then we leave for the airport. This time we’re in a Mixto, which is a panel van morphed into a crewcab in one vehicle. The Mixto has windows between the B and C-pillar as standard, as well as a rugged, antislip floor with a textured surface in the rear. Buyers can choose between either a two or three-passenger bench seats in the rear (the seats all have three-point seat belts with two-way head restraints and even feature the Isofix child seat securing system). We concur that the Mixto is a terrific people and goods transporter (there’s ample space for six workers and lots of equipment). All too soon, our drive is over. We have reached the airport and we have eight hours to spare before flying out. What to do? We hop on the airport bus which, for about R30, transports us into Bilbao in comfort, safety and style. (Yes, it is a Merc.) It’s time for a bar crawl in the city’s narrow alleys. This is known as a txikiteo, and it means noshing pintxos and drinking loads of the local hooch (avoid the cider; it’s gross). More food, you groan? It’s compulsory! After all, we’re in Basque Country! |FOCUS
??????? ???????
November 2014 |FOCUS| 45
itoy exclusive
the
clean side of waste collection
Gianenrico Griffini, from Italian publication Vie&Trasporti, drove the experimental Iveco Stralis 260S42 with hydraulic hybrid powertrain in real operating conditions. FOCUS gets the exclusive
T
oday, a unique combination of innovative ideas, technological expertise, specialised construction skills and deep commitment to research and development are required to develop the transport solutions of tomorrow. These are the features that characterise the two experimental trucks with low environmental impact for transport in urban areas – a parallel hybrid based on the Eurocargo, and a series hybrid based on the Stralis 6x2 chassis cab – both of which are products of the Vector 2015 research project. Launched in 2009, this initiative was co-financed by the Italian Ministry of Economic Development and coordinated by Iveco. It focused on developing environmentally friendly, safe, interconnected vehicles with reduced fuel consumption and emissions – including carbon dioxide (CO2), which is responsible for the so-called greenhouse effect. An advanced diesel-hydraulic hybrid powertrain with serial layout was developed for the experimental Stralis 6x2, equipped with a waste compactor.
46 |FOCUS| November 2014
This solution is “tailor-made” for waste collection in urban areas, characterised by low speed and frequent stop and go. The most interesting aspect of the hybridisation of the Stralis powertrain – a 313 kW (420 hp) Fiat Powertrain Technology (FPT) Cursor 10 internal combustion engine, which is coupled to a hydraulic system developed by the North American specialist Parker – is that the more frequent the stops and starts, the greater the reduction in consumption and emissions. Over the course of a typical waste collection job in a city, says Marco Aimo Boot, alternative traction and electrification manager at Iveco, the fuel consumption of a diesel-hydraulic Stralis is on average 30 to 35 percent lower than conventional vehicles used for this purpose, with peaks of up to 45 percent. At the same time, trials show a drop in the amount of CO2 produced, directly proportional to fuel consumption. “Among the additional benefits of this solution, it is worth mentioning the decreased brake wear due to energy recovery during deceleration, which allows drivers to use the auxiliary system only when needed, as well as an increase of up to 15 percent in
vehicle productivity as a result of improved performance when stopping and restarting in terms of acceleration.” The Vector 2015 project Stralis is an advanced serial-hybrid vehicle in which the internal combustion engine is directly connected, via a drive shaft, to a complex device consisting of several components; namely a transmission unit with three gear ratios (called the Power Drive Unit), a primary hydraulic pump, two secondary hydraulic motors with variable displacement axial pistons, high-pressure diaphragm accumulators, a low-pressure tank and an electronic control unit. The Cursor 10 drives the primary pump directly, which sends oil to the accumulators, compressing the nitrogen (an inert gas contained inside) through an internal membrane. The energy (which is stored from this process) can then be used during start-up for the vehicle pick-up, by means of hydrostatic drive, which replaces the torque generated by a traditional internal combustion engine. The hydrostatic transmission is backed up by two secondary variable displacement pumps that act, in this instance, as motors.
itoy exclusive
Top: It’s business as usual inside the Stralis, with an additional screen for the drive system. Above: A hybrid EuroCargo has also been developed.
There are two modes of traction available: low speed and high speed, to bring the vehicle from zero to around 50 or 60 km/h. Beyond this speed, when the hydrostatic drive becomes inefficient from an energy perspective, a direct mechanical connection between the engine and the wheels is automatically made. When slowing down, the two secondary pumps send the fluid to the two accumulators, re-charging these (regenerative braking). In this manner, up to 70 percent of the energy used during vehicle deceleration can be recovered; this would otherwise be dissipated as heat. Regenerative braking also serves to slow the truck, without the need for a traditional hydraulic retarder. “There are several advantages of the serial-hybrid vehicle solution,” specifies Boot. “First and foremost, in a particularly demanding field of transport such as municipal waste collection, which is characterised by constant stops and starts, this technology allows for a reduction in the load on the thermal engine, allowing it to run at maximum
energy efficiency, with positive effects on both consumption and pollutant emissions.” Inside the driver’s cab, the experimental Stralis does not differ significantly from a conventional heavy-use road vehicle. The only difference lies in the colour display that shows the energy flow along the vehicle drivetrian and charge level in the accumulator tanks. The three gearshift buttons remain unchanged. The latter, however, is not the standard Eurotronic 12-speed system; it is the Parker Power Drive Unit, which controls the two hydrostatic drive phases during pickup and low speed and, beyond the 60 km/h threshold, the direct mechanical connection between the engine and the drive wheels. The integration of the powertrain components allows the Stralis to achieve smooth, jerk-free, powerful acceleration. When slowing down, regenerative braking is especially effective when the vehicle is in hydrostatic mode; for example, at speeds below 50 km/h during typical waste collection in urban areas. This mode is activated by simply turning down the multistage-
multifunction lever, located on the right side of the steering column. In addition to the diesel hydraulic Stralis, the Vector 2015 project has led to the creation of a hybrid EuroCargo, with internal combustion engine and electric units arranged in parallel. This solution also offers considerable advantages in terms of improved fuel economy and reduced CO2 emissions, with reductions of up to 25 percent compared to a conventional truck. These results have been obtained in typical urban distribution applications characterised by low speed and frequent stops and starts. An automatic engine switch-off and restart system has been adopted on the EuroCargo, for longer stops at traffic lights or in traffic jams. Like the Stralis, the EuroCargo also features regenerative braking, with energy recovery to charge the on-board battery pack. Finally, the motor generator, positioned between the clutch and the automated transmission, allows the vehicle to start in electric-only mode from stationary. |FOCUS
As regular readers of FOCUS know, this magazine has been appointed an associate member of the International Truck of the Year (IToY)! FOCUS is the sole South African magazine to have joined this prestigious body. One of the advantages of this association is access to exclusive articles, specially written for FOCUS by ITOY jury members. This is one such article.
