SEPTEMBER 2014 | R60.00
On Transport And Logistics focusontransport.co.za
THE NEW
Eurocargo: Born in South Africa!
SPECIAL REPORT China rising – everything you need to know Europe: driven to be more efficient than ever
Can gas solve SA’s energy problems? Top-class transport: how other countries do it
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JH B/E
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SEPTEMBER
Cover
contents 28
The arrival of Iveco’s all-new Eurocargo range is around the corner. Turn to page 10 for a sneak peek.
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
13
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
13 THE RED FLAG RISES The Chinese commercial vehicle market is something of a mystery. We all know it’s the world’s largest; that’s been the case since 2009. But who are the major players? What products are they developing? And should other manufacturers around the world be a tiny bit afraid?
SUB-EDITOR Jeanette Lamont Cell: 083 447 3616 email: jeanette@charmont.co.za JOURNALISTS Jaco de Klerk Cell: 079 781 6479 email: journalist3@charmont.co.za
28 VIEW(S) FROM THE TOP How will the transport industry become more efficient and environmentally friendly? And what is the future of mobility? FOCUS gets the answers, to these and many other questions, at the VDA’s International Press Workshop.
Claire Rencken Cell: 082 559 8417 email: journalist2@charmont.co.za INDUSTRY CORRESPONDENT Frank Beeton Tel: 011 483 1421 Cell: 082 602 1004 email: frankb@econometrix.co.za
36 FOR THE LOVE OF FUEL Malcolm Walker of Ultrafine Depth (UD) Filtration offers some very interesting insights on the topic of fuel filtration and fuel quality in South Africa. He feels that everyone in the transport and ancillary industries should be very concerned by the fuel situation as it exists in our country.
TECHNICAL CORRESPONDENT Vic Oliver Cell: 083 267 8437 email: voliver@mweb.co.za
44 NO MORE NODDING OFF In the European Union (EU), 30 percent of fatal car accidents are caused by driver fatigue. In response, the Instituto de Biomecánica de Valencia (IBV) – the Biomechanics Institute of Valencia – has come up with an innovative system, which anticipates driver fatigue in the vehicle, to prevent accidents.
PUBLISHER Tina Monteiro Cell: 082 568 3181 email: tina@focusontransport.co.za ADVERTISING SALES Emma Bowden Cell: 082 491 5925 email: emma@focusontransport.co.za
64 CAN SA MAKE ITS CITIES MORE TRANSIT-ORIENTED? The world’s leading cities owe their success, in part, to government investment in transit systems that use a range of solutions to move residents safely and affordably, including bus rapid transit (BRT) networks. FOCUS asks what the South African bus industry can learn from the rest of the world.
Margaret Phillipson Cell: 083 263 0451 email: margaret@focusontransport.co.za CIRCULATION MANAGER Bev Rogers Cell: 078 230 5063 email: bev@focusontransport.co.za
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DESIGN AND LAYOUT Nelio da Silva email: nelio@focusontransport.co.za PRINTING Camera Press © Copyright. No articles or photographs may be reproduced, in whole or in part, without specific written permission from the editor.
CHARMONT m e d i a
g l o b a l
2014
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September 2014 |FOCUS| 1
STEERING ????? COLUMN ?????
South Africa:
will improve. I asked Löw about MAN in South Africa, and whether the management changes had impacted on sales. He didn’t think so. “Yes, we have undergone some major changes. I asked Geoff du Plessis to bring the flock under control. I don’t think that the staff changes have impacted on market
some concern, some confidence
share. We have had some hiccups with
Daimler and MAN have mixed
internationally and locally, but he is not
and confidently.
feelings about the South African
complacent. I asked him if there were any
Nielsen, of course, has the challenging
commercial vehicle market. Be
manufacturers that he feared, and I could
task of bringing the global flock under
see him visibly sit up in his seat. “We
control. He concedes that this is a tough job.
respect every manufacturer and we take
“It is my responsibility to get this company
them seriously. Never underestimate a
into safer waters and yes, it is a challenge,
competitor! Always be wide awake and be
but of course I am enjoying it.”
warned: some drastic moves could be in the pipeline …
our products. I had a very interesting meeting with our top customers. We have found the solutions, and we now have the problems under control,” he stated openly
Charleen Clarke
I
have just returned from the VDA’s International Press Workshop (a truly fascinating affair; read all about it on pages 28 to 34 of this issue
of FOCUS). While in Germany, I was able to meet with three of the most influential men on the global trucking landscape: Dr
Pictured from left: Dr Wolfgang Bernhard, member of the board of management at Daimler; Anders Nielsen, chief executive officer of MAN; and Heinz-Jürgen Löw, member of the executive board (sales and marketing) at MAN, recently shared their thoughts about the South African market with FOCUS editor Charleen Clarke.
Wolfgang Bernhard, member of the board of management at Daimler; Anders Nielsen,
wary! Don’t fall asleep! Whoever is too quiet
chief executive officer of MAN; and Heinz-
will rust!” he responded instantly.
Jürgen Löw, member of the executive board (sales and marketing) at MAN.
As part of his job, he is ensuring that all the necessary structures are in place.
Be this as it may, Daimler is still looking
“We have to get the costs down, meaning
pretty – whereas MAN isn’t having the best
optimising the production network. In the
It is, of course, slightly easier to interview
of times. Both Nielsen and Löw acknowledge
best of worlds, it doesn’t mean laying off
Bernhard – Daimler is flourishing, both
this, although they insist that the situation
people, but we need to leverage growth.
2|FOCUS|September 2014
STEERING COLUMN
We need a better profit level to finance our
shock me too much. It’s most important
leaders need to balance the hopes of the
growth plans,” he revealed.
to have a sound relationship with our
population with what can be fulfilled!” he
Löw, on the other hand, is focusing on
workforce. We have ongoing discussions
stressed.
the network of dealers. “The network is the
with our workforce in South Africa and I am
Clearly, this isn’t happening in South
backbone of our business. It is important
not too concerned. We have been in South
Africa. “I see some frustration with the
for customers to really experience the
Africa for more than 50 years. We really
progress South Africa has made thus far.
quality and performance of the MAN
know how to deal with local conditions …”
If this situation continues, and the social
vehicle. We have to speed up. We need a
he said.
fabric continues to deteriorate, we could
clear strategy here, and we need to steer
Bernhard has a completely different
the network development. It is no secret
opinion. “I am delighted with our factory
that I am not satisfied with our work in this
in South Africa. The quality is good and
see developments for the worse,” Bernhard commented. Could this mean that the MercedesBenz factory could close? “We are watching
“It is up to the political leadership of the country to keep the social fabric together. The leaders need to balance the hopes of the population with what can be fulfilled!”
the situation very closely. We won’t rush into any decisions. South Africa is a good market. It is the springboard for the whole African region. It has potential, but we have to ensure that the social cohesion of the country is not falling apart …” he warned. Surprisingly,
none
of
these
three
leaders were hugely frustrated about the
area thus far,” he said, with characteristic
the people are very motivated. However,
postponement of South Africa’s “clean fuel”
honestly.
we are affected by the strikes; they are
regulations beyond 2017. The consensus
While Löw feels that work needs to be
affecting the entire transport and supply
was that, as long as they knew about the
done in this area, he doesn’t lose sleep
industry. We have had standstills because
regulations (or lack thereof), they could deal
over the ongoing industrial action in South
of suppliers and this is not good! It is up
with the situation. There are, after all, many
Africa. “Having lived in France for eight
to the political leadership of the country
other markets for their highly sophisticated
years, a strike is not something that can
to keep the social fabric together. The
trucks … |FOCUS
September 2014 |FOCUS| 3
wheel nut
Speed or
In the light of the glut of international research indicating that a reduction in speed limits returns a reduction of urban collisions and fatalities, Steunenberg questioned why local authorities have not yet chosen to follow the trend. Steunenberg used a collection of qualitative data, disseminating a ten-item online questionnaire to 450 South Africans, selected from the 2013 SATC delegates. This meant that a high percentage of the sample were engineers
as yet – the research sample suggested that there are a few stumbling blocks before the theory could become local reality. A lack of public support came into question, as well as (with so many instances of drivers ignoring the road laws) the ability of the authorities to enforce the law. In this vein, it was revealed that most of the sample based their driving speed on the posted limit (although it was questioned why speed limits are sometimes seemingly not set according to road and/or environmental conditions) and over a third called for an innovative solution to enforcement – like average speed trapping. Steunenberg concluded: “The willingness to see these trends implemented locally isn’t high. This suggests a somewhat outdated and
and transport specialists (50 and 24 percent respectively). The study makes for interesting analysis, with the results pointing to somewhat of a mismatch of speeding perceptions and actions. The numbers reveal that reckless driving, speeding and disregard for traffic regulations make up about 70 percent of the perceived cause of accidents; indicating, according to Steunenberg, that “it’s possibly a cultural thing in South Africa – we are prone to speeding”. What potential, then, could a reduced urban speed limit hold? An unsurprising 40,5 percent said it’ll make very little difference – citing driver behaviour and a lack of enforcement for it possibly being ineffective. The other 60 percent, though, thought it would see somewhat of a lowering in urban collisions and fatalities. Despite this number, only 21,2 percent would call for a decrease, the majority of respondents (70 percent) suggesting leaving the speed limits, but improving enforcement. While some of our transport ministers have thrown the idea of lowering speed limits around in recent times – albeit with no concrete resolution
complacent attitude among respondents; a paradox of misaligned attitudes with positive action. That’s probably the biggest obstacle in implementing reduced speed limits.” Indeed, as the study indicates, we are aware of the risks speeding holds and the exponentially increased chance of fatalities the faster one drives. The majority of the sample seemed to not want them lowered, though. I’m willing to guess this sentiment would hold true for the majority of South African drivers, and, if the limits were to be lowered, they would still be broken. Of course, there will always be arguments for and against. If you ask me, we need to get our enforcement in order before (potentially meaninglessly) changing legislation. As one insightful delegate pointed out: “In South Africa we introduce a law; we don’t enforce it, and then introduce a stricter law to fix the problem. “We need to begin with ensuring people stick to the 60 km/h limit, and then reduce the limit if that doesn’t make a difference. We can’t do it without strict enforcement; it will bring dangerous driver behaviour such as overtaking and big speed differentials.” |FOCUS
safety? A contentious issue, the lowering of speed limits will forever be hotly debated. It seems that, while it may work in theory, the reality might just be a waste of time, money and resources
Gavin Myers
T
he recent Southern African Transport Conference (SATC) presented an opportunity to gain insight into some of the more salient issues affecting the South African transport industry. The likes of freight and logistics, public transport, legislation and regulation as well as infrastructure and traffic management offered a broad spectrum of topics, presented by some rather learned and high-ranking individuals. The more than 80 papers could directly provide content for this entire magazine for quite a few editions, but I’ve chosen to focus on one specific subject here, presented by Stellenbosch University’s Ian Steunenberg – who accused South Africans of not wanting what they can see is good … As you might have guessed, he dealt with some form of road safety – specifically the reduction of national speed limits (60 km/h in urban areas, 120 km/h on highways), a topic that has been hotly debated overseas (notably in the United Kingdom) for some time.
4 |FOCUS| September 2014
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MOJOMR 14933
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VIC’S VIEW
Our tests need to be
tougher
Is the minimum size of the truck tractor and semi-trailer, required and used to obtain a code EC driving licence, contributing to our high and unacceptable truck accident rate?
A
driver holding a code EC licence can drive an articulated heavy motor vehicle (heavy motor vehicle drawing a trailer[s]) with a gross combination mass (GCM) exceeding 16 000 kg or a combination of a bus or goods vehicle with a gross vehicle mass exceeding 16 000 kg. To get clarity on the minimum size of vehicle that would meet the set legal standards to obtain a code EC driving licence, I spoke to Pieter Van Tonder, the owner of Amohelang Training Services, a company that specialises in driver training and development. I was amazed (and concerned) to find that a learner driver, being tested for his or her code EC driving licence, could do the physical yard and road test with an articulated vehicle, which had a GCM of 16 t or more, coupled to a semi-trailer with a minimum length of six metres. This means that a 4x2 truck tractor coupled to a single-axle semi-trailer could be used for the test. What I also established was that the test vehicle used for the test need not be loaded. Without a load, the GCM of the truck tractor and semi-trailer would only be approximately
8 000 kg, if the smallest vehicle was used for the test. My concern is that once the driver passes his or her test and obtains a code EC driving licence and Professional Driving Permit, he or she can legally drive a truck and trailer where the GCM is 56 t. Van Tonder said that this actually happens and quoted the example of a driver who had obtained his code EC licence using a 4x2 truck tractor and six-metre-long semi-trailer and, without any further experience, was employed to drive an extra-heavy truck tractor with a set of interlink semi-trailers on a route with steep gradients. This would have been a terrifying and dangerous experience for the new driver, as driving a rig with a GCM of 56 000 kg is completely different to a rig with a total mass of 8 000 kg. The driver would have had no experience in driving a big rig down a mountain pass. Van Tonder also said that there are companies that employ drivers without establishing that the applicant is competent to drive the vehicle in a safe and professional manner. He said that often one of the workshop technicians is asked to test the
driver and the test normally consists of a trip around the block – which is far from adequate. This lack of proper testing often results in truck accidents. Discussing the high accident rate that we experience on our roads, Van Tonder said that, in his opinion, heavy-duty truck drivers are badly treated. He said that he would like the South African government to take more interest in the welfare of long-distance drivers by providing better facilities along the main artillery roads – places where the drivers can park their vehicles safely, have a clean shower and buy healthy food at a reasonable price. He said that many drivers adopt a negative attitude, saying that they are not treated well and, therefore, they drive the vehicle without respect for the law or the vehicle that they drive. My advice to transport companies is to spend more time on driver training. Ensure that the driver you employ can handle the vehicle (that he or she will be required to drive) in a safe and professional manner, before you allow the vehicle to leave your yard. Don’t accept that, because the driver possesses a heavy-duty driving licence, he or she is competent to drive your vehicle. |FOCUS
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!
6 |FOCUS| September 2014
VIC’S VIEW
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September 2014 |FOCUS| 7
FOCUS
letters
Facts about oil Your oils and lubes feature, in the May 2014 issue, could do with another perspective. All too often people comment on the perils of using inferior lubricants, but fail to explain to the layman how to identify quality and suitability of engine crankcase oil. As a result, the perception is that only the major petroleum companies can manufacture quality oil and the rest is substandard. That is not true. The professionalism within the lubricant industry is not about name dropping, it’s about knowledge. It’s also not all about price. Large margins have traditionally been the preserve of the major oil companies and hence the array of “micro blenders” and “local blenders” – an interesting terminology used to describe lubricant manufacturers other than the majors, who themselves, in one way or another, are local blenders. What is important to know, however, are the basics about lubricants – which are specific to the areas in which they will be used. Automotive oils are blended from base oils and additives. Most base oils are locally produced from crude by the major oil companies and are known as group I base oils. Other, more refined, base oils, known as group II and III, are available as imports. Additives, which enhance the properties of the oil, are exclusively sourced and imported from common global suppliers. To anybody who matters in the blending industry, the knowledge of additive treat rates, their combination and functionality to achieve the desired specifications, is common. As a blender, your ultimate goal is to meet or exceed these specifications, which are determined by international organisations that are widely respected by the petroleum industry worldwide. One such organisation is the American Petroleum Institute (commonly referred to as API). All quality automotive oils will carry an API specification. (15W40 API CI-4/SL ) which is largely made up of the letter “C” for commercial and “S” for service. I like to remember them as “C” for compression (diesel) and “S” for spark (petrol) which, when together, indicates a combination of a diesel engine specification. and a petrol engine specification. The letters that follow are in chronological order and the latest specification is designated a letter furthest down the alphabet. The API specification determines the additive treat rate and the selection of additives appropriate for engine classifications, types and models. It is an “open-ended” system, which allows for additional new designations. All original equipment manufacturer (OEM) manuals will refer to API specifications. Other specifications support this standardisation of engine oils, but are too detailed to mention now. Another important acronym is that of the Society of Automotive Engineers (SAE). This body determines the viscosity grade by which we identify the suitable “thickness” of the oil. Multigrades (SAE 15W40) dominate these days and, unlike Monogrades (SAE 40), have a distinctive “W” thrown in between two sets of numbers. “W” stands for winter and these oils have the ability to maintain the correct viscosity at operating temperature, yet have a significantly lower viscosity at start-up, which is why they were originally formulated for countries with extreme cold climatic temperatures.
8 |FOCUS| September 2014
The synthetics, which, unlike mineral oils, have the inherent ability to withstand extreme pressure and thermal stress, thereby extending the drain intervals, are designated radically different grade numbers such as 05W40. Here the viscosity at start-up is “infinitely” lower than that, at operating temperature, of the SAE 40 grade. Again, any OEM manual will refer to the appropriate SAE grade. Further performance levels are determined by the OEM’s required tests and these are engineered into the chemical make-up of the additives sold by the respective additive companies. The automotive additive packs, which determine all performance levels and specifications, are the responsibility of the additive chemical companies within the petroleum industry. Blenders are responsible for selecting the correct base oils and combining them with the suggested automotive packs and a few individual additives, such as defoaments and viscosity index improvers. All OEM manuals and technical data sheets will refer to the required performance levels. That basically leaves the question of engine oil component quality and blending method. Cleanliness levels are part of a standard engine oil test, which can be performed at a modest cost by independent laboratories nationwide. Oil blending companies can be measured against their quality control certification; including ISO 9001 (and nowadays also the ISO 14001) environmental certification. Being a member of the Rose foundation also helps. These are all quality and environmental assurances that customers can rely on, and no doubt all the majors comply with – but so many of the other lubricant blenders do too. These are the checks one should undertake. Knowledge should drive your choice. That is how you quantify quality and cost, not by name dropping. Purchase oil that meets, or exceeds, the specifications blended by companies who have the required assurances and you will be surprised at how much you will save. Alex Hime VISCOL Industrial & Automotive Oil
Can’t wait for the future Charleen Clarke’s Steering Column in the August edition of FOCUS really got me thinking … While autonomous vehicles may seem like something out of science fiction (who could forget Will Smith’s Audi in the film I, Robot) we have to admit that we all knew, one day in the future, they would become a reality. Now the future is almost here, and I must say, I think it could be quite scary! Not the fact that the driver is surrendering most of the control to the vehicle, but wouldn’t other vehicles on the road pose a risk? Imagine South African taxis cutting an autonomous truck off every couple of hundred metres – and I mean on the highways! I think this would be a great test of the vehicle’s ability, actually. All jokes aside, I’d really like to experience Mercedes-Benz’s vehicle. Maybe by 2025 I’ll be able to go over to Europe and do so! Johan Vermaak
Thanks for your letter, Johan. We quite agree! You can get even more info about Future Truck 2025 on page 54, in Frank Beeton’s Global Focus – Ed.