2014
November 2014 |FOCUS| 47
light brigade
Ups and
downs We’ve seen some vehicles from JMC – another contender from China – on our roads for the past few years now. This is GAVIN MYERS’s first time behind the wheel of one, though. Here are his thoughts
“I
t stands for Jiangling Motor Corporation …” was my standard response to those inquisitive enough to ask. “Yes, it’s from China,” followed shortly thereafter, as I explained the merits of the company’s latest entrant to our market; the Vigus. Despite JMC having a presence (which is slowly growing) in the local market for some time now, and being in existence since 1947, most of the people I encountered during my time with the Vigus didn’t have much knowledge of the brand. Those in the trucking fraternity will know it for its Carrying range of light trucks and Boarding range of single- and double-cab bakkies. The Vigus is a slightly different animal, though, as it attempts to move the brand upmarket. For review, JMC South Africa handed us the keys to the R379 990, 4x4, SLX version. The basic shape of the Vigus is made up of soft, flowing lines. Looks being a subjective topic, some might say it’s almost “feminine”. Being the 4x4 variant with raised ground clearance (225 mm), our Vigus was fitted with chunky wheel arch flares and side steps – adding a bit more bravado. The overall design is pleasant, though. The interior came as a pleasant surprise too, showing the Chinese can do modern and
48 |FOCUS| November 2014
good quality. The Vigus certainly has one of the best interiors of the Chinese bakkies we have yet sampled – it’s pleasing on the eye, there are no cheap-feeling touch points or rattles and the trimming has been well thought out. However, it’s not without some faults … the cabin feels a bit tight for a modern bakkie; the driver’s seat (itself comfortable) has no adjustment for height and the steering wheel no adjustment for reach, making finding an ideal driving position a bit tricky; the handbrake is uncomfortably positioned way over to the left of the centre consol; and the entertainment system’s touch screen is invisible in harsh sunlight. The Vigus SLX offers an interesting array of features, chief among them being the entertainment system. Its highlight feature is a DVD player, while it also supports the usual MP3, auxiliary and USB inputs. The system continuously dropped my flash drive, though. Given the incorporation of a DVD player, one would also have expected Bluetooth handsfree connectivity, but this is not offered. Also conspicuous by their absence, on a vehicle aimed upmarket, were an onboard computer and, although not a “must have”, cruise control. Other standard features include leather seats, a multifunction steering wheel, rear
parking sensors and auto-locking doors. On the safety front, dual airbags, front and rear fog lights, and ABS anti-lock brakes with Electronic Brakeforce Distribution are fitted. The 2,4-litre diesel engine, as fitted to our test unit, produces 90 kW and 290 Nm. While these figures aren’t class-leading, performance is acceptable. Claimed fuel consumption is 8 l/100 km. The five-speed gearbox on our vehicle was notchy and had a tendency to “lose” the gate, with one unable to move the gearlever over and select first … Despite this foible, it is by no means the worst gearbox we’ve encountered in a Chinese vehicle. Electronically selectable fourwheel drive is fitted, but there are no diff-locks. The Vigus is fitted with fairly compliant suspension, treating occupants to a comfortable ride. Its rubberised load bay measures 1 475 (l) x 1 475 (w) x 500 mm (h). Gross vehicle mass is rated at 2 770 kg while the payload is 815 kg. The Vigus SLX is something of a mixed bag. In some regards, particularly interior quality and its five-year/60 000 km service plan (it also has a three-year/100 000 km warranty), it moves the game up for Chinese bakkies. On the other hand, it’s filled with too many niggles that detract from its upmarket ambitions and is short on some features expected at the price. |FOCUS
Dakar experience
Dakar driver for a day
There is a lot going on at Iveco South Africa at the moment, which will benefit the company and its customers. GAVIN MYERS reports
F
irst for discussion are the changes at the top. With Bob Lowden returning to the United Kingdom, Eamonn Parker has, as of October 1, taken over the role as the local MD. The company has also seen the arrival of Mario Gasparri as vice president of CNH Industrial South Africa – Iveco’s parent company. Then there’s Iveco’s new plant in Roslyn, Pretoria, which, during July, started production of the company’s medium range of vehicles, adding extra-heavies and buses during October. One of CNH Industrial’s 63 plants worldwide, it has capacity to build 5 000 trucks and 1 000 buses a year, with 20 percent of production dedicated to export. The company has also officially launched the new EuroCargo range of heavy commercial vehicles (HCVs), which you may have read about when we brought you a sneak-peek back in September. To refresh your memory, the new range of six- to 19-t vehicles consists of the 120E22, 140E22 and 150E22 models (now offering 164 kW (220 hp) over the previous 156 (210 hp)), the re-introduction of the 160E24, and the 180E28. There are also two 4x4 models – the 150E24W (dual wheels) and WS (single wheels) – and it is these that form the basis of the final bit of Iveco’s big news … you now have the opportunity to own your own Iveco Dakar racing truck! Well, sort of … Offered on all 4x4 versions of the Daily, EuroCargo and Trakker,
customers can order special, limitededition Tested By Dakar kits. Designed in collaboration with LA Sport, these kits consist of a black powder-coated front bull bar (with optional front tow hitch and 5,4 t winch), black powder-coated steel rims, a rear tow bar on the Daily, 50 w 6,7-inch LED spot lights, water-resistant seat covers, and a full cab wrap in the livery of the immortal “507” Dakar Trakker. If any of these customers attended Iveco’s Tested By Dakar Experience at the ADA Training Facility just outside Lanseria, during October, it would be hard to imagine some of them not ordering these kits. The event included Iveco’s limited edition Tested an action-packed series of “mini-Dakar” By Dakar kits are available on its 4x4 models. activities that kept visitors enthralled. Ever wanted to take a Daily round a dirt skid-pan? Guests were able to do just that, with three bucket seats. It might be about 300 kW a bit of competition to post the quickest time. down on the pukka Dakar racer, but, in expert Then it was time to trade the screeching hands around the ADA facility, it was one tyres for the axle-twisting punishment of the exhilarating ride! off-road course, and put the Daily 4x4 –Tested As team Iveco Petronas De Rooy prepares By Dakar Limited Edition, of course – through for another top performance in Dakar 2015 its (quite remarkable) paces. This vehicle can (the team finished second, seventh and tenth certainly “rough it with the best”! this year), Iveco South Africa is preparing for The highlight of the event, though, was its own top performance at the hands of its undoubtedly Iveco SA’s replica 507 Trakker, new management, as the Roslyn plant moves also built by LA Sport. Almost identical to the into full production, and as the new EuroCargo real thing, it features completely upgraded hits the road – hopefully most of them deckedsuspension, an altered engine configuration, out in that distinctive, green, Tested By Dakar and a stripped-out cabin with roll cage and livery! |FOCUS
November 2014 |FOCUS| 49
????? ?????
The Proven Actros: A sustainable business solution. “A 5% extra fuel saving is just what is necessary to reach that small target in profitability and make our business sustainable”, says Kobus van Tonder, Managing Member of Uni Freight. And, as a family-run freight company founded in the late ‘80s, sustainability is exactly what his business is about.
But, in recent years, Kobus encountered an escalating challenge. “The fuel price went up by a huge margin and fuel became by far our biggest expense.” He had to look for an option that offered better fuel consumption, so he turned to Mercedes-Benz and the Proven Actros fitted with hypoid rear axles and FleetBoard. “Mercedes-Benz came to us with an exceptional deal.” – a proven 5% fuel saving.
52 5% ‘11 Proven Actros with FleetBoard
Fuel saving with Hypoid rear axles
The year everything changed
Kobus uses FleetBoard as a management tool which not only saves him time, but also trains his drivers to be even more fuel efficient. He says, “Monitoring all aspects of my fleet can be very time consuming”, but with FleetBoard fitted standard on all Proven Actros with hypoid rear axles, along with FleetBoard professional training, this isn’t the case. “As drivers’ skills get better and bad habits are neutralised, more of my time is available to concentrate on other aspects of my business.”
Put to the test along the Penhoek Pass in the Eastern Cape, even over the harshest terrain and with inexperienced drivers behind the wheel, the Proven Actros fitted with hypoid rear axles consistently used 5% less fuel than hub reduction models. The Proven Actros now comprises 50% of Kobus’ fleet, and he is happy to report that “a considerable saving is achieved with the Actros.”
Until 2011, Uni Freight didn’t run any Mercedes-Benz vehicles. When Kobus finally made the leap, he started with 12 brand new Actros 2654 Truck Tractors, equipped with hub reduction rear axles. But then fuel saving became his top priority, and by earlier this year his Mercedes-Benz fleet had expanded to 54 Proven Actros – 52 of those with hypoid rear axles. Going with Mercedes-Benz – and particularly the Proven Actros – “was part of a strategic plan to save on fuel costs, and the Actros meets all our expectations and is running trouble free.”
50% 50 |FOCUS| November 2014
of Kobus’ fleet are Mercedes-Benz
Kobus van Tonder, Managing Member, Uni Freight Kobus van Tonder and his wife Elaine established Uni Freight as a long distance hauler in the late eighties. Since then, he has served as the company’s managing member, and he is “proud to say that it is a successful family business that all our children have become a part of.” Uni Freight is run from Harrismith in the Free State province of South Africa, with its footprint spreading countrywide and as far as most neighbouring countries – Botswana and Zimbabwe being the most popular destination.
12
54
96%
ACTROS IN 2011
ACTROS BY 2014
OF THOSE ARE FITTED WITH HYPOID REAR AXLES
November 2014 |FOCUS| 51
MBSA/1457/UNI
105
UNI FREIGHT RUNS A FLEET OF
A Daimler Brand
??????? ???????
GLOBAL FOCUS
E
arlier this year, we learnt about the moving out of the July 1, 2017 compliance date for the general introduction of new cleaner fuels in South Africa, and noted speculation that the legislation might only take effect in 2020. It followed that this delay would have a negative impact on the introduction of some newtechnology vehicles into the local market, a fact subsequently confirmed in published comments from Kobus van Zyl, managing director of Daimler Trucks and Buses South Africa. Although some short-term relief was provided by Sasol’s launch of its ULS 10 parts per million (ppm) diesel fuel through outlets in Gauteng and Mpumalanga, the lack of wider availability of this fuel would inevitably limit the vehicle purchasing options of transporters with a broader operational footprint, especially those working in the more remote areas of the country and across its borders. However, comments made at the Gas Week conference held in Bryanston, Johannesburg, during June – and subsequently reinforced by the South African Oil and Gas Alliance – suggested an alternative long-term direction for solving the problem. They put forward the view that South Africa should be focusing more
attention on gas developments to secure its future fuel requirements. Extensive natural gas resources are known to be present in the region. These include recently discovered coal-bed methane deposits in Botswana, the shale gas deposits in the Karoo that are central to the ongoing “fracking” debate, and natural gas deposits off the Mozambique coastline. There is a perception that further discoveries are likely to be made in the future that will greatly increase the region’s importance as a gas producer. However, exploration and extraction is expected to be expensive, and substantial investments will be necessary to roll out the process. Natural Gas, in either liquefied (LNG) or compressed (CNG) form, is widely used as a vehicle fuel, with the main markets reportedly
being in Iran, Pakistan, Argentina, Brazil and China. Many major vehicle manufacturers offer versions of their products that are adapted to run on CNG or LNG. Other specialist companies, notably Westport of British Columbia, are active in the business of converting conventional engines for operation on gas fuels. In South Africa, natural gas from Mossel Bay and Mozambique currently constitutes only about two percent of the energy mix. Globally, natural gas-fuelled vehicles are gaining popularity in city and suburban passenger and goods-carrying applications, because of their lower emissions. A project to convert 1 000 minibus taxis to CNG operation was recently inaugurated in Johannesburg. Fuel distribution and availability are the greatest challenges to the wider use of natural gas as a vehicle fuel, and the existence of fuelling facilities in major centres is another reason for the present urban concentration of gas-fuelled vehicles. Recently, there have been a number of introductions of new gas-fuelled products from global commercial vehicle manufacturers. Mercedes-Benz has announced the availability
The gas alternative –
gaining ground In his monthly review of global news for local truckers, FRANK BEETON looks at some new developments in gas-fuelled trucks, and discusses their relevance to local operators, examines Hino’s Australian “hot rod” light truck and its cheeky advertising campaign, recalls a once-famous name that lives on in a new guise, and details MAN’s new top-of-the-range Euro-6 engine
52 |FOCUS| November 2014
GLOBAL FOCUS
of the M 936 G natural gas engine in its recently refreshed Econic range of specialist low-entry waste collection and short-radius distribution vehicles. This six-cylinder, in-line powerplant is based on the 7,7-litre OM 936 turbodiesel, producing similar outputs of 222 kW (302 hp) and 1 200 Nm in CNG-fuelled format. Unique components for the CNG version include an asymmetrical turbine turbocharger, charge-air ducting, a spark-plug and coil-ignition system, exhaust gas recirculation equipment and lightweight carbon-fibre-encased steel gas cylinders. The inherently soot-free combustion characteristics of the gas engine have obviated the need for a particulate filter, leaving exhaust emissions to be processed through a three-way catalytic converter. This power unit is claimed to be quieter than its diesel counterpart across the entire engine speed range. Features and specifications of the latest Econic line-up were detailed in the June 2013 FOCUS, and the CNG-fuelled NGT version continues to follow that general description. Last July, we reported on the latest updates
to Volvo Trucks’s FE and FL distribution specialist ranges, and their newly adopted 5,1-litre D5 and 7,7-litre D8 global engine family diesel power plants. This year, Volvo has launched a methane gas-fuelled version of the FE range, designated FE CNG, which is primarily intended for short driving cycles involving frequent stopstarts, including refuse collection and local distribution duties. (Methane is the generic name for both natural gas and biogas, with the former emanating from deposits beneath the earth’s crust, while the latter is extracted from decomposed organic material.) The Volvo FE CNG is equipped with a short day cab, and uses an all-new, nine-litre G9K Euro-6 engine fitted with spark-plug technology, producing power and torque outputs of 240 kW (320 hp) and 1 356 Nm, respectively. The engine draws fuel from a 160 m³ fuel tank and is partnered by a six-speed fully automatic transmission. Meanwhile, in Brazil, MAN Latin America has put a CNG-fuelled Volkswagen Constellation 24.280 prototype into service on a six-month
trial with transport operator Coopercarga, delivering beverages in central Rio de Janeiro. This vehicle, which is powered by an MAN E0836 engine imported from Germany, delivered pre-service test results suggesting that it will return significant fuel consumption, CO2 emissions and noise-level benefits over the equivalent diesel model. MAN reports substantial interest in the possibility of operating CNG fuelled trucks among fleet owners in Brazil, Peru, Bolivia, Mexico and Venezuela. From a local perspective, the delay in the phasing-in of Euro-5-type fuels in South Africa will add additional momentum to local arguments in favour of gas as an alternative. Presently, the lack of a comprehensive distribution system for any form of gas-based fuel in the country is an obstacle, but its protagonists are advocating shorter-term importation of natural gas, ahead of large-scale local or regional exploitation, in order to develop the market for this type of fuel. Wider use of CNG by the taxi industry, and some adoption of this fuel by city and suburban bus fleets, could also be supportive
Volvo Trucks has introduced a methane gas-fuelled version of the FE distribution range.