LETTERS
Get your costs in perspective. Over time, the speed of response and proficiency of your finance and insurance providers can have a big impact on your bottom line. So isn’t it better to use a specialist partner who from the moment you pick up the phone, understands that lost time equals lost revenue? There is a better way.
September 2014 |FOCUS| 9
cover story
Eurocargo with an African twist
Sunny South Africa is the envy of many with its natural beauty, (mostly) wonderful weather and cultural diversity, but things aren’t always so sunny … many European original equipment manufacturers’ vehicles can’t enter our market, as fuel quality presents a massive problem. Iveco is breaking the cycle, however, with its new Eurocargo – assembled in Africa for Africa!
T
ime flies when you’re having fun … 2014 must have been very enjoyable as there are only three months left before the end of this year! A few exciting events remain, however, before all is said and done. One is the launch of Iveco’s new Eurocargo – this manufacturer’s first truck to be produced in South Africa. The transport community received a sneak peek of the new proudly South African Eurocargo about a year ago – at the 2013 Johannesburg International Motor Show. This was just a preview, as the company planned to launch the vehicle in the second half of this year. “All customer demands find their answer with this truck,” says Bob Lowden, managing director of Iveco Southern Africa. “Eurocargo is the most versatile heavy truck on the market, with over 11 000 product variants to suit every application, including a 4x4 version.” Lowden continues: “It is a vehicle especially engineered for bodybuilding, thanks to its completely flat and free upper chassis structure that allows easy installation of any kind of superstructure. Its 220 cm-wide cabin and 12,4-m turning circle guarantee high manoeuvrability even on the narrowest roads.” Iveco states that the Eurocargo has seven gross vehicle mass (GVM) variants (from six to 19 t), five horsepower categories (from 180 to 280 hp, or 132 to 206 kW), 13 gearbox
10 |FOCUS| September 2014
options (seven manual, three automated and three automatic), 4x2 and 4x4 drive, 13 wheel bases (from 2 790 to 6 570 mm) and three types of cabs with two roof heights. The company’s R530-million Rosslyn plant, near Pretoria, will initially tackle five models and nine derivatives. These include the MLC 120E22, MLC 140E22, MLC 150E24 W, MLC 150E24 WS, MLC 150E22 H, MLC 180E28 (manual and automatic) and the MLL 180E28 (manual and automatic). (For those who don’t speak Iveco, the MLC and MLL indicate whether it’s a day or sleeper cab, respectively, with the number after that indicating the vehicle’s GVM. For example, the 120 indicates that it has a 12 t GVM. The digits after the E indicate the horsepower – just add a zero. The new generation, as Lowden mentions, is also available in a 4x4 version – with the WS being a traditional off roader and the W having a double set of wheels on the back axle. The H indicates that it is a model with a reduction hub.) “We do offer more models and derivatives, but these aren’t currently part of the local range,” states Deon Wannenburg, the company’s product manager. “But they can be ordered from our dealer network.” He adds that the locally assembled range comprises exactly the same vehicles that can be found in Europe, just with reconfigured engines.
“We’ve ‘de-rated’ the Euro-5 engine to comply with Euro-3 specification fuel, which makes it ideal for various African markets,” Wannenburg points out – adding that the new models offer more power than the previous generation. Iveco is also building these to endure local hurdles. “The first model, of each vehicle that we produce, is tested at Gerotek, just outside of Pretoria, in a shakedown examination – which includes 2 000 km of gruelling challenges,” says Wannenburg. “This helps us to identify any shortcomings on the units, enabling us to refine the assembly process.” He adds that the new Eurocargo offers better driver comfort and sports a more modern look. “It now fits right in with the new Stralis Hi-Way and Trakker, as it has the same grill and design as these two models,” Wannenburg points out. The other major difference, when compared to the previous model range, is the new gearbox. “We’ve replaced the old Iveco ninespeed gearbox with one from ZF, which offers wonderful backup support to the local market,” says Wannenburg. Lowden adds: “The new Eurocargo is the product that will allow us to substantially expand in the 10 600-unit South African heavy market.” Watch this space! More will be revealed after the official launch of this proudly South African Eurocargo … |FOCUS
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September 2014 |FOCUS| 11
2015
TRUCK TEST
Heavy going
Truck Test 2015 will see the return of extra-heavy commercial vehicles (EHCVs). It also promises to be the best event yet. GAVIN MYERS reveals the plans
I
t’s probably safe to say that the annual Truck Test programme has become one of our industry’s “must attend” events. It’s a proving ground for vehicle original equipment manufacturers (OEMs) to show what their vehicles can do, and it’s taken more seriously each year. Since 2012, FOCUS, in partnership with Hellberg Transport Management (HTM) and Engen, has run tests in the medium, heavy and
The way the test is run has also changed somewhat. All was detailed at a breakfast briefing, kindly sponsored by Engen, in July. As these vehicles are aimed at the longhaul market, a single, laden return run will be completed – as with our original EHCV test. In 2015, the vehicles will run from Roodepoort, on Johannesburg’s West Rand, along the N4 to Komatipoort, Mpumalanga – the total distance being around 950 km.
vitally important to Truck Test 2015 … Two trailer options will be available: curtainside interlinks and van-body tri-axles. These will be supplied by Afrit and GRW, respectively. Each type will be built to the exact same specification. Trailer performance, then, is nullified. And that is what will make Truck Test 2015 the most significant, and accurate, yet … It will be a test of the tractor units alone – which have to be standard, off-the-shelf units. Aerodynamics will
extra-heavy segments. What could we do next, we thought? The answer: go back to where Truck Test started and – as we’ve done each year – make the event more stringent, so as to return the most accurate figures possible. So, EHCVs are up again. That’s not a bad thing as – since we first ran them to Ballito and back in 2012 – the market has changed a bit: we’ve seen the introduction of numerous new models, with some more to come before next year’s event.
The starting point will be AfriSam’s Roodepoort cement factory. The company has kindly come on board to sponsor a standard load for all participants. This is the first of numerous important changes to the Truck Test programme: all vehicles will be loaded to the same maximum gross combination mass, which will be 500 kg less than the legal limit for the two applicable rig configurations. These rig configurations are also
also be strictly controlled; limited to a standard aero kit with no additional side-skirts or wheel covers allowed. Numerous entries have already been received for the test, and we expect that up to 20 vehicles could depart from Johannesburg on Wednesday April 15, 2015. They’ll return on Thursday April 16, each participant having done their utmost to return the best results possible. We can’t wait! |FOCUS
We take the DRAG out of Trucking
Scania Southern Africa Angola, Botswana, Malawi, Mozambique, Namibia South Africa, Tanzania, Zambia, Zimbabwe
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On Transport And Logistics
SPECIAL REPORT:
CHINA
SMOKE, LIGHTS, ACTION! OPINION: Will China conquer FAW opens Coega assembly plant the trucking universe? INSIGHT: One-on-one with the captains of the Chinese truck industry
EXCLUSIVE: We test all-new Chinese trucks September 2014 |FOCUS| 13
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china
The red flag
rises
The Chinese commercial vehicle market is something of a mystery. We all know that, since 2009, it’s been the largest in the world. But who are the major players? What products are they developing? And should other manufacturers around the world be a tiny bit afraid? CHARLEEN CLARKE travelled to China in order to produce this special report …
F
ear. You can practically smell it when you mention the word “China” in international trucking circles. It’s a fear of the unknown, and a worry at the relatively short period of time that has seen China catapult to the world’s number one truck market. It all started in 1953, when Mao Tse Tung set about creating an automotive empire. At the time, the country had emerged from eight years of war against Japan and three years of civil war between the Communists and the Guomindang. The automotive industry didn’t exist. Chairman Mao was determined to change this and, with the assistance of its main ally, the Soviet Union, he established First Automobile
14 |FOCUS| September 2014
Works (now commonly known as FAW) in 1953. Chairman Mao was exceptionally proud of his new company and its first medium-duty truck; the model CA10, which immediately became a daily sight to people throughout China and a symbol of industrial pride to the country. China had entered the trucking industry with a vengeance! Mao Tse Tung adopted a different strategy when he launched his second automotive company, rather unimaginatively called Second Automotive Works (SAW). In 1969, when launching the company, he decided to hide it in the Hubei Province, a remote, mountainous region of China – ostensibly to protect the factory from any danger. When he encountered the company’s
products for the first time, he experienced even more pride, saying that they were akin to “the wind that blows from the east” – or Dongfeng, the company’s name today. This name is particularly significant; the Chinese believe that the east wind will blow all over the world … CHINA TODAY Fast forward 45 years and both FAW and Dongfeng are still going strong. In fact, the former now employs 120 000 people around the world and sells products in over 70 countries. The Dongfeng Motor Group, on the other hand, employs 160 000 and it has lofty international aspirations. “We want to develop a global and well-
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recognised brand. We don’t only want to be a Chinese brand. We want to increase our overseas sales to 20 percent of our business within ten years. It’s not just about selling overseas, however, it’s also about earning trust. The trust is more important than the volume,” reveals Huang (Gary) Gang, president of Dongfeng. The reality is that companies such as these two state-owned enterprises (SOEs) do have
market. That’s because this is an exceptionally price-sensitive market, and Chinese trucks cost one third of their premium (European) counterparts. Not surprisingly, premium trucks account for a mere one percent of this market … These SOEs also have a rather well-heeled backer. “We are 100 percent owned by the central Chinese government, as is Dongfeng,” confirms Robert Doub, who is in charge of
probably employ more people, than a typical private-sector company.” Still, this doesn’t mean that companies such as FAW and Dongfeng have it easy. “We have way too many commercial-vehicle producers in China,” explains Doub. Some truck makers – Chang’an Automobile Group, Brilliance China Automotive, Anhui Jianghuai and Jiangling, for instance – only produce light commercial vehicles.
Above left: Stefan Albrecht, executive vice president of Beijing Foton Daimler Automotive, is pleased with the success of the joint venture. Above right: Hyundai had a major presence at the Beijing Auto Show earlier this year. Below left: The Dongfeng factory is modern and impressive. Below right: The police in China have an interesting road safety programme in place - they display car wrecks at truck stops.
a captive market on their doorstep. Chinese customers purchase over four million trucks a year (in 2010 commercial vehicles sales passed the one million mark for the first time, thanks not least to the booming Chinese construction sector). Most of those trucks are purchased by SOEs. In fact, from January to May this year, China’s top ten heavy truck companies (all SOEs) achieved a 96,89 percent share of the
after-sales marketing and after-sales support development at FAW. “Some other truck and car makers are owned by provincial and local government.” Does this mean that these businesses can rest on their laurels? “No,” says Doub. “We need to make a profit, but the government has a responsibility to serve the people and so, within an SOE, we work very hard to create jobs. We strive harder to create employment, and
Other major players include Shanghai Automotive Industry Corporation (SAIC), Beijing Automotive Industry Corporation (BAIC), JAC, Sinotruk, the China National Heavy Duty Truck Company (CNHTC), China CAMC Engineering Co (CAMC), Dayan and the Torch Automotive Group, whose heavy trucks are distributed under the name Shaanxi. Doub insists that this proliferation
September 2014 |FOCUS| 15
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china A brand new truck tractor leaves the Dongfeng factory.
Sophisticated technology is not valued. Neither are safety and quality. This means that it’s almost impossible for Western brands to compete. of manufacturers is unsustainable. “The market needs consolidation, and the Chinese government is certainly in favour of this,” he tells FOCUS. Foreign companies, on the other hand, are certainly not big fans of consolidation and they are clamouring for a share of this lucrative market. Western European truck makers that are competing in China include Volvo, Scania, Iveco, Renault, DAF, MAN and Mercedes-Benz. Collectively, they have invested billions of euros in the world’s biggest commercial vehicle market. Only three – Mercedes-Benz, Volvo and Scania – have achieved a modicum of success. The rest are waiting with bated breath, hoping that Chinese customers will appreciate the benefits afforded by premium trucks – one day. Many of these companies have realised that a joint venture (JV) is a logical way to go. This has been borne out by Daimler, which joined forces with Foton in 2011. Stefan Albrecht, executive vice president of Beijing Foton Daimler Automotive (BFDA), says that the JV has proved to be exceptionally successful. “Our plants have an annual capacity of 160 000 units, which can be extended to 200 000, and we now have 450 dealers and more than 2 000 service outlets in China,” he tells FOCUS. BFDA will expand its production footprint in China shortly, with the opening of a heavy-duty
16 |FOCUS| September 2014
engine plant. It will produce Mercedes-Benz OM457 engines, which will be installed into the JV’s Auman-branded trucks. LEGAL REQUIREMENTS Exactly what sort of trucks are these companies selling, and what do Chinese customers want? Let’s kick off with a discussion surrounding the legal requirements in China. According to Yu Jing, editor-in-chief of China’s Commercial Vehicle magazine, the maximum trailer length is 13 m, and the total length of a tractor with a trailer is 16,5 m. Van-type body trailers, which are used on high-grade highways, have been limited to a maximum length of 14,6 m since January 1, 2008. Articulated vehicles with a van-type body trailer are subject to a maximum length of 18,1 m. The maximum width is 2,55 m while the maximum height is four metres. The maximum payload is 22,5 t. In the past, 6x2 truck tractors were the most popular models, but, thanks to changing weight restrictions, 6x4s have become more popular. Irrespective of which configuration Chinese buyers opt for, they most certainly want something that is cheap. Sophisticated technology is not valued. Neither are safety and quality. This means that it’s almost impossible for Western brands to compete – they are
relegated to specialised areas (hazardous goods and cement trucks, for instance). Japanese and Korean brands, which are sandwiched in between the Chinese and Western European brands from a pricing perspective, fare a tiny bit better. Like so many operators elsewhere, Chinese operators also want to maximise payloads – and overloading has been a massive challenge in the country. “In the old days, in north east China (where I am from), the underpowered trucks all stayed in the right-hand lane and the road literally sank from the weight of the trucks,” reveals Doub. Think that’s extreme? In November last year a Chinese truck driver was fined 2,7 million Yuan – the equivalent of 100 years’ average income for city dwellers – and jailed for three years after his overloaded vehicle caused a bridge to collapse. Zhang Wenjun’s sand-laden lorry weighed 160 t when he tried to cross a concrete bridge, in Huairou on the outskirts of Beijing, and the structure gave way.
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Thankfully, incidents like these are not quite as common as they used to be. “This situation is changing. The government has built more weighbridges and they’re manned all the time. It has realised that a modern road system is integral to the economic growth of the country,” Doub says. Captains of the Chinese industry say that there are other positive factors emerging. “Customers are starting to realise that they shouldn’t only focus on the initial investment. More and more smaller companies and owner drivers are investing in premium technology,” Kamlarp Sirikittiwatn, vice president vehicle sales and marketing (China sales) at Volvo, tells FOCUS. He reveals that Volvo opened a representative office in China in 1992, although the company has been selling its vehicles in the country since 1934. Dongfeng’s Gang agrees. “Chinese customers are certainly becoming more aware
of the total cost of ownership. One of the reasons is the advent of online shopping in this country. Deliveries have to be fast, so uptime is essential,” he points out. Sirikittiwatn says that the growing sophistication of the market has resulted from considerable education on the part of companies such as Volvo. “We are educating the customers, explaining to them that we don’t only provide a truck – we provide complete support and profitability over the lifecycle of the vehicle.” But FAW’s Doub doesn’t believe that the market is becoming more sophisticated. “I don’t see how the European trucks will ever be able to break into the mainstream business in China – because Chinese customers don’t want them. They want a cheap truck. I’m not saying we’re building inferior trucks. The truck we’re building today is light years from the truck we built ten years ago. Our level of performance, durability
and reliability has risen dramatically. Is the level of refinement the same as a European truck? No, it’s not. If FAW wanted to build a truck equal to a Benz or MAN, we could do it tomorrow, but the Chinese market doesn’t want it,” he contends. Gang has a different opinion. “We have 44 years of experience in the truck business and we are very focused on this segment. Over these 44 years, we have developed strong engineering capability and the ability to develop the right product for the right segment. We have a very strong distribution network and we understand the customers’ requirements – but we need to learn more,” he tells FOCUS. Part of that learning process will come courtesy of Volvo, which acquired 45 percent of Dongfeng Commercial Vehicles last year. “We are strong here (in China) and Volvo is a global giant. Both are big groups. We have strong synergy and through the cooperation with Volvo
Above left: Huang (Gary) Gang, president of Dongfeng, has global aspirations. Above: Kamlarp Sirikittiwatn, vice president vehicle sales and marketing (China sales) at Volvo, says some customers are appreciating the benefits of premium trucks. Above right: FAW’s Robert Doub believes that Chinese customers don’t want sophisticated trucks.
September 2014 |FOCUS| 17
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china we can strengthen our competitiveness. This can support our goal of entering the global market,” says Gang.
Top: While trucks in China tend to be fairly utilitarian, the same cannot be said of the country’s bikes. Above: Hyundai has entered the Chinese truck market with a vengeance, even establishing its own factory in the country.
18 |FOCUS| September 2014
FUTURE PROSPECTS Looking to the future, there can be little doubt that many Chinese companies will continue to work with manufacturers from other parts of the world. Will this benefit the Chinese companies? Almost certainly – although not nearly as much as in the past; Chinese companies possess huge technological know-how (Dongfeng, for instance, is quite happily building engines, axles and various other components; Doub says FAW’s new 13-litre engine is simply sensational). Will this benefit the companies from abroad? Not as much; trucks that emerge from JVs almost never bear the foreign company’s name (à la BFDA’s Auman). This – and the nation’s propensity to buy cheap local trucks – means that it’s hard (if not impossible) for foreign companies to establish brand equity. Meanwhile, Chinese companies will work at upping their quality game. BFDA’s Albrecht says one cannot compare the quality of Chinese and Western European trucks – at present. “But Chinese original equipment manufacturers (OEMs) will improve their quality. They have a clear target; they want to export everywhere, including to Europe. This means improving quality. When will this happen? That’s a very tricky question,” he ponders. Of course, Chinese companies could settle for supplying the local market, which will almost certainly keep them churning out trucks well into the future. Road will remain the mode of choice within China well into the future, it seems. According to KPMG, in terms of traffic in tonnes per kilometre, road freight transport has seen enormous growth over the last ten years, mostly because the Chinese government has been strongly committed to road construction. Between 2000 and 2010 alone, the length of national highways grew by an impressive 2,5 million kilometres. The current four million kilometres is therefore certain to expand further. By 2020, the expressways – primarily for inner- and inter-city traffic – will also grow from 55 000 km to 85 000 km. In addition, the Chinese government recently eliminated tolls for secondary highways. These and similar developments will help to achieve continuously strong growth in the road transport of goods. Chinese companies could also opt to maintain the status quo when it comes to quality and export to the less discerning markets – South Africa, Brazil, India, Mexico and Russia, as well as Southeast Asia. However, chatting to Dongfeng’s Gang, I believe that the industry would love to see China’s red flag rising all over the world. Not right now, but in time. “Our home market is easy for us. We understand our customers’ requirements. We respond quickly when it comes to bringing new technology. Going abroad is different. We need time to prepare our capabilities and technology. We need to focus on emissions; we are on China 4, Europe is on Euro 6. That’s a big gap. Right now, we need to learn and the European market is not our focus,” he reveals. That’s the situation right now. But one thing is obvious: the wind that blows from the east will almost certainly blow to all corners of our globe sometime soon … |FOCUS
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china Monthly sales of trucks Jan.