November 2014 |FOCUS| 53
»
GLOBAL FOCUS
developments. Clean fuel availability is becoming a key issue in ensuring the safe, environmentally acceptable and sustainable operation of transport, and the country needs a clear and affordable strategy going forward to achieve these goals. Hino’s Aussie Hot Rod Australia’s light-duty truck market – 3 500 to 8 000 kg gross vehicle mass (GVM) – is very similar to South Africa’s medium commercial vehicle (MCV) market segment (3 500 to 8 500 kg GVM), with the important difference being that it excludes integral panel vans, which are reported separately “down under”. In 2013, Australian light-duty truck sales totalled 8 550 units, and the suppliers were headed up by Isuzu (38 percent market share), Fuso (21,8 percent share) and Hino (20,3 percent share). This makes it an important battleground for these Japanese brands, and Isuzu’s dominant position in light trucks has contributed significantly to its overall leadership of the Australian truck market for the past 25 consecutive years. Consequently, major efforts are being made by Japanese manufacturers to provide Australian operators with exactly the vehicles that they want, and specification levels are constantly on the rise. Features now to be found regularly on Australian market light trucks include state-of-the-art entertainment systems, satellite navigation, reversing cameras, ABS, disc brakes and stability control. As can be seen from the 2013 results, Hino has some catching up to do. The Toyota-owned company has frequently stated its intention to chase down Number One in the Aussie market, so an aggressive approach to light truck marketing is an important component of that strategy. Earlier this year, Hino shook up the status quo by putting a five-litre JO5E engine, developing 151 kW, and 600 Nm of torque, into a 300 Series truck. That’s right, a 205 hp engine in a truck rated at 8,5 t GVM, or even in a 4,5 t GVM version that is also available for operation with a car driver’s licence! By way of comparison, the equivalent South African 915 model has a four-litre engine rated at 110 kW (147 hp). The Aussie line-up includes the 920 model, which has its JO5E engine down rated to 139 kW (189 hp)/510 Nm (still very substantial outputs in this mass class) and is equipped with Hino’s MZZ6F six-speed manual transmission, and the 921 with fully rated, five-litre engine and Aisin A465 six-speed automatic gearbox.
54 |FOCUS| November 2014
Hino Australia has added a 151 kW option to its 300 Series range.
The fact that the top power output is available only in the automatic transmission version is interesting, and follows the lead of some manufacturers at the top end of the heavy-duty market that will only pair their most powerful engines with automated transmissions, thus protecting their drivelines from the ravages of over-zealous driving! Clearly, with these flagship 300 Series models, Hino has set out to create a “driver’s truck”, and has included features such as overdrive ratios in both transmissions, a suspended driver’s seat, dual airbags, an entertainment system and vehicle stability control in the specifications. Hino’s advertising of this premium light truck can only be described as “interesting”. The ad shows a 921 chassis engaged in a tugof-war with another truck of similar size, facing away from the camera to hide any identification. However, any knowledgeable observer would immediately recognise its distinctive cab shape as being that of the market leader! Although no comment is offered, the Hino looks extremely composed, apparently winning the battle, while the competitor is wreathed in smoke, presumably coming from its spinning tyres being pulled mercilessly backwards. The ad’s headline reads: “Australia’s most powerful light-duty truck. And it’s an auto”. Provocative, indeed! What’s happening at Leyland? There was a time when the town of Leyland, in the English county of Lancashire, the home of Leyland Motors Limited, would have been many people’s choice as “heavy truck and bus capital of the world”. This was certainly the case in the 1950s, before the ill-fated consolidation
of the once great British motor industry gained momentum and became a self-consuming rush to virtual extinction. Just to recap, that process had started as early as 1925, and eventually encompassed a whole slew of iconic car, truck and bus brands including Leyland, Albion, Scammell, AEC, Thornycroft, Aveling-Barford, Guy, Daimler, Triumph, Rover, Jaguar, Austin, Morris, Wolseley, MG, Riley and Bristol. The end result was the breaking up of the British Leyland empire (which had been politically engineered to contain all of the aforementioned), and the sale of most of its remaining constituents to foreign capital. Alas, many of them did not survive the process, and today, the Leyland “Catherine wheel” logo can only be seen adorning Indian Ashok Leyland products. However, Leyland’s name does still live on in the commercial vehicle industry, as Leyland Trucks Limited, but not as a vehicle brand. Since 1998, it has been a subsidiary of American trucking family Paccar Inc, and is today the United Kingdom (UK) production and development base of that group. The company currently employs more than 750 people, and its facilities occupy 60 000 m² of space in the famous town. These include a parts distribution centre, and a design and development facility employing 100 engineers. During July, Leyland Trucks celebrated the production of the 125 000th DAF LF light to medium-duty truck – with these products having been supplied to the UK, European, Israeli, Malaysian, Australian and South American markets. The Leyland operation’s current production includes Euro-6 DAF LF’s, covering the GVM
GLOBAL FOCUS
GPS-controlled cruise-control system, Electronic Stability Programme, Emergency Brake Assist, Lane Guard System, and Adaptive Cruise Control. Other D38 features include XL, XLX and XXL cab sizes, left or right-hand steering, and a selection of axle/drive configurations including 4x2, 6x2 with mid or rearmost drive axles, 6x4 tandem drive, and 8x4 tandem drive. The D3876 engine has a number of interesting design features. The engine is constructed from a number of different materials, with the block and cylinder head
spectrum from 7,5 to 18 t, and powered by four and sixcylinder Paccar PX engines. MAN’s new engine At the end of June, MAN Truck and Bus revealed details of its new D3876 engine (which you might have read about on page 25 of FOCUS October), prior to its appearance in the TGX 41.640 8x4 heavy-duty truck-tractor at the 2014 IAA show in Hanover (see page 14). This six-cylinder in-line diesel, which displaces 15,2 litres, can produce outputs of up to 480 kW (640 hp), and 3 000 Nm, and is the flagship of MAN’s Euro-6-compliant engine line-up. The TGX 41.640 is capable of working at gross combination mass (GCM) of up to 250 t, and, as part of MAN’s new TGX D38 truck range, is equipped with a new-generation TipMatic 2, 12-speed automated transmission,
The 480 kW D3876 is the flagship engine in MAN’s Euro-6 line-up.
made of cast iron with vermicular graphite, the flywheel housing of aluminium, and the sump and rocker cover of plastic construction. The cooling system is described as “top-down”, with the liquid coolant pumped through the engine from top to bottom, giving priority to high thermal stress areas such as the injectors and exhaust valves. The system is also claimed to ensure even cooling of all cylinders, drawing less engine power for the operation of the coolant pump. The engine also employs domed valves, claimed to be a first for truck diesels, which reduce
distortion of the valve head at the seating ring. The pistons are manufactured from forged steel, enabling the use of shorter pistons with longer connecting rods, resulting in reduced surface contact between piston and cylinder liner wall, and less wear. The D3876 induction system consists of two-stage exhaust turbocharging, and twostage charge air cooling. The two differently sized turbochargers are connected in series, with the smaller, high-pressure unit tasked to optimise low-speed response, while the larger unit comes more into play at higher speeds and loads. The third-generation, common-rail fuelinjection system operates at pressures of up to 2 500 bar, providing pre-, main- and postinjection events. Euro-6 emissions compliance has been achieved through a combination of cooled external high-pressure exhaust gas recirculation, selective catalytic reduction, and a closed particulate filter employing continuously regenerating technology. MAN claims that this combination reduces AdBlue usage by 60 percent when compared to a Euro-5 installation. The engine also has foam-filled encapsulated cable harnesses to eliminate vibration fatigue, and a demand controlled two-cylinder air compressor of 476 cc displacement, which is brought into operation only when required. Engine braking is provided by an exhaust valve brake (340 kW retardation at 2 400 r/min), or a Turbo EVB, which increases the retardation level to 600 kW at 2 400 r/min. Last December, we asked: “Has Euro 6 put the lid on the power race at the top of the global truck market?” The arrival of the D3876 may have provided a partial answer to that question, as it is less powerful than MAN’s 500 kW (680 hp) D28 engine, launched as far back as 2007. However, this new engine is also claimed to be 160 kg lighter than the Euro-5 D28 V8, so an argument can be made in favour of greater efficiency. For the time being, however, it seems that Volvo Trucks’s 551 kW (750 hp) FH16 will retain the title of “world’s most powerful truck” that it gained in September 2011, until a new Euro-6 champion is crowned. |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.