Feb.
Mar.
Apr.
May
June
Jan.–June
2014
264 868
253 349
406 415
345 821
272 123
229 518
1 770 703
2013
266 606
215 386
403 092
352 276
314 432
297 739
1 849 660
-0,65%
17,63%
0,82%
-1,83%
-13,46%
-22,91%
-4,27%
YoY Growth
Monthly sales of heavy-duty trucks (GVW≤ 14 t) Jan.
Feb.
Mar.
Apr.
May
June
Jan.–June
2014
51 194
54 741
97 092
88 032
73 921
63 720
428 956
2013
43 012
39 617
86 128
81 549
77 279
75 085
402 679
YoY Growth
19,02%
38,18%
12,73%
7,95%
-4,35%
-15,14%
6,53%
Monthly sales of semi-trailer tractors Jan.
Feb.
Mar.
Apr.
May
June
Jan.–June
2014
18 220
17 372
32 341
25 462
24 727
22 800
140 429
2013
12 189
12 223
28 664
23 175
21 351
24 623
122 230
YoY Growth
49,48%
42,13%
12,83%
9,87%
15,81%
-7,40%
14,89%
Monthly sales of medium-duty trucks (6 t GVW≤ 14 t) Jan.
Feb.
Mar.
Apr.
May
June
Jan.–June
2014
18 682
18 018
30 275
26 387
19 015
17 115
129 780
2013
22 476
14 980
35 756
32 702
27 126
26 300
159 338
YoY Growth
-16,88%
20,28%
-15,33%
-19,31%
-29,90%
-34,92%
-18,55%
Jan.–June
Monthly sales of light-duty trucks (1,8 t GVW≤ 6 t) Jan.
Feb.
Mar.
Apr.
May
June
2014
151 056
142 716
218 615
183 591
138 637
109 764
943 131
2013
150 212
117 958
222 528
191 178
167 828
153 766
1 004 004
0,56%
20,99%
-1,76%
-3,97%
-17,39%
-28,62%
-6,06%
Jan.–June
YoY Growth
Monthly sales of mini trucks (GVW≤ 1,8 t) Jan.
Feb.
Mar.
Apr.
May
June
2014
43 936
37 874
60 433
47 811
40 550
38 919
268 836
2013
50 906
42 831
58 680
46 847
42 199
42 588
283 639
YoY Growth
-13,69%
-11,57%
2,99%
2,06%
-3,91%
-8,62%
-5,22%
Sales of heavy-duty trucks by main domestic manufacturers 2014
2013
YoY Growth/%
Total
428 956
402 679
6,53
Dongfeng
86 155
87 354
-1,37
SINOTRUK
69 909
63 011
10,95
FAW
68 405
64 705
5,72
Foton
64 001
58 281
9,81
Shaanxi Automobile
61 523
52 938
16,22
JAC
23 598
17 558
34,40
SAIC Iveco Hongyan
15 280
14 636
4,40
CAMC
11 810
13 342
-11,48
Dayun
7 945
7 063
12,49
Others
20 330
23 791
-14,55
20 |FOCUS| September 2014
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www.fotontrucks.co.za September 2014 |FOCUS| 21
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china
Made in South Africa
It seems that more and more Chinese vehicles are entering the African market, which comes as no surprise. They might have started as the butt of automotive jokes, but are progressing to a force to be reckoned with (striking fear in the hearts of manufacturers the world over) … This vigour, however, will gain a South African flavour as FAW has opened a production plant in Coega
F
irst Automotive Works (FAW)
“This is the culmination of a journey, that
came down to a choice between East London
is no stranger to the South
our department has been engaged with for
and Coega. “In the end Coega was chosen
African market as it has been in
some years, to bring a Chinese automotive
because the infrastructure is perfect,” said
the country since 1994 … The
manufacturer to the Coega IDZ,” he
Richard Leiter‚ managing director of FAW
pointed out.
South Africa.
company has now taken things to the next level, investing around US$ 60 million (more than
Originally announced in 2012, the decision
Zuma added that the US$ 60-million
R635 million) in the South African economy
to construct the local FAW plant was not one
investment will create much needed jobs
through its newly built vehicle production plant,
that was taken lightly, explained FAW Vehicle
and promote an improvement in the lives of
in the Coega Industrial Development Zone
Manufacturers South Africa: “We could have
many people in this area. “The investment
(IDZ) in the Eastern Cape.
gone to Kenya or Tanzania, where FAW has
also augurs well for South Africa’s position
“FAW has been in our market for 20
been present in sales and service for over 30
within the global automotive manufacturing
years, providing passenger and commercial
years – but in the end we chose South Africa
network and proves, once again, that we have
vehicles,” explained President Jacob Zuma
because of the infrastructure.”
an attractive operating environment to host global multinational companies.”
at the official opening of the plant. “However,
Qin Huanming, vice president of the China
your decision to locate the production facility
FAW Group Corporation, added: “As a shining
The total investment has been financed
in Coega is a most welcome vote of confidence
pearl on the African continent, South Africa
by the China FAW Group Corporation and
in Nelson Mandela Bay and in the Eastern
enjoys sound political, economic and legal
the China-Africa Development Fund. “FAW
Cape Province,” he told the manufacturer.
systems, as well as excellent infrastructure
has chosen the right continent on which
Rob Davies, the Minister of Trade and
and abundant labour resources. These
to invest at this point in global economic
Industry, who joined the festivities, added
favourable conditions have strengthened
history,” said Zuma. “It is home to some of the
that this is the largest investment made
FAW’s confidence to invest in South Africa.”
fastest growing economies in the world and
by any Chinese investor in South Africa.
22 |FOCUS| September 2014
The local affiliate explained that it then
there remains greater potential for further
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Production will be ramped-up to 5 000 trucks per annum at the newly built FAW production plant, in the Coega Industrial Development Zone.
growth as the volume of goods transport increases.” The first-phase of the Coega plant, covering 103 000 m2 of land and a 28 000 m2 plant – complete with training facilities – will supply
Above left: The first South African produced truck bursts onto the stage! Above right: President Jacob Zuma says that FAW has chosen the right continent on which to invest. Below left: “It is my honour and pleasure to welcome FAW as a full commercial citizen of South Africa,” says President Zuma. Below right: The 28 000 m2 plant will supply trucks to the local market, as well as to the rest of Africa.
trucks to the South African market, as well as to the rest of Africa, in both right-hand and left-hand-drive derivatives. The current projections are that 40 percent of production will be destined for the South African territories, while 60 percent will be exported. Production will be rampedup to 5 000 trucks per annum (with 35 000 passenger vehicles to be manufactured here in the second phase). Davies added that FAW’s decision to build commercial vehicles locally from completely knocked down kits (CKD), the first original equipment manufacturer (OEM) to do so across its entire range in South Africa, is a clear indication that government’s plan to extend the Automotive Production Development Plan to the commercial vehicle
Future plans include the commissioning
FAW plant here in Coega, is a remarkable
CKD manufacturers, bus manufacturers and
of a body-building facility at the Coega plant
example of the positive cooperation that we,
local component manufacturing industry, will
where tipper-truck bodies, mixers and
as South Africans, can attract from foreign
attract further expansion in the automotive
customised trailers will be built. This plant
investors. We warmly welcome FAW’s
industry.
won’t serve FAW exclusively, as it will be
decision to assemble its vehicles locally. We
The FAW range to be assembled locally
the first South African-based OEM to offer
wish you success, growth and prosperity,
includes 14 models spanning the medium-,
its body-building facility to other commercial
which will translate to growth and prosperity
heavy- and extra-heavy commercial vehicle
vehicle manufacturers.
for workers, their families and the local
segments.
Zuma said it best: “Today, opening the
economy.” |FOCUS
September 2014 |FOCUS| 23
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china
World first! driving the
dragon
With its new heavy-duty truck, Dongfeng wants to take on the European market. Can the Chinese company achieve this? CHARLEEN CLARKE travels to Xiangyang to find out
S
ometimes names don’t mean much. Dongfeng’s new heavyduty truck, the Kinland Flagship, is a case in point. Its Chinese name actually means “dragon from the sky” ... Why on earth the company didn’t call it the “Dragon” I really don’t know. However, one thing that I can reveal is that, with this new truck (which will make its global debut at the 2014 IAA), the enormous Chinese company wants to breath fire over the European truck market. But can it take on the Europeans at what they do best? In order to answer this question, I travelled to the Hubei province of China – and the city of Xiangyang specifically. Like most other Chinese cities, it is punctuated by enormous apartment blocks in various stages of construction, soaring upwards into the clouds. Xiangyang is pretty special in trucking terms, however, because that’s where Dongfeng’s
24 |FOCUS| September2014 24|FOCUS|September 2014
enormous testing facility is located. One Dongfeng official tells me it’s the largest in Asia. Maybe. It’s certainly one of the busiest; during my visit a variety of makes and models whiz around the banked circuit (it’s not only used by Dongfeng to test its products, but also by the industry at large). We’re not bothered by mere mortals, however. In typical grandiose Chinese style, Dongfeng has closed off an entire section of the proving ground; it’s reserved exclusively for our use. The start of our visit is fairly dramatic, as we park on the side of the track ... and, seconds later, two Kinland Flagships approach at high speed. The one is deep maroon; the other is black. They paint a melodramatic picture as they race up to us and park. Then it’s time for us to experience the duo of Dongfeng darlings – but first we are taken around the circuit by technical experts. They
point out the nuances of the track, insisting that we don’t do more than 75 km/h on particularly tight sections. Personally, I think they’re nuts. I wouldn’t go faster than 60 km/h through such a tight turn – especially given the fact that the rigs are fully loaded to 55 t. But I remain mum ... and wait my turn to drive. I decide to start off in the easier of the two; the so-called high-spec model, which is equipped with a 13-litre Dongfeng Cummins engine and a Volvo gearbox – the VT2214B. Before I fire up the engine, the technical expert takes me through the cab and its various features. It’s all pretty standard, but I can see that he’s proud of some aspects such as the steering-wheel-mounted controls (for the sound system and cruise control) and the sunroof that closes automatically when you turn off the engine (just in case you forget to close it and it rains).
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Unfortunately I cannot comment on the interior too much – we’re driving prototypes and the interior is not necessarily reflective of the final design. However, what I see is practical and utilitarian. I love the S-shape … it’s very yin/yang. It’s not as plush as the European trucks – but it’s certainly functional. Then we’re off. Given the 55 t, I’m not really anticipating a very smooth ride – thinking that the truck may be a bit skittish. Not so. It pulls off smoothly and effortlessly – there are no vibrations or shaking mirrors or anything like that – and soon we’re racing to the section that is limited to 75 km/h. The truck navigates the tight turn effortlessly; the steering is direct, without being excessively so. I really enjoy the leaf-spring suspension of the vehicle; it has a wonderfully comfortable ride. As my German International Truck of the Year jury member colleague comments, there’s no excessive body roll or sharp nose-diving under braking … Then we’re on the straight and the technical expert encourages me to go faster. I flip the switch, which converts the mode from economy to power, and, within a minute or so, we’re racing down the straight towards another 75 km/h control area. I sense that my Chinese supervisor is getting twitchy, so I tap off and use the retarder to
slow the beast to about 65 km/h (I’m still not comfortable with the concept of blasting through a particularly tight section). All too soon, my first test drive is over. I slow before the end of the circuit and gently apply the brakes – which, it must be said, are quite harsh. Never mind. They’re effective enough and we stop in very good time. Feeling rather plucky, I decide to tackle the low-spec model next, which comes with the same engine and load – but a manual ZF12AS2540 TO gearbox (12+2). I worry about making an idiot out of myself while changing gears, but it’s absolutely effortless ... and I even find myself nearing that 75 km/h through the tight and twisty bits. The steering doesn’t feel as direct and the suspension isn’t quite as forgiving. On a positive note, the brakes are considerably less harsh (or maybe I am just becoming better friends with the dragon). At the end of both test drives, I am greeted with an explosion of flashes – as the Chinese take scores of photographs of yours truly emerging from the cab. The reason for their enthusiasm is obvious: this is the first time in the world that a journalist has tamed their dragon.
Technical specification of test driving Kinland Flagship Project name 14#(H01) 15#(H02) Type of drive system 6×4 Full speed 110 km/h Engine ISZ 480 40, Euro ISZ 450 40, Euro Maximum power (kW) 358 at 2 100 r/min 336 at 2 100 r/min Maximum torque (Nm) 2 320 at 1 200 r/min 2 237 at 1 200 r/min Transmission ZF 12AS2540 TO (12-speed manual) Volvo VT2214B (14-speed automatic) Drive axle Press-welding axle housing, single-reduction GVW (kg) 25 000 Curb Weight (kg) 10 200 GCW (kg) 49 000 Riding Capacity 3 Dimension (mm) 6 955 x 2 500 x 3 915 Wheelbase (mm) 3 300 + 1 350 Front track/ 2 025 / 1 820 rear track (mm) Approach angle 15,5° Departure angle 32°
Then it’s time to chill and chat to senior officials from Dongfeng, who seek my opinion. Will it sell in South Africa, they ask. Sure, I say – once a right-hand drive derivative is available. How should it be priced versus a MercedesBenz, they ask. Considerably lower, is my rather evasive response. Finally, is it good enough to compete in Europe? Not yet, is my totally honest response. The Kinland Flagship is a true workhorse; it’s not quite as refined and luxurious as its European competitors. But, ask me the very same question in five years or so ... and my answer may be completely different. Watch this space; the Chinese are coming. |FOCUS
Top: The Dongfeng team is understandably proud of the new truck. Above: Five members of the International Truck of the Year jury recently met with Huang (Gary) Gang, president of Dongfeng (centre). They were, from left, Gianenrico Griffini (representing Italy), Charleen Clarke (South Africa), Shang Yanzhang (China), Oliver Willms (Germany) and Maximilian Chernyavskiy (Russia).
September 2014 |FOCUS| 25
focus ON
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china In 2010, things weren’t looking so good for Powerstar. It was make-or-break time. In 2012, a major restructure brought some radical changes. The strategy worked and there was a huge turnaround. CLAIRE RENCKEN gets the lowdown from Mark Beukes, general manager: sales and aftermarket at Powerstar
B
eukes starts by giving some background to the company’s history. From 2006 to 2009, it was owned by Super Group. In December 2008, Super Group announced the sale of its industrial products division. In early 2009, Norinco Motors – Beiben’s holding Mark Beukes (left) with Powerstar CEO, Bob Wang.
company and the supplier of Powerstar vehicles – expressed an interest in purchasing the Powerstar business. The deal was finalised on April 13, 2010. “However, from 2010 until 2012, we were left licking our wounds and trying to claw our way back,” explains Beukes. “We needed to re-establish our credibility.” The first step was to focus on strengthening the dealer network. “One of the first things
we did was to decentralise and split into two regions – coastal and inland,” explains Beukes. “We also started hosting regular dealer conferences – we now have two every year (one for sales and one for aftermarket). Furthermore, we provide intensive technical training, based on a syllabus we have developed ourselves.” Next, Powerstar worked hard on setting the company apart from other Chinese manufacturers, by taking a basic Chinese product (the Beiben workhorse) and fine-tuning it, here in South Africa (based on component failures), into a more upmarket vehicle. “Basically, we upped the local content of the vehicles to improve their reliability. So, our pricing went up and we became a second-tier supplier,” Beukes elaborates. “We then also had the confidence to extend our warranty to three years/300 000 km.” This is how the VX range was born. This range comprises the 1627 4x2, 1729 4x4, 2628 6x4 short and long wheelbase, 2635A 6x6, 2642S 6x4, 3335 6x4 short and long wheelbase, and the 4035 8x4. Using the renowned Weichai engine, the VX’s torque output and workhorse capabilities are excellent. Last year, at the Johannesburg International Motor Show, Powerstar introduced its new long-haul, heavy-duty V3 truck tractor. This luxury model boasts superior cab comfort and ergonomics, with a premium all-round quality finish and appearance. The exquisitely sculptured design lines are on par with European trends, making this a beautiful as well as a productive and reliable machine. The V3 2646
A Chinese STAR with South African
truck tractor, powered by a Weichai Euro-3 intercooled engine, has a maximum geared road speed of 111 km/h. In terms of aftermarket service, Powerstar has a user-friendly, web-based electronic parts catalogue (EPC). This system improves communication between dealerships and the
power behind it
26 |FOCUS| September 2014
??????? ???????
central parts department to minimise incorrect parts supply and services. The warranty system is also web-based, which means warranties can be submitted in the shortest possible time, and Powerstar can react quickly and give better service to its customers. This system also facilitates reimbursements to dealerships for their warranty claims via a system that can run anywhere in Africa. When asked what he believes the key element was in Powerstar’s impressive turnaround, Beukes says: “It was definitely our ability to make the conversion from the Chinese market to the world market. Their inability to do so has always been the Achilles heel of Chinese manufacturers.”
The company’s shareholders in Beijing have recognised that, and have realised that the Powerstar business model is one that can be applied in other emerging markets as well. The brand, which was developed here in South Africa, therefore has the potential to become an international one. “We are also very excited about our growth in the rest of Africa. Last year we focused on East Africa, and this year we’ve been conquering the western part of the continent,” adds Beukes. He believes that the reason Powerstar’s business approach is so successful, is that it is simple and transparent. “It’s simple in that we have no grey areas – we’ve got the right vehicle selling for the right price, to the right niche market. It’s transparent in that we’re like a small family. Everyone
knows what the status of the company is and what’s expected of them. So we all know where we stand.” In conclusion, Beukes explains: “We’ve taken what we learned from European original equipment manufacturers (OEMs) and have integrated that with elements of our Chinese OEM. So we have a ‘semi-corporate, semiChinese’ culture, if you like. We don’t do ties, we wear Levis to the office,” he chuckles. |FOCUS
September 2014 |FOCUS| 27
focus ON
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europe
view(s) from the top
How will the transport industry become more efficient and
About the International Press Workshop
environmentally friendly? And what is the future of mobility? CHARLEEN
This extremely prestigious event
CLARKE gets the answers to these – and many other – questions at
typically takes place a couple
the VDA’s International Press Workshop
of months before the IAA. It is a
T
precursor to the actual show. It’s a bit manufacturers
of a scene setter … journalists from
what the organiser of the IAA
was to achieve further reductions in fuel
around the globe gather to listen to
International Motor Show, the
consumption and, therefore, CO2 emissions.
the captains of industry. During this
he
Dream
Team:
That’s
for
commercial
vehicle
Verband der Automobilindustrie
“However, heavy-duty commercial vehicles
event, high-ranking representatives
(VDA), managed to assemble for this year’s
cannot be compared with passenger cars or
of the commercial vehicle industry
International Press Workshop. We were able to
vans, for which the European Union already
from Germany and abroad provide
listen to, and meet with, the captains of virtually
has CO2 regulations. The commercial vehicle
information for the media about
every major truck company, including Daimler,
business is like a football team; it has not only
innovations and developments in the
MAN, Ford, Scania, Volvo and Volkswagen.
defenders, but also midfielders and strikers.
world of commercial vehicles.
“The variety of models among heavy trucks
A by-invitation-only event, and the
Wissmann, VDA president, who kicked off
is so large that there cannot be any ‘standard
single most important workshop on
proceedings on a very positive note, pointing
CO2 value’. The range goes from tipper trucks
the commercial vehicle calendar,
out that commercial vehicle markets were
on construction sites, to delivery vehicles
the International Press Workshop
surprisingly buoyant. “Western Europe has
and all the way to long-distance haulage
is generally attended by European
seen three percent growth in its commercial
trucks. Then there are also urban buses
journalists.
market this year. The market in the United
and coaches. Many vehicles are tailor-made
international magazines were also
States has recorded double-digit growth
for the customers. Very many factors affect
invited this year: FOCUS (the sole
and the Chinese market increased by four
consumption – trucks vary in size, weight,
African magazine), one publication
percent,” he revealed.
usage, mileage, operating conditions and
from Japan and one from China. This
especially their loads,” Wissmann explained.
is the second time that FOCUS has
Of course, we also able to chat to Matthias
THE QUEST FOR GREEN Wissmann stressed that the main challenge
28 |FOCUS| September 2014
He noted that the industry has been very proactive in terms of reducing CO2 emissions
However,
participated in this event.
three
??????? ???????
– without the need for regulations. “Trucks
demand is driving economy improvements –
why we do not implement this solution
already exist that consume only one litre of
not just regulation,” he pointed out.
immediately!” he urged.
diesel for each tonne of goods transported
Furthermore,
he
noted
that
truck
over 100 kilometres, when operating at high-
SIZE COUNTS
manufacturers don’t have a vested interest
capacity utilisation in long-distance transport,”
One way of ensuring future environment
in pushing for long trucks. “It will mean that
Wissmann emphasised.
progress is the introduction of so-called
we will sell two instead of three trucks. But it
Wolfgang Bernhard, member of the
“long” trucks. “A field trial with long trucks
is inconceivable for us that this is not being
board of management at Daimler, echoed
has already shown how comparatively simple
pushed aggressively. It is a golden opportunity
Wissmann’s sentiments. “This industry has
changes can increase the capacity of road-
to lower emissions!” he stressed.
made great achievements in terms of fuel
freight traffic. This reduces both mileages
efficiency. Fuel consumption has dropped
and CO2 output,” noted Wissmann.
Martin Lundstedt, president and CEO of Scania, concurred. “The longer trucks would
by 60 percent since 1965, and that was
Nielsen was also enthusiastic about
really help because 70 percent of trucks in
without legislation. This was thanks to
the efficiency of long trucks. “The path
Europe are loaded to the maximum volume
Dr Wolfgang Bernhard, member of the board of management at Daimler, says long trucks are the logical
Thomas Heckel, Kögel Trailer board member, reveals that trailer companies have been reducing weight while retaining or increasing stability and increasing safety for decades.
“We do not understand why it is not possible to introduce long trucks! The Swedes are not known for risking the lives of their citizens!”
customer demand. We haven’t only achieved
to ‘greening’ the industry need not be
a reduction in fuel consumption; we have
complicated. Why not take the easy steps
Amadou Diallo, CEO of DHL Freight, was
also reduced emissions. At the same time,
first – long rigs. Those are available today.
even more outspoken in his comment on
we have increased payload capacities,
They have been functioning successfully in
long trucks. “We tried to get permission
performance and safety,” he noted.
Sweden for decades,” he pointed out.
to run these trucks in Frankfurt and it was
(not the maximum weight),” he pointed out.
Anders Nielsen, CEO of MAN, agreed.
Daimler’s Bernhard shared his opinion
a nightmare. Then you get emotional and
“The European transport industry has proved
(and also his frustration at the delays in
pissed off and you stop trying,” he explained
its efficiency over the years. We are the
introduction). “We do not understand why it
to journalists.
benchmark in the world. If I want to beat
is not possible to introduce long trucks! The
Bernhard in the marketplace, I have to
Swedes are not known for risking the lives
TEAM EFFORT
provide a better vehicle. As such, customer
of their citizens! It is difficult to understand
But it’s not just up to the legislators and the
September 2014 |FOCUS| 29
»
focus ON
????? ?????
europe manufacturers to green the industry. “Sure,
in Germany) won’t help. We need the
13,6 m. This moderate extension makes it
we have not reached the end of possibilities of
cooperation of our trailer friends. The
possible to transport up to eight more pallets
fuel consumption savings, but the truck alone
tyre industry also has a great deal to do
per journey (with an unchanged permissible
won’t do it. We need fleet renewal; older trucks
in advancing this cause. We need the
total weight). The benefits are obvious:
have downsides in terms of consumption.
cooperation of the fuel industry and the
depending on the transport requirement, up
drivers need to be properly trained,” he
to ten percent fewer semi-trailer combinations
commented.
are needed, ten percent less fuel is consumed
“Infrastructure is also important – 600 000 km of traffic jams (as experienced
According to Dr-Ing Eckhard Scholz, speaker for the board of management of Volkswagen Commercial Vehicles, city authorities the world over are introducing legislations aimed at lowering emissions.
Matthias Wissmann, VDA president, says commercial vehicle markets are surprisingly buoyant.
Of course the trailer companies have long been cooperating with truck manufacturers “The commercial to try to lower emissions, as Thomas Heckel, vehicle business Kögel Trailer board member, pointed out. is like a football “We have been reducing the weight of our team. It has not trailers, while retaining or increasing stability only defenders, but and increasing safety for decades. also midfielders and “Advanced trailers have long been available – for example, trailers that are strikers.” 1,3 m longer than the usual length of 30 |FOCUS| September 2014
and we can deliver a ten percent reduction in CO2 emissions,” he noted. These trailers are not, however, in common use because of legislative challenges. “Leading freight-forwarding associations have been asking for legislation to allow the use of these trailers for some time. I would like to send a clear message to the politicians. Have the courage to make pioneering decisions. As trailer manufacturers, we are already very
??????? ???????
well prepared technologically. Now it’s your
long-term policies. For an innovation-driven
Workshop were somewhat less displeased
turn: please provide the suitable framework
company, global harmonisation is very
with the state of play.
conditions.
important. New paradigm shift concepts are
“I would encourage the representatives
very costly to introduce.
The reason is simple. According to the VDA’s Wissmann, coaches are leading the
of the press to help us to make the
“Society must, therefore, give a clear
field when it comes to green technology and
general public and politicians aware of the
signal that it is prepared to engage in
safety. “A full coach consumes only about
opportunities and to implement measures
introducing and implementing them. Here
0,5 litres of fuel per passenger per 100 km.
Claes Nilsson, president of Volvo Trucks, was clearly frustrated at the lack of consistent legislation.
that provide a more efficient and more
we need political leadership that reaches
Furthermore, numerous driver-assistance
environmentally friendly logistics system.
beyond borders. Determined policymakers
and safety systems in modern buses ensure
If we were given a little more freedom, we
and innovative companies are the keys to a
the highest level of safety for the occupants,”
could make goods transport by road much
sustainable future,” he stressed.
he noted.
COACHES RULE
concurred. “Compared to other modes of
more efficient and environmentally friendly,” Heckel pointed out.
Hartmut Schick, head of Daimler Buses,
Claes Nilsson, president of Volvo Trucks,
While it was obvious that levels of frustration
transport, the coach generates the lowest
shared his frustration. “To be able to make a
within the trucking fraternity are at an all-
CO2 emissions, as demonstrated by the
game-changing contribution to a sustainable
time high, the captains of the bus and coach
data of the German Federal Environmental
transport society, we need consistent and
industry present at the International Press
Authority,” he told journalists.
September 2014 |FOCUS| 31
»
focus ON
????? ?????
europe Schick said buses would play a key role
marking out low-emission zones, introducing
Scholz said fleet operators would have
when it came to transporting people in an
driving bans and issuing targets for CO2
to prepare for this. “Commercial operators,
environmentally friendly manner. “Euro 6
reduction.
from bakers to courier services, have to
has meant dramatically improved emissions,
“Singapore has set a target of 11 percent
react within the medium-term future if they
a new generation of engines and costly
by 2020, while Copenhagen wants to lower
want to remain able to make deliveries
exhaust purification. The emissions are at the
CO2 emissions by an ambitious 84 percent
within urban areas. Fleet operators, such
validation limit.
by 2030. On average we are talking about
as Deutsche Post with 55 000 mail delivery
a 45 percent reduction within the next 16
vehicles, are committing themselves to
years!” he revealed.
in-house policies with clear targets of up to
“The disadvantages in fuel consumption that were initially expected with Euro 6 have been completely turned around through new developments in the vehicle and powertrain. In fact, we have achieved an 8,5 percent consumption advantage versus Euro 5. The future of mobility – when it comes to buses and coaches – is definitely environmentally friendly,” he stressed.
“A forecast by the World Business Council for Sustainable Development is predicting global transport volumes to triple between 2000 and 2050.” 30 percent lower CO2 emissions by 2020,” he revealed. How is this going to be achieved? VW’s Scholz says gas has potential. “Gas power is an underappreciated alternative for reducing CO2. Natural gas is already available today and provides customers with high efficiency and unrestricted mobility. Natural gas vehicles are only a few hundred euros more expensive than diesel models. Natural gas as a fuel is currently around 20 percent cheaper than diesel,” he pointed out. Volvo’s Nilsson believes that methane has considerable merit. “But, since a widespread availability of a new fuel is even more important in long-haul operation, the success of the methane diesel depends on the dedication of fuel producers and distributors. A wider use of liquefied natural gas will also help boost the demand for liquefied biogas produced from renewable sources. We are also exploring
Anders Nielsen, CEO of MAN, believes that the European transport industry is extremely efficient.
other solutions, such as electric hybrids and trucks powered by dimethyl ether (DME),” he revealed.
ALTERNATIVE PROPULSION
On top of this come EU directives
Nilsson said that the road to green was
SYSTEMS
leading to strict limits of 95 grams per
being stymied by lack of uniform legislations
The manufacturers, however, are not resting
kilometre in 2020 for passenger cars.
and standards. “The large-scale introduction
on their laurels – they want to produce
At the same time the limits for light
of alternative fuels requires clear political
even greener vehicles in future. Coupled with
commercial vehicles are reducing from
directions,” he urged.
this desire to do better is a proliferation of
175 to 147 grams per kilometre by 2020.
Battery electric vehicles (BEVs) are also
demanding legislation. According to Dr-Ing
“The market pressure will be even greater
an option, but, as VW’s Scholz noted, they
Eckhard Scholz, speaker for the board of
still and the claims of the customers
don’t come without their challenges. “There
management of Volkswagen Commercial
for corresponding offers will get louder,”
is one thing that electric light commercial
Vehicles, city authorities the world over are
Scholz warned.
vehicles are not: profitable. Plus there the
32 |FOCUS| September 2014
»
??????? ???????
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September 2014 |FOCUS| 33
B
focus ON
????? ?????
europe high acquisition price, due to the high battery costs,” he pointed out.
Bernhard Mattes, chief executive officer
Scania’s Lundstedt said we could expect
of Ford-Werke, was similarly upbeat. “A
autonomous trucks in the not-too-distant
Daimler’s Schick agreed that economical
forecast by the World Business Council
future. “The technology is already in place
issues were key. “Alternative powertrains
for Sustainable Development is predicting
to produce autonomous trucks. It’s not a
are not in demand in the market – simply
global
triple
no-brainer and it could make sense to think
because of the economic viability factor.
between 2000 and 2050. The megatrend
about this in a couple of years. The question
However, I am absolutely certain that sooner
of
is which applications? Underground mining
or later this will change and, when the time
changes.
transport
urbanisation
volumes will
to
trigger
massive
could be ideal,” he pondered.
comes, we will not come out with prototype
“Another critical trend is the expanding
Volvo’s Nilsson agreed. “Platooning
solutions. We are working intensively on an
e-business. This sector’s growth rates are
(creating a road train by connecting a
economically justifiable, mature and highly
gigantic. In 2016 the internet will contribute
number of vehicles electronically) has a
modular concept. I am convinced that, in the
€3,2 trillion to the economy of the G20
future. Volvo Trucks has been part of
long term, the future belongs to the fuel cell,”
countries. That is nearly twice the amount
successful field tests of platooning, for
he pronounced.
of 2010. The global e-commerce market in
instance within the Sartre project. While
Of course, while alternative powertrains
the B2C segment alone has now reached a
the technology development is continuing,
are currently costly, they do have their
volume of around €900 billion and in most
a new legislative framework is needed
advantages.
countries still sustains a double-digit growth!”
to enable an introduction of autonomous
he noted.
vehicles in a larger scale,” he explained.
“For BEVs the
costs of
maintenance, wear parts and consumables are relatively low or even non-existent. And the inexpensive price of electricity is persuasive in comparison to conventional internal combustion engines. However, savings on running costs do not currently compensate for the high purchase price,” Scholz noted. As such, he believes that financial incentives for going electric must be introduced. “Switching over has to add up for the goods and services sector. The cost per kilometre driven may not be any higher than with conventional drive systems. Our customers have to earn money with their fleets! “As soon as commercial vehicle customers see a business advantage in using alternative drive systems, or they are no longer allowed to drive in city centres using conventional engines, or are severely restricted in doing so, they will switch to alternative drive systems,” he noted. MOVING FORWARD
Heavy hitters … Dr Wolfgang Bernhard, member of the board of management at Daimler; Amadou Diallo, CEO of DHL Freight; and Matthias Wissmann, VDA president.
That switch will only come well into the future
Also on the subject of growth, Daimler’s
Daimler’s Bernhard pointed to even
and, according to the captains of industry,
Schick predicted an increase in bus
safer trucks. “We have already made great
this is only one of many highlights to come.
and coach transportation – especially
achievements since 2000. Transport
in
most
capacity has improved by 15 percent,
patterns. “At present 50 percent of the
inexpensive mode of transport in German
while accidents have been reduced by 60
world’s population lives in cities. In future,
long-distance transport. According to the
percent. Our vision is accident-free driving,
this will rise to 70 percent. All these people
Federal Ministry of Transport, the number
because a truck in an accident has very
need goods. Obviously they can order these
of permits for long-distance bus lines in
severe consequences. The best time for
over the internet, but we cannot deliver
Germany nearly tripled between 2012
the truck world is yet to come!” he noted.
over the internet. As such, we can expect
and 2013. The bus will increasingly be the
The message is clear: there certainly are
massive increase in transport requirements,”
preferred choice of transport mode in the
challenges on the commercial vehicle horizon
he suggested.
future,” he said.
– but the future looks good! |FOCUS
MAN’s Nielsen predicted a shift in living
34 |FOCUS| September 2014
Germany.
“Buses
are
the
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September 2014 |FOCUS| 35
fuel filtration
For the love
of fuel MALCOLM WALKER of Ultrafine Depth (UD) Filtration offers some very interesting insights on the topic of fuel filtration and fuel quality in South Africa. He feels that everyone in the transport and ancillary industries should be very concerned by the fuel situation as it exists in our country. Walker writes‌
T
here have been a number of articles of late dealing with the quality of diesel fuels available in Africa, but none of the writers seem able to show graphically just how bad the situation is. Any user of diesel-powered equipment will testify to the horrific cost implications of using fuel that
36 |FOCUS| September 2014
is heavily contaminated with dirt particles. The International Standards Organisation (ISO) has produced a level of cleanliness code in its publication, ISO 4406, which gives a numeric code to the numbers of particles (between a minimum and maximum range) that are found in lubrication fluids and fuels.
fuel filtration This was done in an attempt to classify the cleanliness of the fluids and set minimum standards, which suppliers are encouraged to achieve. The chart allocates single and doubledigit numeric codes to huge numbers of dirt particles, in an effort to make these amounts more readable. Because these numbers increase exponentially as the particles become smaller, they use a logarithmic scale. This means that for every step in the scale, the number of particles doubles, so a code of ten would mean more than 500 and less than 1 000 particles of a certain size. A code of 11 would mean more than 1 000 and less than 2 000 of a specific size, per 100 ml of fluid. Onboard fuel filters are required to remove this dirt, in order for the engine to operate efficiently for a long time. So does this happen? Onboard filters do remove some of the dirt particles, but, as they use a small amount of relatively inexpensive filter medium, their performance is limited. In the pictures on the following page, a sample of 20 litres of fuel was deliberately contaminated with 20 g of fine test dust, and left exposed to atmospheric dust for two weeks, after which a sample was taken to microscopically examine the contamination. The test fuel was then passed through a filter that comes as standard equipment on a vehicle, and another sample taken for examination. These pictures show that the filter was unable to remove the large amount of dirt from the test fuel. Up to 80 percent of engine failures can be traced back to dirty fuel. When the fuel passing through the system is not kept in pristine condition, the working life of the turbo, catalytic converter, engine oil, pistons and rings, valves, and the engine as a whole, is
dramatically shortened. The fuel system itself suffers with pump wear and progressive wear and tear of injectors, resulting in increased fuel consumption and eventually injector and/or pump failure. Four factors contribute to the increase of fuel flow through the injector: Stiction: This happens when the movement of the injector needle within the barrel becomes “sticky� as dirt particles greater than the dynamic clearances are trapped between the moving parts. Scoring on the needle can be clearly seen with the naked eye and the extent of the damage is huge when viewed under a microscope. Interference with the movement of the needle lengthens injection time and can also prevent the injector from closing properly to shut off the fuel flow into the combustion chamber. Pitting and wear on the needle and seat: This is caused when very hard particles are trapped between the two surfaces. Surface fatigue and extreme temperatures at the point of contact can cause minute pieces of the surface to be torn off, leaving a channel, through which the fuel can escape into the cylinders of the engine, when the injector should be closed. Both of the first two events contribute to overfuelling and injector dribbling. Spray hole enlargement by fluid erosion: This has the effect of reducing the injection pressure within the spray tip. This means that the fuel is not blasted out of the holes with enough force to properly atomise, resulting in a slow burn with high exhaust gas temperatures and unburnt fuel being lost out of the exhaust. The pilot valve is held open by dirt particles: This drains pressure from the head of the needle. Although the pressures within the injector are very high, the force to hold this
valve closed is of necessity quite low and small dirt particles will hold this valve open without damaging the seat. The reduced pressure will not help close the needle, which may also cause the injector to dribble intermittently, adding to the problems described above. In an effort to combat this dirt attack, protect their products and give acceptable working life, the engine manufacturers install onboard filters to remove the dirt, before it destroys expensive pumps and injectors inside the warranty period. This may seem reasonable, and quite noble, until a user reads the small print of his warranty, and discovers that these items are regarded as wearing parts (in the same way as brake pads and tyres) and are, therefore, not covered. This tricky practice has only emerged within the last few years, after the manufacturers found they were being killed with warranty claims resulting from the use of dirty fuel. We have seen many vehicle and equipment owners who have been stung by this unsavoury practice of the equipment suppliers hiding behind the use of dirty fuel, whilst not supplying adequate filtration systems on their machines. Why then do the manufacturers not specify and fit more efficient filters on the vehicles? The answer, although it will never be admitted by the industry, is simple: the sale of spare parts and servicing generate huge profits for their distribution outlets. The manufacturers require these outlets to be profitable and thus sustainable, thereby improving the overall product value, by providing service, in the highly competitive world market. One could say, therefore, that they have a vested interest in shortening the working life of certain parts. The headlong surge towards
September 2014 |FOCUS| 37
Âť
fuel filtration Unfiltered sample at 50 to 1 magnification Unfiltered Unfiltered sample sample at at 50 50 to to 11 magnification magnification
Unfiltered sample at 200 to 1 magnification Unfiltered sample at 200 to 1 magnification Unfiltered sample at 200 to 1 magnification
Unfiltered sample at 500 to 1 magnification Unfiltered sample at 500 to 1 magnification Unfiltered sample at 500 to 1 magnification
Filtered sample at 50 to 1 magnification Filtered Filtered sample sample at at 50 50 to to 11magnification magnification
Filtered sample at 200 to 1 magnification Filtered sample at 200 to 1 magnification Filtered sample at 200 to 1 magnification
Filtered sample at 500 to 1 magnification Filtered sample at 500 to 1 magnification Filtered sample at 500 to 1 magnification
A sample of fuel was deliberately contaminated with fine atmospheric dust (left). Even once filtered (right), contamination is clearly evident.