November 2014 |FOCUS| 55
SHORT
HAULS Babcock Financial Services to finance DAF trucks Babcock, sole importer and distributor of DAF trucks in the southern African market, has announced that, with immediate effect, it has established a dedicated finance company, Babcock Financial Services, to provide finance for the purchase of DAF trucks. Wilna Steyn, CEO of Babcock Africa’s transport solutions division, made the announcement in October, saying that this
Hello Hino Tshwane
development had been planned for some time and that she
After many years, Hino Pretoria North is no more. Don’t despair,
believes the offer of finance will significantly boost sales of DAF
though – Hino Tshwane is your new port of call in the 012, located
trucks in the South African market.
at 1 Visagie Street, Pretoria West. Headed up by dealer principal
“When we took on the DAF brand four years ago, we became
Henk Viljoen, the new facility forms part of the Imperial Group –
aware of the importance finance plays in the extra-heavy truck
which also has three other Hino dealerships: Parrow, Nelspruit and
market. To address this issue, we initially entered into various
Germiston.
joint ventures and partnerships with local banks to offer a
“On behalf of Hino SA, it’s my honour to thank the Imperial Group,
solution to our customer base. However, these solutions did
Toyota South Africa Motors and Hino Motors Limited in Japan, for
not fully meet all the requirements of our customers, who were
investing in the facility and relocating it here. What Henk and his
really looking for an in-house finance solution. The establishment
team have done here is magnificent,” says Ernie Trautman, Hino SA
of Babcock Financial Services will now meet these needs,”
vice president.
explains Steyn. She adds that, in addition to the recent renewal of
“Refurbishment and renovation of the 10 000 m2 facility cost R2,1 million and took a year,” explains Viljoen.
Babcock’s DAF distribution contract for a further five years,
Manned by an experienced team of 30, the new facility offers
this development also demonstrates Babcock’s commitment to
true one-stop convenience to its customers. In addition to the usual
servicing and growing the DAF brand in this country.
sales, parts and finance solutions, the facility offers a state-of-the-
Within a very short period of time, Babcock Financial
art drive-through workshop that can service up to 20 vehicles a
Services has already enjoyed a huge take-up from customers
day. In the workshop are a brake tester, suspension tester and a
from all parts of South Africa and Steyn predicts that this will
wheel-alignment system. There is also tyre fitment and balancing
grow very rapidly over the next 12 months.
equipment. It doesn’t stop there though … Also on site is body builder Jurgens Steel Worx, while future plans include a certified roadworthy testing station, overnight accommodation for drivers, stocking of body panels to supply nearby panel beaters, as well as a dedicated used truck refurbishing and sales operation. Weekend servicing can be done by special arrangement and the dealership has a 24-hour breakdown service and parts availability. A Toyota Dyna is now being equipped as a mobile workshop that can support, service and repair on the road or at a customer’s premises. “The standard has just been raised – you can do anything here,” says Trautman. “Therefore, the customer expectation will also increase … So I have put a challenge to the staff of Hino Tshwane – do not maintain the standards you’ve achieved, raise the bar to the next level. To the customers, I challenge you to utilise Hino Tshwane and give them feedback. They want to provide the best level of service you can find at a truck dealer,” he concludes.
56 |FOCUS| November 2014
??????? SHORT ??????? HAULS
Pamodzi and FAW set up new company FAW South Africa has set up
skills transfer, employment and
a
poverty alleviation.”
company
with
the
long-
established Pamodzi Group to
The company will be involved
focus on business for trucks in
in handling African business
South Africa and other countries
relations, including dealing with
in sub-equatorial Africa. This new
government
company,
has
parastatals, private businesses
a structured shareholding of
and companies in Mozambique,
51 percent held by Pamodzi and
Zimbabwe, Botswana, Zambia,
49 percent by FAW South Africa.
Namibia and Angola.
Pamodzi-FAW,
departments,
The official announcement of
FAW CEO, Yusheng Zhang,
the venture was made at the
says: “We believe that Pamodzi-
African International Aerospace
FAW is in a good position to be a
Defence Exhibition which took
major supplier of military vehicles
place at the Waterkloof Air Force
in sub-Saharan Africa, as we
Base in September. The new
have 30 FAW dealerships in the
company had three trucks on
region offering sales and service,
display, based on 6x6, 4x4, and
or service only. They are backed
6x4, 343 kW (460 hp) truck
up by a parts warehouse in
tractor chassis cabs. The military
Spartan, with stock worth almost
trucks
R80 million. There are also parts
recently
underwent
extensive testing and evaluation
hubs in Cape Town and Durban.”
at the Gerotek facility, west of Pretoria. Ndaba Ntsele, chairman of Pamodzi-FAW,
explains:
“We
see Pamodzi-FAW as a total business partnership and not a BEE venture. We view it as an important building block aligned to government imperatives that prioritise localisation, as well as industrialisation, which are key when addressing issues such as
From left: FAW deputy CEO: Jianyu Hao, FAW executive director: Richard Leiter, Minister of Defence and Military Veterans: Nosiviwe MasipaNqakula, FAW CEO: Yusheng Zhang, and FAW CFO: Haichuan Teng.
Altech Netstar acquires Fleetpro The purchase of FleetPro, a fleet and asset management solutions provider, by Altech Netstar has established a strategic platform that will enable the company to offer its customers a fully comprehensive range of fleet solutions, according to Harry Louw, Altech Netstar managing director. He says the acquisition is revolutionary in local fleet management, as it closes the loop in the provision of an extensive suite of fleet solutions from a single provider. “Altech Netstar has seized the opportunity to expand its services to provide solutions for key southern African fleets,” he adds. “A strategic imperative for Altech Netstar is to deliver the most all-encompassing range of fleet solutions in the market, and the acquisition of FleetPro provides a unique offering, while enhancing the company’s position as technology leader in fleet management.” FleetPro’s John Bell, who has been at the helm of the company since its inception, says the comprehensive package includes fleet finance and maintenance management; fuel, accident and fines management; as well as personnel and driver management. “Our fully integrated fleet management, rental and leasing system already has a successful history of providing large and small fleets in southern Africa, Africa, the Middle East and Europe with optimal management advantages and competitive bottom-line results. The acquisition of Fleetpro by Altech Netstar takes the company’s offerings and solutions in fleet and asset management to a much higher level, with the opportunity to extend these beyond the present borders,” he points out. Louw says that the extended range of complementary services available to both Altech Netstar and FleetPro clients is in line with collaborative initiatives aimed at bringing business value to clients.
Twice as nice The oil change intervals on diesel engines are
doubled to 500 hours and the oil has showed no
on the rise as products are becoming “cleaner”
signs of fatigue. It has also been proved that the
and more efficient … but a helping hand is always
product provides a lower rate of oil consumption
welcome, which Fuchs aims to provide.
when compared to products used previously.”
The company has launched a new engine oil;
It adds that reduced fuel consumption, high
Titan Cargo MC 10W-40, which is suitable for all
wear protection and fast oil circulation after
diesel engines – with or without turbochargers –
start are additional advantages that Titan Cargo
in trucks, buses and industrial machinery.
MC 10W-40 provides. “The performance of
Fuchs states that the drain intervals of
Titan Cargo MC 10W-40 makes extremely long
competitive products are around 250 hours.
oil change intervals possible, based on the truck
“With this product, these intervals have been
manufacturer’s recommendations.”