These pictures show that the filter was unable to remove the large amount of dirt from the test fuel.
aThese “greener� planet has playedthat right into use inefficient filter media thatlarge have amount A system thatfrom incorporates dispensing pictures show thethe filter happy was to) unable to remove the of dirt the test fuel. These pictures show that the filterrelatively was unable toand remove theblock large ofand dirtefficient fromonboard the test hands of these same manufacturers, as they large holes, will thus not up amount pump filters units, fuel. which Up toand 80% of engine can beandtraced back toto dirty through the modify improve engine failures efficiency and cause the vehicle stall. fuel. When the will fuel clean passing the fuel properly, before it passes Up towithout 80% of engine failures can be traced back to dirty fuel. When the fuelthe passing through the would power, having to in ensure that the Another to note islife thatof afuel. relatively low the through pump andthrough injector system, system is not kept pristine condition the fact working theWhen turbo, catalytic converter, engine Up to 80% of engine failures can be traced back to dirty fuel passing theoil, system is not kept intechnologies pristineare condition the ofworking life of through the turbo, catalytic converter, engine oil,that fuel with which these new percentage the dirt that passes the alleviate most of the costly ramifications pistons and rings, valves and the enginethe as aworking whole islife dramatically shortened. The fuel system itself system is not kept in pristine condition of the turbo, catalytic converter, engine oil, pistonstoand rings, and the engine as comes a whole is fuel dramatically The designed operate, is, invalves fact, used by the fuel system with the supplied by the shortened. come with dirty fuel.fuel system itself suffers with pump wear, injector performance shift (a benign word used to describe progressive pistons with and rings, the performance engine as a whole isondramatically The fuelby system itself consumer. fuel companies. Depending the environmental causedprogressive dirty fuel can be suffers pumpvalves wear, and injector shift (a benign word shortened. usedProblems to describe wear and tear of injectors) resulting in increased fuel consumption and eventually injector and/or suffers with pump wear, injector performance shift (a benign word used to describe progressive The manufacturers also play resulting a role conditions, up to 80 percent of this dirt could be and kept to a minimuminjector with properand/or filtration. Fuel wear and tear ofof filters injectors) in increased fuel consumption eventually pump failure. in this circle oftear deceit.of Constrained by vehicle ingested into the system through the fuel tank and filtered to cleanliness levels way and/or beyond those wear and injectors) resulting in increased fuel consumption eventually injector pump failure. manufacturers to provide small filters that can breather. Therefore, filtration of the fuel before recommended by the engine manufacturers, pump failure. handle specificationsto andthe reach it goesofinto the flow vehiclethrough is not the the complete will greatly improve the productivity and useful Four minimum eventsflow contribute increase fuel injector:events increase oftofuel flow through the injector:aFour long service life, contribute they are forced to (andthe seem solution the problem. life of diesel power plants. |FOCUS
Four events contribute to the increase of fuel flow through the injector:-
38 |FOCUS| September 2014
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focus on petrochemicals
to shale or not to shale?
South Africa has one of the largest petrochemical industries in Africa, which is largely centred on coal feedstock, but during the course of the last few years, “shale gas” and “fracking” have become the new buzzwords. CLAIRE RENCKEN investigates
L
et’s start with the basics. First,
The first of these is that fracking uses
emissions – more than any other fuel. And in
what is shale gas and why is it
huge amounts of water that must be
the run-up to 2020, the incremental increase
important? Shale gas refers to
transported to the fracking site, at significant
in emissions from coal-fired power, in India
natural gas that is trapped within
environmental cost. The second is the worry
and China alone, is expected to be roughly
shale formations. Shales are fine-grained
that the potentially carcinogenic chemicals
double the increase from the entire global
sedimentary rocks that can be rich sources
used,
transport sector.
of petroleum and natural gas.
groundwater around the fracking site.
Natural gas is the fastest way to address
Second, what is fracking? This is the
(However, the industry suggests pollution
these emissions, because modern gas plants
process of drilling down into the earth,
incidents are the result of bad practice,
emit half the CO2 emissions of new coal
before a high-pressure water mixture is
rather than an inherently risky technique.)
may
escape
and
contaminate
plants, and up to 70 percent less CO2 than
directed at the rock to release the gas
There are also worries that the fracking
inside. Water, sand and chemicals are
process can cause small earth tremors.
The potential of natural gas as a cleaner
injected into the rock at high pressure,
Finally, some environmental campaigners say
transport fuel is also coming into sharper
which allows the gas to flow out to the head
that fracking is simply distracting energy firms
focus. Over the long term, gas can provide
of the well.
and governments from investing in renewable
a cleaner source of electricity than coal for
sources of energy, and encouraging continued
the world’s growing fleet of electric vehicles.
reliance on fossil fuels.
That would ease many countries’ need for
The process is carried out vertically or, more commonly, by drilling horizontally to
the old steam-turbine coal plants.
the rock layer. The process can create new
Many people, however, are of the opinion
pathways to release gas or can be used to
that the case for, rather than against, natural
There are also direct applications for
extend existing channels.
gas is clear. Displacing coal-fired power with
gas in transport. One is Liquefied Natural
natural gas is the fastest and cheapest
Gas (LNG), which can be used to fuel-heavy
controversial. The extensive use of fracking
route to reducing CO2 emissions in the global
vehicles, such as trucks, ships, barges and
in the United States (US), where it has
power sector over the next 20-plus years.
trains. It’s a smart way to reduce local
Last, one might ask why fracking is
revolutionised the energy industry, has prompted environmental concerns.
40 |FOCUS| September 2014
imported oil, especially in Asia.
Last year, coal was responsible for as
emissions of sulphur oxides and particulates.
much as 44 percent of energy-related CO2
It can also help to tackle overall greenhouse
focus on petrochemicals
emissions, depending on where and how it is used. So, what does all this mean for South Africa? According to Transport Minister and former Energy Minister Dipuo Peters, the
Many people are of the opinion that the case for, rather than against, natural gas is clear.
US Energy Information Administration (EIA) findings of 2011, which estimated that South
that exist in South Africa, whether it be
“Energy efficiency and renewable energy
Africa possesses technically recoverable
offshore gas fields or land-based shale gas
should be among the country’s top priorities,
resources of about 485-trillion cubic feet
extractions,” asserts Peters, who adds that
as they are the cleanest, and are a less
of natural gas in the Karoo basin region, is
shale gas would likely produce 20 times the
expensive solution to South Africa’s electricity
not something that government can easily
amount of gas currently produced by national
supply shortage,” he concludes.
ignore.
oil company PetroSA.
One thing is for sure: supplying the world’s
Speaking at the Wits Business School’s
However, other parties are voicing
rising energy needs in the years to come
Infrastructure to Support New Oil and Gas
concerns that natural gas might not be
is going to be extremely tough. Surely, the
Resources in Sub-Saharan Africa seminar
the solution to South Africa’s electricity
most sustainable energy system will be one
in November last year, Peters said that, as
shortfall and that the so-called “energy
in which cleaner fossil fuels, as well as
part of her stint as Energy Minister, in the
boom”, which fracking could potentially
renewable sources, meet a growing share
first half of 2013, the Department of Energy
bring to South Africa’s economy, would
of demand.
extensively engaged on the issue of new gas
most likely be short-lived.
resources that were discovered in South Africa.
We cannot ignore the fact that natural
Arthur Chien, CEO of Talesun Energy,
gas offers the fastest and cheapest route
Chinese manufacturer of solar modules
to reducing CO2 emissions in the global
that
and solar cells, says: “Should fracking
power sector by addressing the threat of
government had, in September 2012, lifted
become the norm in South Africa, the
coal-fired power. Therefore, the larger the
the moratorium on shale gas exploration, or
long-term repercussions on the economy,
world’s natural gas supplies, the more quickly
hydraulic fracking, and stated that it would
as well as the effect on the environment
and economically we can displace coal-fired
actively seek means to advance exploration
and public health, may be staggering,
power.
activities in the Karoo basin in 2014.
not to mention the potential clean-up costs
The world will need to invest heavily in all
that will fall on taxpayers for decades
energy sources – from oil, gas and nuclear to
to come.
wind, hydro, biofuels and solar. |FOCUS
Furthermore,
she
reiterated
“It would be wrong for government not to explore all potential gas opportunities
September 2014 |FOCUS| 41
BUSINESS TOOLS
From rural rags to
logistical riches
The 2008/9 recession has made the business world a whole lot smarter, but there’s always room for improvement … JACO DE KLERK takes a look at various tools that are stimulating economic growth, and helping the transport and logistics industries achieve optimum performance
I
t’s been dubbed the Great Recession, the Second Great Depression, a Lesser Depression or the Long Recession … While many factors directly and indirectly caused the global economic downturn of 2008/9 (experts reportedly place different weights upon various reasons), it demonstrated just how interlinked the world has become. During this time, emerging economies proved surprisingly resilient, however – with some taking it on the chin slightly better than others – and the results were better than expected. It would seem that these markets are even stronger now, than after the onset of the Long Recession, as they’re becoming global players in their own right – especially if you look at those on the African continent. According to David Ross, FedEx Express senior vice-president for Middle East, Indian
42 |FOCUS| September 2014
sub-continent and Africa, as a trading partner the continent offers huge opportunities to the world. “This is because of the change in Africa over the last few years, regarding the ongoing investments pretty much across the board – particularly in sub-Saharan Africa,” he tells FOCUS. It’s no wonder that this global courier and delivery services company has expanded its southern African footprint, with the acquisition of Supaswift businesses in South Africa and six other countries, namely: Botswana, Malawi, Mozambique, Namibia, Swaziland and Zambia. This, according to FedEx Express, provides the company with access to an established regional ground network and extensive knowledge of the southern African region. “Our strength is our network and our network is the world,” says Ross. “So the more we establish ourselves in emerging
markets, particularly those in Africa, the greater opportunity we have to grow our business.” The company is now connecting the region to more than 220 countries and territories worldwide, enhancing customers’ business flexibility and speed to market. Ross adds: “Now that Africa is becoming a greater global player, you’ll see that the need for logistics and courier services will grow exponentially.” He explains that companies like FedEx provide opportunities for small to medium enterprises (SMEs) – and not just large multinational corporations or specific industries – to grow beyond their normal domestic environments. “Now, more than ever, logistics and courier services are there to stimulate growth and develop further opportunities – not only within the existing and neighbouring markets, but worldwide,” Ross emphasises.
BUSINESS TOOLS
“We’re a platform and key for everybody to take their goods further without incurring huge costs of entering local markets.” This bodes well for the economies in which these retailers find themselves, as SMEs are usually a major part of every economic environment in countries across the world. “If SMEs have the ability to access new markets and more information, then they’ll grow,” says Ross. “And when they grow, the economy grows, employment grows – and all of those good things.” He adds that all this is thanks to the age of the internet, which allows goods to move faster and beyond normal boundaries. “People were selling goods domestically, they then migrated to selling them regionally, and now they can move their goods globally without a huge cost – and the internet really is the basis for that to happen.” The internet isn’t the only logistics-aiding techno instrument, however, as wireless networks are proving to be important business tools at ports. Michael Fletcher, sales director at Ruckus Wireless, explains that wireless networks are used at dry bulk terminals to locate various containers and keep track of where everything is going in real time. An operator’s life would be very difficult if he had to manually look for a single container in a container-stack. The problem, however, is that container terminals are always changing. “It is like a Lego village of blocks, where everything moves
around,” says Fletcher – which makes things difficult for wireless networks. In explaining why, he compares wireless transmission to a light bulb. “If you have a light bulb with a normal globe, and you switch it on, the light just goes wherever the light can go – it cannot move,” Fletcher points out. “And if there is a shadow in a particular place, you have to move the light bulb, or you have to move the environment, to dispel it – you can’t make light move.” Just imagine what mayhem could be sown at a port if everything is set up and functioning, and suddenly, a container is placed in front of the “light”. The company has pioneered a solution, however, named BeamFlex – smart Wi-Fi if you will. The technical jargon and functions are a bit daunting, but Fletcher resorts to his bulb example to clarify it. “BeamFlex’s smart antenna system is like a whole lot of LED flashlights where you can make the beam go wider and narrower, as well as turn it up and down.”
It also features some mean computing skills. “So if you end up in a situation where someone puts a giant container in your way, the system can make the beam go a little bit wider on the outside, calculate from which container it can reflect the beam, and find the optimal path to where it needs to go,” explains Fletcher. He adds: “So it has the ability to shift, and to manage interference in a constantly changing environment.” Currently, Ruckus has deployed its BeamFlex solution in some ports in Mozambique and East Africa. “There’s an inland container port in Rosslyn, Pretoria, that also runs with Ruckus equipment,” Fletcher points out. “One of the motor manufacturers, initially using a different vendor, was having some challenges with its Wi-Fi, as it wasn’t able to adapt to the changing container environment – but we fixed this with a small deployment.” He adds that Ruckus has a few trials running in Namibia as well. “In Africa, as a whole, we’re really not doing badly and things are picking up traction.” So the future prospects of Africa are really looking bright as various business tools are boosting its logistical capabilities … enabling its ports to achieve greater efficiencies through smart Wi-Fi (which can keep the lights on in an ever-changing environment) and the continent’s economic enhancing SMEs (in particular those in southern Africa) to get their goods to the global market. |FOCUS
September 2014 |FOCUS| 43
SHEQ IN transport
No more
nodding off In the European Union (EU), 30 percent of fatal car accidents are caused by driver fatigue. In response, the Instituto de Biomecánica de Valencia (IBV) – the Biomechanics Institute of Valencia – has come up with an innovative system, which anticipates driver fatigue in the vehicle, to prevent accidents. CLAIRE RENCKEN reports
T
his non-invasive sensor system,
director of innovation markets in automobile
those variables and, therefore, warn the
known in Europe as the Harken
and mass transportation, “The variations
driver before the onset of symptoms of
project, is able to measure the
in heart and respiratory rates are good
fatigue.”
heartbeat and respiratory rate
indicators of the state of the driver, as they
Until now, no system has been capable
of the driver. According to José Solaz, the IBV
are related to fatigue. Harken can monitor
of measuring those vital constants in a car
44 |FOCUS| September 2014
»
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SHEQ IN transport
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September 2014 |FOCUS| 45
SHEQ IN transport
in a non-invasive way. The Harken device,
shores, the better. In the meantime, what
how far you should drive at any given time, but
developed jointly by companies, universities
can drivers do to prevent tiredness from
no destination is worth risking your life. Don’t
and technology centres, is an innovative
making them another crash statistic?
overextend yourself. Determine a reasonable
solution, because it measures both variables
For starters, get enough sleep the
– in a scenario affected by vibrations and
night before a long trip – at least six
user movements – by means of intelligent
hours is recommended. Wear good-quality
If you stop for a rest, choose a designated
materials embedded into the seat cover and
sunglasses, avoid heavy foods and, of
rest area or parking lot. It is usually not
the seat belt.
course, don’t consume any alcohol during
advisable to just pull off to the side of the
“The system detects the mechanical effect of the heartbeat and the respiratory activity, while filtering and cancelling out the noise caused by the moving vehicle elements (vibrations and body movements), and calculating the relevant parameters that will be integrated into future fatigue or somnolence detectors,” Solaz explains. The system is based on three main
distance in advance, and stop driving when you reach it.
Traffic accidents caused by fatigue are a significant problem in the EU. Fatigue detectors inside vehicles may save thousands of lives per year, as well as many millions of euros in health costs.
components: the seat sensor, the seat belt
your trip. If you can, have another person
road to sleep, yet there may be times when
sensor and the signal-processing unit (SPU)
ride with you, so that you will have someone
it is better to pull off the road and nap, than
that processes the sensor data in real-time.
to talk to who can also share the driving.
to continue driving and chance falling asleep
Solaz goes on to say: “The device has
Be on the alert for these signs
been tested by users in closed-track tests,
of
in order to prove its effectiveness under
eyes open, difficulty paying attention, or
You could be suffering from driver fatigue if:
real-life conditions”. Preliminary tests have
yawning frequently. If you notice any of
• Your eyes go out of focus by themselves and
had positive and reliable results. The project
these danger signs, stop periodically for a
will soon be allowed to have vehicles on the
rest, and if needed, a quick nap – even 20
• You have trouble keeping your head up;
road, in order to run tests in actual traffic
minutes will help. During your break, get
• You can’t stop yawning;
scenarios.
some exercise; it helps you become more
• You can’t concentrate and you lose track
Traffic accidents caused by fatigue are
sleepiness:
trouble
keeping
behind the wheel.
your
alert, quickly.
a significant problem in the EU. Fatigue
The problem with long-distance driving
detectors inside vehicles may, therefore, save
is that many people do not know (or choose
thousands of lives per year, as well as many
to ignore) how much driving is too much.
millions of euros in health costs.