November 2014 |FOCUS| 57
SHORT HAULS FAW tippers keep Ross Demolition on track
Racking up some recognition Green is certainly the new black, as being environmentally friendly is the norm in today’s society. Some, however, go above and beyond … CNH Industrial, a global player in the capital goods sector, has been named Industry Leader for 2014 by the Dow Jones Sustainability Indices’ (DJSI’s) World and Europe indexes. This is the fourth year in a row that the company has racked up DJSI’s top position – with the 2014 assessment resulting in a score of 87/100 for CNH Industrial, compared with an average of 50/100 for the participating companies in the machinery and electrical equipment industry. In response to the news of CNH Industrial’s appointment as Industry Leader, CEO Richard Tobin expressed appreciation for the acknowledgement of the company’s work in sustainability: “The worthwhile practices and activities we promote are essential for future strategic development. They provide us with a solid and ethical basis by which to conduct our business worldwide.” CNH Industrial received the highest score in the principal areas of analysis in the environmental dimension (which includes environmental policies and management systems, climate strategy and water-related risks), as well as in the economic dimension (comprising supply chain and innovation management).
Ross Demolition (RD), headquartered in Cape Town, has prospered for 116 years. It has survived many tough economic times, spanning four generations of a family of engineers. At present, Robert Ross and his son John manage the business, which engages in contract demolition work across the whole of South Africa and sub-Saharan Africa, on a contract basis. The business relies heavily on a competent fleet of trucks to ensure all projects remain profitable, and continue to uphold its reputation for delivering on its promises. This is exactly where the company’s fleet of FAW vehicles, mainly extra-heavy tipper trucks, is integral to its success. “Our first FAW trucks to join the RD fleet were purchased to service contracts in Africa, where uncomplicated, easy-to-drive and easy-to-maintain trucks were the main criteria for completing our excavation contracts with minimum downtime,” explains Robert Ross. “At present, we operate 28 FAW units, mostly the proven and robust 28.280FD tippers. I am very happy with the operational efficiencies we’re getting. In most cases, we are realising superb fuel consumption at 2,3 to 2,8 litres per kilometre. “Working in difficult and dusty, uneven terrain, dealing with steep gradients on and off site, and heavy payloads, we opted for a shorter-wheelbase configuration and a 400-litre fuel tank. The Euro-2, Weichai WD 615,50 engines give us a respectable 206 kW, with an effective torque of 1 160 Nm to pull payloads – some beyond the prescribed 12-t parameter. “The FAW trucks have succeeded admirably in all our initial trials. The first units coped beyond our expectations, thus we’ve deployed them on all our projects; locally and across the border, from confined inner-city projects to distant massexcavation sites,” he adds. John Ross explains: “Our fleet is efficient, robust and reliable. Our drivers are well trained. We employ sound fleetmanagement systems, including trackers, to ensure that we get the necessary performance to maintain our margins.”
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58 |FOCUS| November 2014
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naamsa
Commercial vehicle sales report for september 2014 Note: For the time being, Great Wall Motors SA (Pty) Ltd will only report aggregated sales data. The GWMSA market split volumes are estimates based on historical trends and forecasting techniques. Light Commercial Vehicles < 3 501 kg AMH Fiat Group Ford Motor Company GMSA GWM – estimate Jaguar/Land Rover JMC Mahindra Mercedes-Benz SA Mitsubishi Motors SA Nissan Peugeot Citroën SA Renault TATA Toyota Volkswagen SA
Total: 15 179 764 15 2 973 2 619 176 59 51 181 4 102 2 409 17 12 138 5 226 433
Medium Commercial Vehicles 3 501 – 8 500 kg AMH Fiat Group Ford Motor Company GMSA Iveco JMC Mercedes-Benz SA Peugeot Citroën SA TATA Toyota UD Trucks Volkswagen SA
Total: 904 13 21 18 173 50 21 184 3 56 229 58 78
Heavy Commercial Vehicles 8 501 – 16 500 kg FAW GMSA Iveco MAN Mercedes-Benz SA Powerstar TATA Toyota UD Trucks
Total: 487 25 126 4 6 54 2 53 102 115
Extra-Heavy Commercial Vehicles > 16 500 kg Babcock DAF FAW GMSA Iveco MAN Mercedes-Benz SA Powerstar Renault Trucks Scania TATA Toyota UD Trucks Volvo Trucks
Total: 1 247 34 26 50 20 130 407 35 39 151 14 40 124 177
Buses > 8 500 kg GMSA Iveco MAN Mercedes-Benz SA Scania TATA
Total: 119 4 18 50 22 21 4
*Source: National Association of Automobile Manufacturers of South Africa (Naamsa).
60 |FOCUS| November 2014
On BUS AND COACH
Buscorâ&#x20AC;&#x2122;s bustrains: a true world-first!
SA bus seat manufacturers in the hot seat for survival!
No sleepless nights over distortions in public transport?
Bustrains
MAN and Buscor make
history! The culmination of a seven-year journey, Buscor has just taken delivery of a world-first fleet of 12 MAN HB3 bi-articulated buses. GAVIN MYERS hops onboard
M
ost of South Africa’s bus industry and public transport aficionados should be quite familiar with Nelspruit-based operator, Buscor. The company, according to executive chairperson Nora Fakude-Nkuna, has been rated the best-managed commuter transport company in Africa and, since 2007, has been in the headlines for its pioneering bustrain project. With the blessing of the national Department of Transport and MAN Truck & Bus South Africa, Buscor developed and tested ten bi-articulated bustrains (or “doublebendies” as they’re affectionately nicknamed by the MAN staff). The prototypes were put through a 2,2 million kilometre pilot project, transporting a total of 3,3 million passengers. Following some fine-tuning of the prototypes, the vehicles were granted full Performance Based Standard (PBS) certification (see sidebar) and 12 new fully compliant bi-articulated buses have now been handed over to the company. “Buscor’s goal to field a fleet of 50 bi-articulated vehicles has gained critical momentum. These buses will be used during peak-density periods, significantly reducing the number of vehicles required,” says FakudeNkuna. With capacity for 172 passengers (137 seated and 35 standing), a full bustrain can take up to 60 cars off the road – with clear advantages for increased efficiency and road
62 |FOCUS| November 2014
safety, reduced environmental impact and traffic congestion, and quicker travel times for commuters. “The transport sector is the heartbeat of social and economic development; it is central to South Africa’s growth trajectory. Transporting 137 people at once reduces the number of people standing, promoting productivity. We are truly grateful and congratulate everyone in this initiative,” says Minister of Transport Dipuo Peters. “We need to, literally, move South Africa forward. MAN and Buscor must remain our partners,” she enthuses. Geoff du Plessis, managing director of MAN Truck & Bus SA, says that the challenge to supply a bus fit to carry Buscor into the future was multifaceted. “It demanded a great deal of teamwork between Buscor’s technical department, MAN’s engineering divisions in Munich, Germany, Pinetown, KwaZulu-Natal and Oifantsfontein, Gauteng, as well as road transport engineers specialising in the design and testing of abnormal-length vehicles.” He adds: “Not only are these the longest buses in Africa, they are also the longest bi-articulated front-engined bustrains in the world that are allowed to operate without route restrictions.” The vehicles consist of the MAN HB3 4x2 prime mover, which is powered by the 287 kW (390 hp) Euro-3, common-rail D20 diesel engine with TipMatic automated manual transmission.