On long trips, schedule a 15-minute break
The same applies in South Africa. So, the
outside the vehicle every two hours or every
sooner this kind of technology reaches our
160 km. There is no set rule that stipulates
you battle to see properly;
of time; • You battle to keep an even speed and keep drifting out of your lane; • You don’t remember driving the last few miles; • You miss the highway off-ramp that you are supposed to take. |FOCUS
Fuchs Lubricants commits to collection of used oils Fuchs Lubricants, in partnership with the Rose Foundation, has committed to collect at least 80 percent of its collectable used oil from customers in the mining, automotive, industrial and related sectors. John Anderson, automotive original equipment manufacturer manager, Fuchs Lubricants, says: “Our aim is to create awareness that used oil is hazardous, but is also a recyclable resource. We want to influence customer behaviour in the handling and disposal of used oil through educational and marketing campaigns.
46 |FOCUS| September 2014
We are developing synergistic, stable and sustainable partnerships with groups that have similar objectives, and in the process we are raising awareness of the Rose Foundation’s efforts and initiatives within member companies. This will enable the role of the National Oil Recycling Association of South Africa (Nora-SA) to be clearly communicated and understood.” Fuchs Lubricants is also considering investing in the improved handling of various used-oil containers at collector and bulking facilities, to increase the volumes collected.
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focus on wellness
Mercedes-Benz and Bakers: companies
that care!
Many companies claim to care about people. Sadly, in the transport industry, we don’t often see much tangible evidence of this. CHARLEEN CLARKE pays tribute to two companies that are breaking the mould in this regard
T
he first company is MercedesBenz South Africa (MBSA), which has launched its Fleet Owner Workplace Programme. The second is Bakers SA Limited, which has become the first company to complete this programme. We think both deserve a hearty pat on the back. MBSA gets the first pat – because, together with its corporate social responsibility partner, Corridor Empowerment Project (CEP), the company has launched the Fleet Owner Workplace Programme. This initiative is truly tremendous, in that it places truck driver health and safety firmly on centre stage – which can only be a good thing. The Fleet Owner Workplace Programme was born out of MBSA’s legacy of focusing on employee wellness. As Dr Clifford Panter, manager for health, safety, compensation and benefits at MBSA, comments, the company has been caring for its people in tangible ways for quite some time. “Our drive for excellence
48 |FOCUS| September 2014
translates into benchmark achievements in the field of occupational health and safety. However, pockets of excellence can never be sustainable, so, for more than two decades now, we have made it a mission to share the lessons we have learned around employee health management with businesses and communities around us. This is based on our own first-hand experience of the benefits of a healthy workforce to the sustainability of our business,” he tells FOCUS. For instance, it has long supported Siyakhana, which lends workplace wellness support to small and medium enterprises around MBSA’s production plant in East London. MBSA has also long been an ardent supporter of the Trucking Wellness project, an initiative of the National Bargaining Council of the Road Freight and Logistics Industry. This project provides an education and basic healthcare service to truck drivers along the major freight routes in southern Africa. This includes dissemination of information, testing and treatment of HIV/Aids and other lifestyle-related illnesses.
The company decided that this wasn’t enough, however, as it wanted to provide a more holistic approach to the management of health and wellness on the part of the fleet owners. It was thus that it joined forces with CEP to produce a formal programme that could be implemented at its customers’ premises – and the very first “guinea pig” for the programme was Bakers, which signed up for the Fleet Owner Workplace Programme last year. This wasn’t Bakers’ first foray into the wellness arena; it did have an on-site medical clinic that provided some basic primary healthcare and occupational health services. But, as Michelle Steyn, marketing director of CEP, tells FOCUS, the programme delivered so much more. “The MBSA Fleet Owner Workplace Programme facilitated a workshop with Bakers management where we discussed chronic diseases (HIV/Aids specifically) and the impact thereof on business. We discussed how the prevention and management of disease
focus on wellness
Above right: Bakers SA celebrated the signing of its workplace wellness policy with stakeholders involved in the Fleet Owner Workplace Programme initiated by Mercedes-Benz South Africa. Pictured (from left) are Mpho Nkhumeleni, sales manager at Daimler Truck and Bus; Tersia Stroh, acting national secretary of the National Bargaining Council for the Road Freight and Logistics Industry; Abdool Tayob, chief executive of Bakers SA; Shabir Tayob, national marketing and logistics director; Mayur Bhana, divisional manager group corporate affairs at Mercedes-Benz South Africa; and Themba Mthombeni, operations director of the Corridor Empowerment Project.
could reduce expenses in an organisation, and how improved use of health and human resources data could assist management in their risk management,” she reveals. The next step was the establishment and training of a Workplace Wellness Committee that could take ownership of the Workplace Wellness Programme within Bakers. “The workshop focused on understanding the diseases that post the highest burden in South Africa; HIV/Aids, tuberculosis, high blood pressure, diabetes, obesity, alcohol and drug abuse and addiction,” she comments. A Workplace Wellness Policy was established at Bakers and guidance was provided when it came to interpreting data from the clinic (this is obviously vital for management to use in terms of risk management). On this note, Abdool Tayob, chief executive of Bakers SA Limited, says the MBSA Fleet Owner Workplace Programme has proved to be an exceptional risk management tool. “Health and safety are the cornerstones of our human resources strategy; we know that a healthy employee is a productive employee. We understand the conditions
in which our drivers work; it is our moral obligation to support them as best we can,” he tells FOCUS. It’s clear that he really does value his drivers. “They are the lifeline of our business and of the country as a whole,” he notes. MBSA’s divisional manager for group corporate affairs, Mayur Bhana, concurs. “For every truck that is not on the road (for whatever reason), our economy suffers. It is impossible to keep a fleet moving if the drivers are not in tip-top health,” he points out. Tayob adds that employee wellness also makes sense. “The benefits of this programme are two-pronged. Yes, it’s about wellness, but it’s also a business decision because it boosts productivity.” In fact, the Bakers CE says that the bottom-line impact, of an initiative such as this programme, goes far beyond what we may construe. “I have done some calculations and I believe that this programme could add R7 million to our bottom line. This will enable us to extend our wellness programme and provide an improved holistic package for drivers including, for example, parking facilities, a clinic
and a gym. In essence the programme pays for itself and is, therefore, self-sustainable,” he tells FOCUS. Tayob’s calculation is based on the positive impact of keeping experienced drivers. “Experienced drivers can reduce running costs by at least seven to 13 percent. Furthermore, the life of a vehicle can increase by 25 percent when it’s placed in the hands of an experienced driver. Keeping professional drivers with the company for longer has a substantial impact on the profitability of the company,” he explains. Based on this, and also on the positive spinoff for the drivers themselves, Tayob encourages other companies to participate in the Fleet Owner Workplace Programme. “We are now, without a doubt, a pioneer when it comes to wellness. I am proud to say we are a role model in this regard. We would like to challenge other companies to take wellness more seriously. The industry as a whole has been dragging its feet for too long,” he stresses. Let’s hope that other companies heed this challenge. The industry will be a much better (and more profitable) place to be. |FOCUS
September 2014 |FOCUS| 49
????? ITOY EXCLUSIVE ?????
A nightmare for
drivers Sleep apnoea is an ever-increasing problem for professional drivers, thus deserving great exposure. Dr Betty Maguire highlights the condition
S
leep apnoea is a serious condition, in which airflow from the nose and mouth is restricted during sleep, resulting in pauses in breathing, which can last ten seconds or more. It can occur up to 400 times a night. As they don’t sleep properly lying down at night, people who are affected by sleep apnoea (or obstructive sleep apnoea), suffer from various symptoms, including: excessive daytime sleepiness, heavy snoring at night, falling asleep at inappropriate times, impaired concentration, irritability, personality change and memory impairment. For professional drivers, these symptoms are potentially deadly. Driving is a skill which
50 |FOCUS| September 2014
incorporates many simultaneous activities by the brain, thus requiring full concentration. It is thought that up to 20 percent of fatiguerelated accidents are related to nocturnal sleep deprivation. Of course, daytime sleepiness may occur in people without a sleep disorder, for instance those who take certain medications – some anti-allergic medications, antidepressants, or sleeping pills – but obstructive sleep apnoea has been found to be the most common reason for habitually drowsy driving. These drivers are as dangerous as those with high blood-alcohol levels and the condition cannot be picked up in a
breathalyser test, so the drivers themselves have to be aware of their sleepiness. During investigations, it has been found that drivers, who were involved in major incidents, had stated that they had been fighting sleep when these incidents occurred and had noticed themselves to be sleepy before the incident, but had failed to appreciate that extreme sleepiness is accompanied by a high likelihood of actually nodding off. In these cases there is a “micro sleep” of a few seconds or so where the driver will have driven up to 100 m while sound asleep. Obstructive sleep apnoea occurs most often in moderately or severely obese persons
??????? ITOY EXCLUSIVE ???????
The more obese a person, the more he or she is likely to suffer from sleep apnoea.
who attempt to sleep on their backs – four percent of men and two percent of women are affected. Obstruction of their breathing passages causes a repeating cycle of sleep, snoring heavily, sudden obstructive choking and then awakening with gasping. Daytime drowsiness follows. This problem is one of the sleep disorders and can be diagnosed fairly quickly and dealt with equally rapidly. If a driver suspects he or she might have sleep apnoea, an assessment should be arranged as a matter of urgency, preferably by a specialist, as there are immediate measures that can be taken. For example,
there is a nasal mask that can be applied immediately and may eliminate the apnoea and improve daytime alertness. This is known as the Continuous Positive Airway Pressure (CPAP) mask. There are surgical treatments, which involve widening the airways, and nasal surgery is also an option. There is the fairly drastic means of surgical weight loss. This has been found to have a most dramatic effect on sleep apnoea. However, some minor behavioural changes, such as sleeping on the side rather than the back, also help. As the body mass index (BMI) correlates closely with obstructive sleep apnoea (and the professional driver has a tendency to be overweight), a Canadian Insurance company – that had details of drivers’ weights – found that there was two to three times the risk of accidents with sleep apnoea in the overweight driver. It is important to assess the professional driver carefully, as their livelihood is at stake. There is no good objective test to foretell sleepiness. We must, therefore, rely on the driver’s own report of sleepiness, their spouse’s assessment and any previous accidents due to sleepiness. An assessment of their own attitude to the problem, (including their stated intention to avoid driving while
drowsy) as well as a medical examination, is also important. As part of a study of the mechanism of accidents, a steering simulator was used, which demonstrated impaired steering ability with increased wandering around the road and delayed responses to distracting events. This was found in persons with sleep apnoea, and was a result of a combination of increased sleepiness and poor hand/eye coordination. All these factors were found to have improved in the drivers who wore the CPAP mask. In fact, in professional drivers, who require a higher standard of fitness than those who only drive for short distance, there is evidence that, even though there is some sleep apnoea in these drivers, their accident rate is generally low. Bearing that in mind, fear of losing their licences should not inhibit drivers from reporting episodes of sleepiness, as the problem might then go underground. Finally, it is the driver who has to decide whether or not to drive if he or she is sleepy. Some responsibility also falls on the driver’s medical doctor, and also those who are involved in granting driving licences. Greater awareness, rapid diagnosis and immediate treatment, where appropriate, would seem to be the answer to this problem. |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
September 2014 |FOCUS| 51
company spend
A matter of
cost
Eqstra Fleet Management’s 2014 annual travel benchmark survey illustrates that, while some are getting there, most South African corporates still have a way to go in managing their fleets and controlling costs
T
he concept of running a fleet of vehicles that allows a company’s staff to do their jobs is sometimes mystifying and can end up costing a company far more than it should. For the past two years, Eqstra Fleet Management has published its annual travel benchmark survey, telling companies running fleets what the key market issues are, and how to address them. This year’s survey attracted 107 respondents representing 36 000 vehicles and 243 000 employees. “This is the biggest (and probably only) study of its kind in South Africa,” says Hein du Plessis, head of Eqstra Fleet Solutions. The study points out that the cost of finance is no longer the biggest deciding factor; maintenance, fuel and driver management are more important than ever. How are companies financing their fleets? In its 2013 survey, Eqstra found that 60 percent of respondents outsourced finance to procure vehicles. This year, the figure dropped to 47 percent, which, it would seem, indicates a move away from outsourcing finance. “It’s not that companies have more money to spend,” explains Du Plessis, “with the sample growing I don’t think there’s a statistic shift towards a different funding methodology.” To illustrate his point, Du Plessis indicates that the more mature the market (like Europe), the more there’s a shift towards outsourcing.
Encouragingly, 68 percent of companies review their funding options on an annual basis. “Companies are getting far more astute. Ninetytwo percent are willing to change if their funding exercises show there’s value in doing things differently. Warning bells should sound for the 26 percent that don’t have a detailed funding analysis.” How are companies managing their fleets? There is a shift from pure finance to a fleet management overview using outsourced providers. “Globally, corporates are moving to view all economies in the whole basket. Finance is not the biggest element of cost anymore, it’s all the other elements driving it that they want to consolidate in order to address their costs,” says Du Plessis. Further, he notes that vehicles are not core to the business of many companies – they’re coincidental and, therefore, a heavy cost. Thirty percent of the sample said they outsource finance and maintenance, 17 percent outsource only the finance and a mere six percent outsource all fleet-related services. Du Plessis is confident that number will rise as fleet management suppliers become even more mature. Is an allowance a better alternative? Whatever options are taken, it must be affordable to the company and cost-neutral
to employees. “More than 60 percent of companies put staff, whose business is essential, in vehicles that represent the corporate image and allow control of maintenance. But a lot of companies aren’t doing the calculations,” he cautions. The cost of travel allowances is also not fully understood: 61 percent of companies have allowance policies, but 39 percent have no formal process in place to calculate cost. Fuel, driver behaviour and other factors Fuel now equates to around 44 percent of total fleet costs – the single biggest cost, having increased 570 percent in the last 15 years. “Some companies don’t realise what it can cost to give an allowance – 21 percent give a fuel card as well, nine percent also pay for vehicle maintenance. These are massive costs that they are giving away for free!” To control this, 43 percent of companies restrict private mileages on allowances and company cars and, while it is in fact law, 69 percent of companies offering allowances are now making log books mandatory. “Corporates in South Africa are becoming more socially responsible, but 70 percent still have no formal fleet policy. Bringing more control to fleets will help control costs and also flow back to the economy,” concludes Du Plessis. |FOCUS
We are passionate about delivering measurable value to our customers
By integrating all fleet solutions into one view 52 |FOCUS| September 2014
Contact us: info@eqstrafleet.co.za, +27 (0) 11 458 7555 or www.efm.co.za
??????? ???????
It is estimated that fatigue is the underlying cause in 90% of road accidents as well as 10 to 20% of fatalities on our roads. The question is: are fleet operators doing anything to prevent this from happening? Fatigue can be identified and, therefore, managed.
Contact MiX Telematics on 011 654 8004 to arrange a consultation.
As always, we're here to partner with our customers and equip them with innovative tools to boost safety and reduce risk.
www.mixtelematics.co.za
September 2014 |FOCUS| 53
GLOBAL FOCUS
more, from the
future In his monthly review of global news for local truckers, FRANK BEETON expands on the autonomy theme exemplified by Daimler’s “Future Truck 2025”, speculates on a future direction for European truck design, and updates the detail on Iveco’s new Daily van, truck and bus line-up
T
he unveiling by Daimler Trucks of
Powertrain Control, an Intelligent Transport
the roadside, an emergency vehicle wishing to
its “Future Truck 2025” concept,
Systems Vehicle Station, radar sensors, a
overtake or gusting crosswinds – entirely on
during July, was deservedly the
stereo camera as well as vehicle-to-vehicle
its own. While not required to intervene, the
subject of much media attention
and vehicle-to-infrastructure communication.
driver can attend to administrative business,
– you may have read Charleen Clarke’s
The end result was an articulated combination
plan his next trip, listen to music or generally
interview with it last month …
which could, under certain circumstances,
relax while the truck drives itself in an efficient
drive itself.
and totally legal manner at speeds up to
Essentially, this rig was made up of a Mercedes-Benz Actros 1845 truck
At the present state of the art, a driver is
tractor coupled with the manufacturer’s
still present to take over should circumstances
80 km/h. Is this science fiction? Not at all! Logically,
Aerodynamics Trailer concept, but also
dictate. These circumstances include starting,
autonomous (or self-driving) vehicles are only
equipped with “Highway Pilot” functionality.
stopping and overtaking slower-moving traffic.
a progressive extension of the safety and
This integrates and coordinates a
While on the move, however, driver intervention
convenience functions that are already found
multitude of on-board systems including
by steering, braking or accelerating is largely
in many modern vehicles.
Proximity Control Assist, Emergency Braking
discretionary, as the vehicle can take care of
These include the electronic control
Assist, Lane Keeping Assist, Predictive
incidents – such as broken down vehicles at
of functions to manage and optimise the
54 |FOCUS| September 2014
GLOBAL FOCUS
Daimler’s Future Truck 2025 can interact with traffic while the driver does his office work!
drivetrain, suspension, braking, lights, cruise
The concept of fully automated, or
control, lane deviation, seatbelt tension,
autonomous vehicles, has recently gathered
airbags, seats, interior climate control,
a great deal of momentum, particularly in
entertainment and navigation, and even
the light-vehicle arena, and there have been
parallel parking.
several predictions of commercially available
These functions are also able to cross-
versions from about 2020 onwards.
communicate to enhance performance,
It is now well-accepted that the electronic
cornering, braking and collision avoidance
management functions of vehicles could also
and, as a last resort, “prepare” the
access public information systems, providing
vehicle and its occupants for a seemingly
details of weather, road condition and traffic
unavoidable accident in such a way that injury
density, and that individual vehicles could
is ameliorated.
“talk” to each other. This would allow them to
Historically, most of the innovation has
take appropriate pre-emptive action to avoid
been directed towards assisting the driver
accidents, or cope with sudden changes in
to improve his/her performance, find the
climatic or road conditions.
intended destination, be entertained, or
The Mercedes Benz Future Truck 2025
keep out of trouble. However, if all of this
represents an important step by a truck
functionality is added together, it follows that
manufacturer into the realm of autonomy,
vehicles should be able to drive themselves,
and we look forward to the promised unveiling
without any direct human input.
of the “final and spectacular version” of
This is particularly significant, given the global situation where more than one million
this concept at the 2014 IAA International Commercial Vehicle Show.
people die annually in traffic accidents, and
In the meantime, manufacturers will
it begs the question of whether the human
continue with testing and development, until
element – that is directly, or indirectly,
a totally practicable “autonomous” solution is
responsible for the vast majority of fatal
evolved. Obviously, this technology will carry a
accidents – should be taken out of the
substantial cost, and there has been much
equation?
discussion about its ultimate affordability.