Fitted for safety, driver convenience and passenger comfort are a ZF intarder, electronic braking system, full air suspension, an 80 km/h speed limiter, seatbelts on all seats, three escape hatches and two maintenancefree Hübner articulation couplings. A “kneeling” system lowers the chassis for easy access. “While the prototype ran on super-single tyres, the new four-axle units sport dual wheels, which significantly improve vehicle stability. A drag-reducing aerodynamic frontal design helps improve fuel consumption and airflow to the cooling system, which has been designed to handle Mpumalanga’s sub-tropical temperatures,” says Philip Kalil-Zackey, head of bus sales at MAN Truck & Bus SA. The buses are also fitted with bright yellow handles and grab rails to help the visually impaired and some of the units will be fitted with a wheelchair lift system. Buscor was discerning in selecting 35 of its best drivers to take the helm of the bustrains. They needed to have a minimum of five years behind the wheel of an articulated unit and were sent for training for the National Certificate in Professional Driving (NCPD) qualification, as well as advanced skidpan and vehicle manoeuvrability driver training at the Gerotek testing facility. With over 70 percent of Buscor commuters coming from surrounding rural communities, the buses and their drivers have to be prepared to tackle all manner of road conditions and utmost vehicle durability and driver professionalism are
Bustrains
non-negotiable. After all, Buscor’s 415 buses complete 160 000 passenger trips per day (without the articulated units, the company would field a fleet of over 700 vehicles)! It’s little wonder, therefore, that the company is known for its professionalism and forward thinking. Many of our country’s much smaller operations would do well to follow its lead. |FOCUS
MAN Truck & Bus MD, Geoff du Plessis, hands over the key to Buscor’s Nora Fakude-Nkuna, with Minister of Transport Dipuo Peters, MEC for Public Works and Transport DG Nhlengethwa and Kgosi Mokwena.
A pioneering spirit Leon Grobbelaar, group technical manager at Buscor, has driven Buscor’s bustrain project since inception. He explains the intricacies of piloting this firstof-a-kind project. “When one wants to put a 27-m long bus on the road, one has to ensure the vehicle exceeds all safety requirements, and that the operator has done everything to ensure that it’s operated as safely as possible,” he begins. “The way to do it is to design the vehicle to meet Performance Based Standards (PBS) and for the company to receive Road Transport Management System (RTMS) accreditation. “Today’s regulations only address dimensional and weight requirements and not necessarily the on-road performance of the vehicle, but, through the innovation of PBS, a 27-m bi-articulated bus has a better turning ability than a 22-m singlearticulated bus. It also causes less road wear per tonne payload, compared to other bus types, when at full capacity,” he enthuses. Following years of prototype testing the design of the vehicles was optimised, allowing the company to achieve Level 1
PBS certification, meaning these buses may travel on all roads. “It’s been proved that PBS vehicles reduce congestion on our roads and have a reduced risk of being involved in an accident. PBS can definitely improve road safety and save a lot of money.” Grobbelaar says that the implementation of RTMS at Buscor was as important as building the bi-articulated buses. The company initiated the RTMS accreditation process in April 2012 and was granted accreditation in October 2012 – becoming the first bus company in South Africa to do so. “The implementation of these standards has directly contributed to significant safety, compliance and efficiency improvements,” he notes. “Buscor has been able to monitor key performance indicators and implement appropriate measures to ensure continual improvement. “With these 12 new PBS vehicles and our RTMS accreditation, Buscor is ready to provide a safe and reliable service that will change the face of public transport in both Mpumalanga and the country,” Grobbelaar concludes.
November 2014 |FOCUS| 63
bus seats
take a
seat
Bus seats are sometimes not given the attention they deserve, even though they are vital to the safety and comfort of passengers. CLAIRE RENCKEN speaks to a couple of local bus seat manufacturers about the challenges they face
S
eat manufacturing companies find that operating in the South African market is tough. The new bus market comprises only around 1 500 buses annually, which is very small compared to other African countries. “Furthermore, we are also faced with a growing Chinese presence. The pricing difference between local and imported Chinese products is huge and no South African bus body builder or seat supplier can compete,” explains Peter Wolmarans, director of Seat King. “We will see more and more buses being imported from China. At present, it is mostly semi-luxury and luxury units, but there’s nothing to stop the Chinese manufacturers from bringing in commuter buses, particularly in
64 |FOCUS| November 2014
light of our government’s weak stance when it comes to the protection of local content. The bus rapid transit (BRT) tenders have proved that ‘local content’ is just a popular phrase, but that no action is taken to drive it and assist local manufacturers to protect themselves,” he adds. Sadly, Wolmarans has also noticed that some local bus body manufacturers expect unrealistic discounts from seat manufacturing companies. “Local component suppliers are facing serious challenges in terms of profitability. We are looked upon to ‘subsidise’ the ever-increasing prices of buses and bus components, due to the worsening of the rand exchange rate. A prime example is that the seat with which we started our business in
1997 has only now doubled in price. What has happened with the pricing of other components and buses? It could be an interesting exercise to make the comparisons,” he notes. He goes on to explain that seat manufacturing companies do not have the luxury of part sales to boost profits and must, therefore, make their money on the sale of products. “This has become exceptionally difficult. As a result of the small market and oversupply of manufacturing capacity, the few major seat manufacturers are fighting little price wars to please the original equipment manufacturers (OEMs) and some major corporate operators. “All this will just lead to more Chinese products coming into South Africa, more job
bus seats
opportunities lost, and more crime. The time has come for the local OEM market to understand that the local seat manufacturing business is in danger of disappearing, and that they, as huge international conglomerates, need to assist and protect the smaller component manufacturers. As a small South African manufacturing company, we have no alternative but to diversify into other products and focus our efforts in other markets,” he says. Charles Brittz, a director at Ulrich Seats, highlights another challenge facing local bus seat manufacturers: “The cyclical nature of the market, driven mainly by state/provincial and metropolitan planning and funding, dictates a short-term strategy, to minimise the business risk inherent in the uncertain market conditions.” When asked how the local industry measures up to its international counterparts, Brittz has the following to say: “The majority of seat models manufactured locally are at the lower end of the market, in terms of technologies and styling, compared to Europe. Seats originating from and targeted at the developing markets are technologically equivalent at best, but in our experience are not comparable in respect of durability. “Invariably the durability requirements demanded by operating conditions are not recognised and catered for. While new seat
Seat King offers a range of cloth and vinyl choices and is constantly looking at new patterns and improved quality. All seats, with the exception of two models, for which it would be impractical, can legally be fitted with three-point safety belts.
designs and models have been introduced from time to time, mainly driven by marketing hype and the need for differentiation, the major market requirement has been for cost-effective, practical seating, which can contribute to a cost-effective bus operation for the operator.” Thankfully, it’s not all doom and gloom. Brittz adds: “Local content requirements for transport products allow us to capitalise on our international technology and supply relationships, by industrialising world-class products suitable for the local market. Our lower cost base and reduced import costs give us a competitive advantage, which has enabled us to operate a sustainable business for 24 years.” In terms of the actual manufacturing process at Seat King, it is done in-house with the exception of foam, powder coating and trimming materials, such as vinyl and cloth, which are contracted out. “Computer numerical control (CNC) bending machines are used, as well as a variety of other equipment, to ensure that quality control is maintained. Seat samples are subjected to various tests, which are undertaken on our in-house testing equipment, in order to satisfy management and clients that the products are always manufactured in line with the requirements of the South African Bureau of Standards (SABS),” explains Wolmarans. “Our major strength is that we continuously develop new products and improve the strength and comfort of existing seats. Our new luxury recliner seat has been well received by major operators as it competes well with the luxury seats in imported coaches. A new concept commuter seat, SK 2020, is gaining more and more market acceptance as the shape changes the historic perception of commuter seats,” he adds. An exciting new development for Ulrich Seats over the last few years has been the introduction of a locally designed and produced, new-generation city commuter seat for the new BRT/metro bus operations. This seat, targeted specifically at short-distance commuters, has additional moulded foam trim pads for added passenger comfort. So, what might the future hold for local bus seat manufacturers? Wolmarans concludes: “It is not only the bus seat manufacturers, but the bus manufacturing market as a whole, which will require serious assistance from the government to, among other things, take a serious stand on the protection of local content.” |FOCUS
November 2014 |FOCUS| 65
global bus
Amongst a spate of recent European orders, FRANK BEETON uncovers an interesting development at VDL Bus and Coach
T
he bus chassis manufacturing
Most
recently,
Berlin
Transport
will include the Paccar 10,8 and 12,9-litre
division of VDL Bus and Coach NV
Authority, in Germany, has reportedly
MX series, and smaller displacement Paccar-
of Eindhoven, The Netherlands,
placed an order for 236 Cummins-powered
badged Cummins units.
first came into being in 1993,
VDL Citea buses. We have also noted,
Paccar’s own use of Cummins-sourced
when it absorbed the formerly spun-off
however, that the Citea range can be
engines for its lighter truck ranges adds
bus operation of DAF, the European truck
supplied with a Cursor nine-litre engine
further credence to VDL’s new direction.
specialist manufacturer within the Paccar group. In the interim, most VDL buses and coaches have been equipped with DAFsourced engines and major components as standard equipment. However, a recent overseas media report has alerted us to a
The reason for VDL’s switch from DAF power is reported as the non-availability of the latter’s 9,2-litre PR engine in Euro-6 format.
change in the status quo. During January and February, VDL
from Fiat Powertrain Technologies, if a
VDL will, however, remain with DAF power
supplied 19 Citea LLE-120 integral city
larger displacement option, than those
in its coach range, using the new 10,8-litre
buses to a Finnish operator, equipped with
available from within the Cummins ISB
Paccar MX-11 engine.
Cummins ISB 6,7-litre Euro-6 diesel engines.
family, is required.
It seems likely that the self-supporting
In April, a Belgian operator ordered 120
The reason for VDL’s switch from DAF
VDL chassis supplied to the South African
Citea SLF-120 Hybrid buses, powered by
power is reported as the non-availability of the
market will also follow this route once the
the Cummins ISB 4,5-litre engine, coupled
latter’s 9,2-litre PR engine in Euro-6 format.
appropriate fuel quality becomes available
to Siemens series hybrid systems.
DAF’s Euro-6 power units for its own products
locally. |FOCUS
VDL goes Euro 6 with
Cummins
66 |FOCUS| November 2014
BUS
STOPS A treatment that shines through What makes Dura-Bright special is
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to become an integral part of the wheel
sustainability.
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Other benefits of the wheels include ease of maintenance (cleaning, for
Alcoa says that the Dura-Bright EVO
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RRT to become a work of art Public transport stations have become
Tshepang Maelangwe, assistant curator
much more than a means of commuting
and Chanell Steyn, junior curator.
from point A to B – they have been transformed
into
Muaaz
Gani,
marketing
and
“environmental
communications manager for the RRT,
ambassadors” that are adorned with
comments: “Our curator team has done
relevant artwork … and Rustenburg’s
extensive research and went through a
new public transport stations won’t be
number of portfolios to find local artists who
excluded.
may be suited for training to provide art for
September saw the start of a public
public spaces. They are running workshops
hardwearing materials, such as metal,
art programme that will see new and
as an initial step in the development of art
stone, mosaic and concrete, and installed
established young artists participate in
for the public transport network.”
at stations.”
creating artwork for the stations that form
He adds that art themes, to which
Artists whose work is selected will
part of the Rustenburg Rapid Transport
people can easily relate, will be created
oversee the production of their concepts.
(RRT) system.
and concepts will be produced. “Arising
Station construction will commence in
The programme is being managed
out of this process, the Rustenburg local
2015 and the public art will be one of the
by Clive van den Berg, an award-winning
municipality will select final artworks
final elements to be added before they are
public art curator and designer, Sylvester
that will ultimately be produced using
opened for operation.
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t Higher chemical and corrosion resistence t Less weight and improved heat dispensation means better payload, fuel efficiency, tyre and brake life t Increased environmental sustainability t Easy to clean t Five-year warranty t A revolutionary breakthrough in wheel treatments November 2014 |FOCUS| 67
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HOPPING VIC’S VIEW OFF
SOME THOUGHTS FOR
2015!
By the time you read this, the e-toll review committee should have released its report. As this column has tediously repeated up to now, there is no easy way out at this stage. Contracts have been signed, money has been spent and loans must now be repaid. So let’s use the Christmas break to reflect on how we got into this state and to start thinking about damage control in the future
A
good place to start would be the annual October Public Transport Month, which has been running for 20 years now. It has become a meaningless charade, and it’s time someone pulled the plug on it. All it achieves is to transfer funds from the taxpayer to the printing and catering industries. I’m looking at a four-page handout included with the New Age newspaper on October 1. There are 26 pictures in it, including one of a Gautrain as well as one of a new Prasa train. Both of them are standing next to platforms that are completely devoid of passengers. Another picture shows a minibus taxi loading a queue of 17 people. At least it is doing some work! This is a metaphor for public transport in South Africa, where underperforming modes get plenty of money, while existing road passenger modes (ordinary buses and taxis) are starved of both management and funds. This seems to have escaped the organisers of Public Transport Month, whose handout states that Gautrain has transported 13 million people in 2013. No mention is made of the subsidy … sorry, “patronage guarantee” of R1 billion, which works out at R77 per passenger trip. The handout also mentions that the taxi industry handles more than 15 million trips in a single day, and proudly announces that the government has spent R2,5 billion on taxi recapitalisation in the last 15 years. Please check my math, but that amounts to less than R0,06 per taxi trip. So Gautrain
passengers get about 1 200 times the subsidy that taxi passengers get! Taxi passengers can take comfort though. The handout tells us that the scrapping allowance has gone up from R66 000 to R70 000, that taxi operators can become shareholders in bus rapid transport (BRT) companies and that “qualifying” taxi operators are exempt from paying tolls. Big deal! But let’s stay with rail for now. As part of October Transport Month, Metrorail introduced a Business Express between Soccer City and Johannesburg station. If we look up the latest rail fares we’ll discover that in Gauteng you can travel 100 km by rail (third class) for R10,50 – that’s the cash fare – it’s even cheaper if you buy a weekly or monthly ticket. (For some reason that completely beats me, it costs more – R12,00 – if you live in Durban or Cape Town). Try travelling 100 km by minibus taxi and see how much it costs. You would probably have to change twice and would pay between R50 and R100, if not more. Don’t these distortions bother anyone? Certainly not the authors of the October supplement, which proudly claims that “our transport infrastructure has evolved from a tool under apartheid used to divide communities to one that brings South Africans together and connects them to economic activities”. Doggedly, it presses on: “Over the years a number of strategic transport investments have moved us closer to an integrated rapid public transport network …”
Oh please! The exact opposite has been happening. In Johannesburg the introduction of BRT has resulted in duplication of services, separate ticket systems and poor coordination, even within the BRT system itself. Not to mention Gautrain; which operates a completely different fare system as well as an ineffective bus feeder service. The story in Cape Town is not much better. A final nit-pick from the October handout, which claims that “billions of rand have been allocated towards improving the lives of millions of train commuters …” The reality is that today there are less than one million South Africans who use trains each day. Spending R51 billion on new trains to keep them happy sounds like a poor investment to me. Rather shave that to R40 billion and put the remainder into fixing the taxi industry. (The bus industry can fix itself). So there we have it. Public transport users are underfunded in some places, overfunded in others. Different service levels apply and through-ticketing is non-existent. Don’t expect the e-toll review committee to pick up on any of this. My guess is that it will deal with issues like “user pay”, “regressive tax” and “cross-subsidy”, all of which are quite clever, but which should initially be applied to the massive distortions in the way public transport is funded, operated and paid for. Sort these distortions out first, and we will find that fewer people will travel by car. Then we won’t need a fourth lane on any freeway. Have a congestion-free 2015! Just joking … |FOCUS
Vaughan Mostert is a senior lecturer in the Department of Transport and Supply Chain Management at the University of Johannesburg. He developed a love for public transport early in life, which led to a lifelong academic interest in the subject. 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.
68 |FOCUS| November 2014
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70 |FOCUS| November 2014