Renault’s 2008 Optifuel concept added a short bonnet to the front of a typical European cab. This could be an important pointer to future design.
September 2014 |FOCUS| 55
»
GLOBAL FOCUS
There are also concerns about the degree to which it will be dependent on outside cues, such as road markings, and the possible consequences of less than perfect infrastructure upkeep. However, there is little doubt that autonomous vehicles will have the potential to make roads safer, and save lives. Global Focus will be following the progress of this technology closely over the following few years. The future of European design? The single most important difference between American heavy-truck operators and their counterparts in the rest of the world is the persistent refusal of the former to consider anything other than conventional (normal control, bonneted) cabs, for the vast majority of their fleet purchases. This reflects the preferences of drivers, based on their safety perceptions, and mechanics requiring convenient access to major mechanical units. The traditional American “18 wheeler” rig consists of a bonneted 6x4 prime mover, with luxurious sleeper cab, hitched to a
It seems highly likely that heavy trucks, in the third decade of the 21st century, will differ considerably in appearance from those currently seen on the roads of the world.
tandem-axle semi-trailer, and there are very
standards at the beginning of this year.
However, the drive for reduced CO2
few exceptions to this rule.
However, the quest for environmental
levels is very powerful, and the Transport
In Europe, Asia and South America,
Utopia does not stop, and there is always
Committee of the European Parliament
however, the picture is very different, with the
the challenge of clearing the next legislative
recently voted to relax truck overall length
vast majority of operators opting for forward
hurdle, while still keeping transport operators
limits in the pursuit of increased aerodynamic
control (cabover) layouts, in order to fully
(and the truck manufacturers) in business.
efficiency. If the European Council concurs,
utilise axle mass limits, and to accommodate
With mono-nitrogen oxide (NOx) and
and new regulations are adopted by the 27
the largest possible volume of freight within
particulate emissions under firm Euro-6
European Union countries, rules could come
prescribed legal dimensional parameters.
control, the emphasis has now shifted to the
into force by 2022 allowing truck cabs to be
such
reduction of carbon dioxide (CO2) outputs,
800 mm longer than at present.
Volkswagen,
and this has led to a call for Europe to
headquartered in Europe, that continent
consider relaxing its widespread 16,5-m
aerodynamic “nose” to the existing cab
is pretty much the centre of the universe
(articulated) and 18,75-m (truck and drawbar
designs is likely to be undesirable in terms
for truck design in the 21st century, and
trailer) length limits to allow for more efficient
of front overhang dimensions, turning circles
its manufacturers have expended vast
operation.
and approach angles. Some degree of
With as
major
Daimler,
truck
Volvo
groups,
and
However,
merely
adding
a
longer
amounts of technical intellect, money and
One school of thought advocates the
configuration change would be necessary,
ingenuity to ensure that their favoured
use of multiple trailers, similar to the
with wheelbase dimensions increased and
slab-fronted truck designs progressively
Australian B-Double and South African
front axles moved forward under the “nose”.
emit fewer emissions in line with ever-
interlink combinations, on the principle that
This will inevitably necessitate a substantial
tightening environmental legislation, while
individual prime movers can then move
redesign of the typical European heavy truck,
still improving fuel efficiency.
more freight, thus reducing the number of
into something presumably about halfway
The evidence of this could be seen in
vehicles on the road emitting CO2, but there
between the present continental and North
the highly integrated product designs that
has been considerable political resistance
American patterns.
emerged during 2012 and 2013, ahead of
to any suggestion of bigger or heavier
the final implementation of Euro-6 emission
“juggernauts”.
56 |FOCUS| September 2014
Truck manufacturers would warmly welcome a more universal design approach
GLOBAL FOCUS
than outright conventional, and this may give
a new semi-independent Quad-leaf front
some hint of future direction.
suspension,
using
double
quadrilateral
There can be no doubt that designers
transverse leaf springs, while single rear-
and engineers at the major European truck
wheel models have a redesigned rear
builders are already applying their minds
suspension providing reduced loading height
to these new possibilities, and, given the
and improved cornering stability.
leading position that Europe enjoys in the
Revision
of
the
wheelbase/length
global industry, it is to be hoped that the
relationship of the van design has resulted
resulting designs may find wider geographic
in nine configurations with volume capacities
acceptance, and do away with the inconvenient
ranging from 7,3 m³ to 19,6 m³. The
Transatlantic dichotomy .
chassis/cab line-up includes six wheelbase
Whatever the outcome, it seems highly
lengths ranging from three to 4,75 m, and
likely that heavy trucks, in the third decade
GVM ratings covering the spectrum from 3,3
of the 21st century, will differ considerably in
to seven tonnes.
appearance from those currently seen on the roads of the world.
The power unit selection supplied by Fiat Powertrain Technologies comprises 2,3- and 3,0-litre diesel or natural gas engines, offering
Iveco’s Daily has a new face, and different frames for bus and truck derivatives.
New Daily in more detail
power outputs from 80 kW (106 hp) to
In our recent coverage of Euro van news, we
150 kW (205 hp). Both engine displacements
made mention of Iveco’s totally redesigned
are available at the Euro-5b+ compliance
third-generation Daily range that was due to
level, using Exhaust Gas Recirculation, while
that would suit all of the world’s major
make its debut in June, 2014. More detail
the Euro-6 rated three--litre adds Selective
markets. The present situation, where a
on this range, which contains 80 percent
Catalytic Reduction.
completely different layout is required for
redesigned components, has now emerged,
The Euro-6 engines are equipped with a
North America, is an expensive distraction
and there have been some interesting
new generation 2 000-bar pressure, common-
and works against the global amortisation
specification developments which justify a
rail fuel injection system, and all engines drive
of product development costs. Side benefits
second visit to this topic.
through six-speed transmissions, including
of a European move to longer cabs would
The Daily was first introduced to the
ZF’s Agile automated unit.
probably include increased internal space,
European market in 1978. Significant
Improved aerodynamics, push-button
which is likely to be welcomed by drivers and
revisions were made in 1999, and now in
engine mapping, Smart Alternator kinetic
trade unions.
2014. Daily production in Europe, South
energy recovery, low-friction interventions and
European
America and Asia has totalled more than
operating logic control of the air-conditioning
manufacturers have exhibited truck concepts
2,6 million units to date, with sales in more
have resulted in a claimed average fuel
at shows featuring longer cabs, but most
than 110 countries. The latest iteration of
economy improvement of 5,5 percent over
were primarily intended to address driver
this highly successful product line stems
the previous model Daily.
safety concerns about being placed at the
from a $US 700 million (about R7,5 trillion)
Four Euro-6 fully finished minibus variants
extreme front of the vehicle in the case of
investment in product development and
will also be available off the assembly
an accident.
upgraded production facilities.
line in Suzzara, Italy, to cover the specific
In
the
Renault’s
past,
2008
several
“Optifuel”
concept,
As noted earlier, the new generation
and school bus operators. These buses will
Premium cab, and returned a 13-percent fuel
construction, facilitating the offering of
feature Electronic Stability Control, Lane
consumption benefit under test, while MAN’s
chassis/cab
Departure
2010 Concept S and matching semi-trailer
applications, and there are now two distinct
control and air suspension, and offer seating
claimed a 20-percent reduction, but needed
frame layouts, optimised for chassis/cab
accommodation for up to 22 adults, 32
a two-metre length increase to achieve it.
and van applications, respectively.
primary scholars or 32 high school scholars.
added a 300 mm nose to its
retains
Daily’s
traditional
requirements of interurban, touring, urban
ladder-frame
however,
derivatives
for
light-truck
These designs could most accurately be
Models with gross vehicle mass (GVM)
described as “semi-forward” control, rather
ratings up to 3,5 t are now equipped with
Warning,
improved
climate
A bespoke motor home conversion will also be available from this source. |FOCUS
Global FOCUS is a monthly update of international news relating to the commercial vehicle industry. It is compiled exclusively for FOCUS by Frank Beeton of Econometrix. Do you have a comment or thought you would like to share based on this column? Visit www.focusontransport.co.za and have your say.
September 2014 |FOCUS| 57
used vehicles
USED
vehicles done properly
Used vehicles, and specifically their dealers, tend to attract a lot of “bad press”. Scania Used Vehicles is changing that, though
U
sed vehicles – and their salesmen – are always all painted with the same brush. In the case of the vehicles, they’re high-mileage rust buckets that will fail on you at the very first load. Their salesmen: greasyhaired sharks out for a quick buck. Who, then, could be better to sell you a used vehicle than someone who once bought a high-mileage rust bucket – which failed at the top of Van Reenen’s Pass on the first load – from a greasy-haired shark? This man is Ronald Melville, used-vehicles sales manager at Scania South Africa. “I was lied to when I bought that vehicle; I battled from then on, because it was continuously problematic,” he tells us. “It was the wrong vehicle for the application, totally unreliable and the dealer didn’t care. It’s also what happens when you don’t buy from a reputable dealer …” This kind of first-hand experience is what has allowed Melville – who has been with Scania since 2005 – to give honest guidance to his clients. “It’s fine to make the numbers, but transport is a trust business and you have to do it morally,” he notes. Clearly, this attitude bodes well for business. Melville likes to form relationships based on reliability, affordability and efficiency, he
“Transport is a trust business, you have to do it morally,” says Melville.
58 |FOCUS| September 2014
emphasises, noting that the support offered by Scania South Africa – wholly owned by its Swedish parent company – makes this much easier to achieve. “There is a great support function. As soon as you can support the product, productivity and efficiency can go up. Once you can help a customer become efficient, he’s not going to run far from you,” Melville explains. “We like to connect reliability to that – especially given the reputation associated with used vehicles.” Scania’s approach to its used-vehicle operation involves investing in the vehicles themselves, so that they are in top condition, as well as in the technicians responsible for their new lease on life and post-delivery support – especially regarding cross-border operators. The company offers different “ranges” of vehicles. Some trucks are off full-repair and maintenance contracts, but have been fully maintained by Scania. These are offered with premium packages including extended warranties. Then there are vehicles that have had only a service contract. All vehicles are sold with roadworthy certificates and warranties dependant on mileage: either six-months/ 100 000 km or three-months/60 000 km. It also sells vehicles from other manufacturers, with the option of an aftermarket warranty not carried by Scania. Melville says it best: “We clean up the vehicles and go through them thoroughly in the workshop – we don’t just add a splash of lipstick!”
Melville explains that most used-vehicle customers are new to the industry, “not many big operators buy a lot of used vehicles,” he says. “A new operator will buy his first truck from us and probably the next two. Then, generally, after the third he’ll buy new.” Melville says it’s interesting to see how the market fluctuates, with most used vehicles sold in the second half of the year. “We get a lot of ‘seasonal buys’ – farmers, for example, normally take higher-mileage vehicles that will still be good for a long time because they only use them in-season,” he explains. “Vehicles from the mining sector work a lot harder, but we disclose this information. If you’re going to be running high mileages, your vehicle will go through its second life quickly, so sometimes it’s better to buy new … Each vehicle sells on its own merit,” he continues. In this regard, education is something Melville emphasises. His staff regularly attend training courses. “We need to sell customers the vehicle they need, not the one we want to move. We’ve got no problem disclosing information [about the vehicle’s past] and we give a lot of direction and support to these new entrants. “I want to see our customers succeed and be a partner in their success. I want to say, ‘there’s somebody who’s made it … I started with him on his journey’,” says Melville. If ever there was a man and a company to disprove the idea of greasy-haired sharks out for a quick buck, it’s Melville and Scania Used Vehicles. |FOCUS
mobile soup kitchens
Shoprite puts the soup on
According to the World Bank’s report, Nutrition at a Glance: South Africa, it is estimated that our country loses about US$ 1,1 billion (R11,87 billion) every year in gross domestic product (GDP) as a result of vitamin and mineral deficiencies arising from malnutrition … but Shoprite is fighting the good fight with its Mobile Soup Kitchen programme
S
ince launching its feeding programme in 2007, Shoprite’s fleet of Mobile Soup Kitchens has served 19 million cups of soup to people living in dire circumstances and those who are victims of natural disasters. “In association with our partners, the Shoprite Mobile Soup Kitchens provide a nutritional meal of fortified soup and bread to approximately 600 000 South Africans per month,” comments Neil Schreuder, Shoprite Checkers marketing director. Those souping up this wonderful initiative alongside Shoprite include Albany, Sasko, Mercedes-Benz South Africa (SA), Toyota SA, Volkswagen SA and UD Trucks Southern Africa. Shreuder adds: “The mobile units are also deployed to offer relief to victims of natural disasters, such as floods and fires, in the most affected areas. The supermarket group is aware of the ongoing economic pressures experienced by all South Africans, especially in underprivileged communities, and we believe that our Mobile Soup Kitchens offer not only a cup of soup, but a meal of hope.”
From humble beginnings Starting off with only two Mobile Soup Kitchens, serving the Gauteng and North West provinces, the programme was gradually extended to 12 units, in order to cover more disadvantaged communities in need across South Africa, the retailer notes. Today, the fleet has grown to a magnificent 22 units (with an additional ten trucks being added earlier this year). It’s projected that this total will bump up the feeding programme’s reach to more than seven million people – this year alone! Celebrations To commemorate these 22 stars (customised with fully-functional kitchens, where the nutritional soup is prepared, and manned by well-trained crew members), Shoprite did what these units do seven days a week, across all nine provinces: it served hundreds of hot meals to those in need. The formalities took place at its distribution centre in Centurion, Gauteng, but groups were deployed countrywide to spread some hope. Celebrities such as Winnie Khumalo, Dr Malinga, Liezel van der
Westhuizen, Ismail Abrahams, Nomonde Vakalisa and Brümilda van Rensburg were thrilled to join Shoprite in making a difference. The Gauteng beneficiaries that received a visit from the Mobile Soup Kitchens include Tlhakanang Primary School in Tembisa, Bona Lesedi Disability Centre in Diepsloot West and the Danville Liggiehuis in Pretoria. Beneficiaries in other parts of South Africa included: Tswellang Special Needs School in Bloemfontein; Slindokuhle Soup Kitchen in Joe Slovo, Port Elizabeth; Sijongephambili Early Childhood Development Centre in Lwandle, Cape Town; and Amatikwe Primary School in Inanda, Durban. Making a real difference Jeanne Cerff, general manager of food at Mars Africa – producers of Royco Soup, one of the Mobile Soup Kitchens’ sponsors – comments: “In a country where only half of our families have enough food to eat and hunger is a reality (especially among children and the elderly), we believe that the communities served by these mobile soup kitchens benefit from the fortified soup that has been developed specially for this programme.” |FOCUS
September 2014 |FOCUS| 59
SHORT
HAULS Cargo Carriers takes Protea Chemicals into the chlorine market
A sneak peek of the 2015 Vito The new Mercedes-Benz Vito’s launch is imminent in the United
Until recently, the South African
Carriers is the only haulier in the
chlorine market was dominated
industry using them.” The newly
by one chemical giant. Since
designed interlink trailers have
August 2013, however, a new
two specialised safety features:
player has been competing in
semi-circular cradles to hold the
this sector: Protea Chemicals.
load more securely, and cranes
The company has constructed a
to facilitate safe loading and
new independent chlorine filling
offloading of 70 kg cylinders, as
and distribution plant, based on
well as one-tonne drums.
a long-term supply agreement, to source chlorine from Sasol. In May last year, Protea
driver to remove a portion of the
Kingdom, but it’s going to be a while before we see it on South African
Chemicals
bulk-
load quickly, and hand it over to
roads … it’s scheduled to be launched middle 2015. Here, however, is
haulage specialist, Cargo Carriers
emergency services. All vehicles
a sneak peek of what we can expect!
(which has in excess of 20 years’
transporting
All three derivatives (the panel van, combi and minibus) are
experience in this industry), to
fitted with hazardous chemicals
140 mm longer than the preceding Vito, which can be attributed to
transport its chlorine to Protea’s
safety boards and transport
an extended front end. The resulting vehicle lengths are 4 895 mm,
specialised
emergency cards (containing
5 140 mm and 5 370 mm – with a maximum vehicle height of
Cape Town and Port Elizabeth.
product
1 910 mm, depending on the model.
Given the potential hazards of
emergency specialist contact
Mercedes-Benz states that interior dimensions have been
transporting chlorine – a leak
numbers).
increased as well, resulting in enhanced space for the driver and
or a spill can result in injury or
“We’ve been transporting
passenger. The company adds that the stowage concept received
death – safety is non-negotiable.
dangerous loads for more than
plenty of attention during development. “After all, for many drivers the new Vito is their office and a living space too.”
contracted
In the unlikely event of a leak en route, the crane allows the
warehouses
in
chemicals
classification
are
and
Andre Jansen van Vuuren,
35 years,” says Van Vuuren.
marketing director at Cargo
“We focus on ongoing driver
Carriers,
safety
training and skills upgrading, in
rear-wheel and, now, front-wheel drive. “The correlation is clear: the
issue is the reason we use
both road safety and handling
new front-wheel drive system in the range is very light,” notes the
custom-built trailers – Cargo
hazardous materials.”
The 2015 range also offers more choice as it is available in both
manufacturer. “When unladen or carrying only a light load, frontwheel drive offers better traction.” It has a transverse-mounted, compact four-cylinder engine with a displacement of 1,6 litres and is available in two power ratings: the Vito 109 CDI with 65 kW and the Vito 111 CDI with 84 kW. Mercedes-Benz adds that proven rear-wheel drive is the right solution for all applications involving heavy weights, high towing capacities and exceptional driving dynamics. This derivative has a four-cylinder engine with a 2,15-litre displacement. It is available at three power output levels: Vito 114 CDI, 100 kW; Vito 116 CDI, 120 kW; and Vito 119 BlueTEC, 140 kW. The manufacturer states that every new Vito benefits from long service intervals of up to 40 000 km or two years. Local specifications and pricing will be released closer to the launch date.
60 |FOCUS| September 2014
says:
“The
SHORT HAULS
NEW ONE-STOP UD TRUCKS SHOP IN KZN
Supply chain is key to customer-centricity Barloworld Logistics’ 2014 supply chain foresight survey reveals that South African companies are going through a transition phase, as they strive to become more customer-centric. Kate Stubbs, marketing executive for Barloworld Logistics, explains: “Over the past few years we have seen the rise of an increasing need to understand customers and service them better and more intricately, as well as the need to respond proactively to changing market demands – which all speaks to customer-centricity. “It is clear, from responses to this year’s survey, that companies are also trying to find ways to set up their businesses differently, so they can address different market segments with customised solutions, instead of the traditional one-sizefits-all approach.” Respondents recognise the need to understand their customers better, but the
statistics show that there is a disconnect between the desire to achieve customercentricity, and the ability to do so. Survey responses indicate that the supply chain is seen as being integral to servicing customers better. Out of all those who responded, 92 percent said customercentricity cannot be achieved without a supply chain strategy that is focused on delivering customer value, while 78 percent ranked improving customer service as the top strategic supply chain objective. “This highlights the need to ensure that all elements of the supply chain, both internally and externally, are integrated to deliver what customers want. This needs to be supported by the use of technology to gather information and convert it into business intelligence, which can be used to anticipate and respond to customers’ needs,” says Stubbs. “While this might cost money in the short term, it will create greater value for the customer. This will, in turn, lead to business growth and longevity,” she concludes.
Combined Motor Holdings (CMH) has announced the opening of a new, modern R45-million UD Trucks dealership in KwaZulu-Natal. This new facility, situated in Pinetown, offers customers a proverbial one-stop shop with complete sales, service, parts and finance support. UD Trucks and CMH have a relationship that spans more than 35 years, with UD being one of the company’s first franchises. “We believe that UD Trucks offers truck owners a variety of applications, dependability, quality and cost effectiveness, no matter the size of their fleet,” says Ron Byng, dealer principal of CMH Commercial UD Trucks. “The people behind the brand are passionate and professional, supporting us every step of the way.” The new CMH UD Trucks dealership features a number of in-house services, including brake roller and brake testing equipment, roadworthy testing, vehicle financing, maintenance contracts and transport consultancy services. Other services customers can also depend on are 24-hour roadside assistance, an express service and maintenance bay, as well as after-hours servicing. Jacques Carelse, managing director of UD Trucks Southern Africa, says: “As a manufacturer, with a local presence of more than 52 years, we are extremely privileged to have a dealer group of CMH’s calibre, as part of our dealer network and our dealer council. We greatly value CMH’s input, expertise and industry knowledge and we believe that it is an outstanding ambassador of the UD Trucks brand.”
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September 2014 |FOCUS| 61
NAAMSA
Commercial vehicle sales report for JULY 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 Suzuki Auto TATA Toyota Volkswagen SA
Total: 15 081 806 28 2 947 2 744 242 19 29 234 19 61 2 438 17 41 9 161 4 802 484
Medium Commercial Vehicles 3 501 – 8 500 kg AMH FAW Fiat Group Ford Motor Company GMSA Iveco JMC Mercedes-Benz SA Peugeot Citroën SA TATA Toyota UD Trucks Volkswagen SA
Total: 856 22 3 9 16 201 40 13 184 4 28 212 58 66
Heavy Commercial Vehicles 8 501 – 16 500 kg FAW GMSA Iveco MAN Mercedes-Benz SA TATA Toyota UD Trucks
Total: 421 21 101 5 8 54 35 90 107
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: 1 265 30 29 52 49 122 384 41 21 132 17 35 121 232
Buses > 8 500 kg GMSA Iveco MAN Mercedes-Benz SA Scania TATA Volvo Bus
Total: 102 3 4 47 21 9 10 8
*Source: National Association of Automobile Manufacturers of South Africa (Naamsa).
62 |FOCUS| September 2014
BUS
STOPS Environmental sustainability: danger to humans? Green has become the new black as original equipment manufacturers (OEMs), the world over, are embracing environmental sustainability through vehicles that run on alternative fuels. This might, however, be dangerous to humans – especially when it comes to buses … SP Fire Research – part of SP Technical Research Institute of Sweden and one of the largest fire research facilities in the world – has been involved in the investigation of an incident, in the south of Sweden, where two gas buses collided and started to burn. “The work was commissioned by The Swedish Accident Investigation Authority,” the research institution notes in a media statement. “The reason for fire was that gas ignited oil in the engine compartment. As part of the investigation, a full-scale reconstruction of the bus fire was carried out, in order to establish the cause of ignition and answer the question of why the fire suppression system did not manage to extinguish the fire.” The investigation led to a number of conclusions and recommendations from The Swedish Accident Investigation Authority to the Swedish Civil Contingencies and the Swedish Transport Agency. These include: a pressing need to develop procedures for first responders on how to approach compressed natural gas (CNG) bus fires; establishing requirements for fixed fire-suppression systems in engine compartments; required function control of fire-suppression systems in conjunction with the regular vehicle inspection; and extended and customised professional driver training for bus drivers with exercises in fire safety and evacuation. Studies like these are of the utmost importance, as various alternative fuels are emerging to replace their fossil counterparts the world over. “Hybrids, natural gas, all-electric and even hydrogen buses are currently being used,” notes SP. “The overall benefit is great, but the fire risks change with new fuels and technical solutions.” So, as SP relates, one hindrance to the introduction of alternative
New V-Class receives Red Dot Award As part of the Red Dot Gala during July in Essen, Germany, the new MercedesBenz V-Class received the Red Dot Award for product design. The multi-purpose vehicle (MPV) impressed the jury primarily with its elegance and sportiness. Thanks to its design elements, the new V-Class is unmistakably a member of the Mercedes-Benz family and exudes an air of modern luxury. The powerful front is underscored by an upright radiator grille with a threedimensional, centrally positioned star, and gives the vehicle its character. Typical features of the brand also include the headlamps, which extend far into the wings. The interior, too, demonstrates the Mercedes-Benz design philosophy. The cockpit, in particular, features strong passenger car characteristics, with the design of the circular instruments, the ventilation outlets and the freestanding central display. The intelligent use of space is also impressive. Gorden Wagener, head of design at Daimler AG, says: “Sensuous, dynamic contours, intelligently showcased high-tech and exquisite high-class appeal, make the V-Class an automotive icon that blends elegance and functionality to perfection. The new V-Class is a self-confident statement of modern luxury and embodies our design philosophy of sensual purity in striking fashion.”
fuels is the perception that they may result in explosions and increased risk. “Dissemination of present knowledge and development of new data is key to the wide-scale introduction of alternative fuels.”
September 2014 |FOCUS| 63
PUBLIC TRANSPORT
Can SA make its cities more
transitoriented? The world’s leading cities owe their success, in part, to government investments in transit systems that use a range of solutions to move residents safely and affordably, including bus rapid transit (BRT) networks. CLAIRE RENCKEN takes a look at what the South African bus industry can learn from the rest of the world
L
et’s start by looking at cities like New York and San Francisco. Both boast a sustainable, pedestrianfriendly urban form that reduces the need for cars. Transit-oriented cities have better air quality, with lower greenhouse gas emissions and benefit from reduced traffic congestion with shorter commuting times. Evidence even shows that people in cities with a range of transportation options, like Vancouver, are less sedentary, get more exercise and are happier and healthier as a result. There’s growing recognition that prioritising transit is crucial to moving a region forward. For example, since the 1970s,
64 |FOCUS| September 2014
Curitiba, Brazil – a city with a population of 1,9 million people – has invested billions in its BRT network. There, public transportation is fully integrated into planning decisions. High-density hubs with shopping centres and office buildings are located within walking distance of transit stations and commuters have access to a fleet of more than 2 000 modern, low-emission buses, servicing 390 routes that crisscross the city and connect it to surrounding communities. Eighty-five percent of Curitiba’s residents use the BRT system, which has reduced car trips by a whopping 27 million a year. Toronto’s Thorncliffe Park also illustrates how transit investments can improve
residents’ lives. In his book, Arrival City, Globe and Mail columnist Doug Saunders argues that easy access to transit, among other factors, is one reason that Thorncliffe Park has avoided many social problems that plague similar inner-city neighbourhoods. Though most residents are recent immigrants, half speak a first language other than English and many are poor, Thorncliffe Park residents integrate well into Canadian society, and many enter the urban middle-class within a generation. Saunders believes this is in part because the neighbourhood is well connected to Toronto’s downtown, with bus and subway routes, and has easy access to schools,
PUBLIC TRANSPORT
employment and other opportunities. Transit facilitates social and economic links to the core of the city and helps residents overcome the physical isolation that plagues many communities. In terms of logistics and being userfriendly, Vaughan Mostert, senior lecturer in the Department of Transport and Supply Chain Management at the University of Johannesburg, feels that London’s public transport system is arguably the best example of a good one, at least in the Englishspeaking world. “Not only does it use the latest technology, but its operating practices are good as well. This means good frequencies (every ten to 15 minutes), good route coverage, a good ticket system that allows transfers, a fairly easy-to-use website that shows maps and times, and an easy-to-read font and logo that is common on all documents, publicity material and destination signs.” Paul Browning, a public transport consultant with TransForum Business
How did Brazil do it for the 2014 FIFA Soccer World Cup? More than 1 000 Hyundai vehicles
service team trained over 1 000 drivers
were used for ground transportation
to become familiar with each model, as
at the recent Soccer World Cup in
well as to learn about maintenance, safe
Brazil. As one of the official partners,
driving techniques and routes.
the South Korean vehicle manufacturer
Since Hyundai Motor signed its
delivered 1 021 sedans, sports utility
1999 sponsorship agreement with
vehicles and vans to be used as official
FIFA, the company has served as its
transportation during the tournament.
official partner during the 2002, 2006,
To support its fleet, Hyundai Motor
and 2010 World Cups. Following on
Brazil (HMB) deployed service teams
from Brazil, the deal will also extend
to all the World Cup stadiums and FIFA
to the Russia 2018 and Qatar 2022
facilities. Prior to the delivery, HMB’s
tournaments.
Development, says: “The most significant lesson that our public transport industry might learn from other developed countries is that, in almost all of them, public transport services are planned in an integrated fashion by local/metropolitan authorities and operated under contract by private companies. The operating companies are paid a rate per kilometre designed to meet all their operating costs plus an agreed amount for profit. “This is indeed the pattern described in the South African National Land Transport Act (NLTA) 2009. Implementation is, however, proving to be very slow. One reason is that the emphasis has been on BRT systems, which are infrastructure-led. The bus companies should press for urgent implementation of the relevant provisions of the Act. “The Act provides for the first such contract to be negotiated with existing operators rather than put out to competitive tender. It also states that these first contracts can be for a period of up to 12 years.” So, perhaps South African bus companies should agitate for the implementation of the NLTA throughout the country. “In doing so, they might point to the practices adopted in other countries,” suggests Browning. At present, in Gauteng there are plans for another 140 km of Gautrain to be built. On June 15, the Sunday Times published an article stating that the new line from Mamelodi to Roodepoort “has been given the green light by the Gauteng government”. The new network will see an additional 16 stations being built. However, Mostert is not so sure about the wisdom of this decision. “Despite the promises of systems such as the Gautrain and the various BRT systems around the country to reduce the number of cars on the roads, to ease traffic congestion and reduce harmful emissions, no real difference has been recorded to date. This begs the question – would it not be better to take R20 billion and rather inject it into improving existing transport systems?” One could, for example, pump it into the taxi industry, and improve and upgrade what is already there, in order to provide people with a real door-to-door alternative, truly incentivising them to use public transport rather than hopping in their own cars. Effective transit and transportation solutions can spur economic productivity, protect the environment and improve quality of life. It’s time to get moving! |FOCUS
September 2014 |FOCUS| 65
GLOBAL BUS
a new
“Decker” from Alexander Dennis
FRANK BEETON reports that Alexander Dennis is taking on rival Optare
F
programme
involving
of Optare’s new MetroCity, we
operators.
Powered
can now also report that rival
6,7-litre Cummins diesel engine, it features a
ADL claimed, at time of launch, that it
British bus builder, Alexander
lightweight bolted structure of aluminium
had already received some 400 orders for
Dennis Limited (ADL), has launched its own
extrusions, stainless steel, composite roof
its new bus, at a total estimated value of
new two-axle double-decker, designated
panels and an integrated steel chassis frame.
£80 million (about R1,5 trillion). Four pre-
Enviro400 (E400).
ADL claimed, at time of launch, that it had already received some 400 orders for its new bus, at a total estimated value of £80 million (about R1,5 trillion).
ADL is Britain’s largest bus and coach manufacturer, with a long heritage dating back to the establishment of Dennis Brothers in 1895, and Walter Alexander coachbuilders in 1924. Dennis buses were a fairly common sight in South Africa between the two world
more by
than a
70
system that ensures a constant temperature
ollowing on from July’s coverage
Euro-6,
throughout the bus.
wars, and then made a brief reappearance,
The curved windscreen and rear windows
production units had been built, and series
as Hestair-Dennis, during the 1980s. ADL
are bonded into position, while each side
production was due to commence in May at
currently has a strong focus on international
window employs quick-release glazing allowing
ADL’s Plaxton facility in Scarborough.
business, with partnerships in North America,
for three-minute replacement by a single
Hong Kong, Malaysia, New Zealand, Australia
operative working inside the bus.
The E400 bodywork will be offered on ADL’s own Dennis chassis range at lengths
The E400 is available in low-height
of 10,3, 10,9 or 11,5 m, in four low-floor
The new E400 has been developed
(4,3 m) and standard-height (4,4 m) variants,
versions with single or double entrances, or on
after a three-year customer engagement
and has a radical new heating and ventilation
Euro-6 Scania and Volvo chassis. |FOCUS
and the Middle East.
66 |FOCUS| September 2014
Who, or what, is
Agrale?
GLOBAL BUS
FRANK BEETON reports on an unknown Brazilian manufacturer and racing-derived technology for London buses
W
hile recently perusing some Brazilian truck and bus market statistics, we came upon an unfamiliar brand name: Agrale. Although the numbers were not particularly large, the presence of this name across all of the light, medium and “semi-heavy” segments of the Brazilian truck market – gross vehicle mass (GVM) from six to 15 t – caught our attention. On further investigation, however, we discovered that Agrale also has a substantial presence in the country’s bus chassis market – to the tune of more than 20 percent market penetration during the first quarter of 2014 – so we decided to dig a little deeper. It seems that the company was founded in 1962, under the name Agrisa, to manufacture agricultural cultivators and diesel engines. In 1965, it was taken over by the Stédile Group. Its name was changed to Agrale SA Tractors and Engines, and the operation was moved to Caxias do Sul. In 1982, truck sales commenced, and in 1996, the on-road vehicle line-up was extended to include small bus chassis. In 1998, contract assembly of medium and heavy-duty Navistar International trucks commenced, but this agreement was terminated in 2013. However, an arrangement was also initiated in 1998 to supply bodybuilder Marcopolo SA with chassis for its Volare midibus. This agreement has resulted in more than 47 000 unit sales to date. In 2007, a new truck range was launched, and the bus chassis range was extended upmarket to include a 15 t GVM model. In 2009, diesel-electric hybrid bus models were unveiled and, in 2011, a new range of Euro-5 trucks was introduced. The current domestic bus chassis range for the Brazilian market covers front-engined
models with GVM ratings from 8,7 to 17,5 t, while the export line-up extends from 7,9 to 15 t GVM, and also includes low-entry, rearengine models. The home market MA 17.0 flagship presents as a ladder-frame, front-engined chassis with retracted front axle, powered by an SCR-equipped International MaxxForce 7,2-litre six-cylinder diesel, developing 165 kW (225 hp), coupled to an Eaton FS 6406A sixspeed synchromesh transmission. Other specification features include Meritor front and rear drive axles, semi-elliptic leaf springs with double-acting shock absorbers all round, wheelbase dimensions of 5,25, 5,95 or 6,5 m for overall lengths of up to 13,35 m, S-cam full air brakes and ZF hydraulic power steering. The 15-t GVM MT 15.O LE for export uses a vertically mounted MaxxForce 4,8 engine with SCR emissions control situated aft of the rear axle, and driving forward through an Allison T-270 five-speed full automatic transmission. Front and rear axles are supplied by Dana, both located by full-air suspension. The five-metre wheelbase provides for an overall length of 11 m. The chassis runs on 275/80 R22,5 tyre equipment, and has air-operated disc brakes on the front axle and drums at the rear. Agrale’s current business profile includes providing automotive products to the commercial, defence and agricultural sectors. Clearly, the extensive and well-accepted use of brought-in proprietary major components by Brazilian manufacturers makes it relatively simple for an operation such as Agrale to compete with global brands in its domestic and neighbouring South American markets. The large discrepancy that exists between Agrale’s performance in the truck and bus markets is, however, interesting, and a possible field for future investigation. |FOCUS
Flywheel power for London buses United Kingdom (UK) public transport operator, The Go-Ahead Group, has placed an order with GKN Hybrid Power for 500 Gyrodrive systems for installation in its buses operating in London and Oxford. The UK-developed system, which is intended to reduce fuel consumption and CO2 emissions, is based on Formula One racing technology, and was used by Audi in its R18 e-tron racing car to win the 2014 Le Mans 24-hour endurance race. Earlier this year, GKN announced the acquisition of Williams Hybrid Power from Williams Grand Prix Engineering Limited, and set up GKN Hybrid Power to deliver complete hybrid solutions for vehicle, power and industrial applications. GKN Hybrid Power’s Gyrodrive electric flywheel technology is a Kinetic Energy Recovery System, also known as KERS. When fitted to a vehicle, it harvests the energy normally lost as heat when the brakes are applied. The high-speed GKN Hybrid Power carbon-fibre flywheel stores the energy and returns it to the driveline when required; boosting power, saving fuel and reducing emissions. When the driver applies the brakes, the advanced EVO electric-traction motor on one of the axles slows the vehicle, while generating electricity at the same time. This electricity is used to charge the flywheel, spinning it up to 36 000 r/min. When the driver accelerates, the system works in reverse, and energy is drawn from the flywheel and converted back into electricity to power the traction motor. This reduces the work done by the internal combustion engine, potentially improving fuel economy by up to 25 percent. The system also uses a GKN-designed gearbox, is claimed to be significantly cheaper than battery hybrid systems, and is designed to last the life of the vehicle. The Gyrodrive technology is being further developed for other mass transit applications including trams, as well as construction and agricultural equipment.
September 2014 |FOCUS| 67
HOPPING VIC’S VIEW OFF
What’s in a
number? Bringing you 699 reasons to keep on paying into the Opposition to Urban Tolling Alliance’s (OUTA’s) war chest
I
feel sorry for the 30 000 or so people who have been hit hard by the collapse of the “R699” car scheme. But have we learned anything? While it wouldn’t have surprised anyone familiar with motor car economics, on the other hand it probably hasn’t taught us much either. Most South Africans don’t bother to keep track of how much their personal transport arrangements cost them. This makes them easy prey for the motor/oil/road construction fraternity which, quite understandably, is out to sell more cars and fuel and build more road space. Oh, I forgot the banks, some of which are only too happy to finance all of this. Hopefully the R699 investigation will also throw some light on their role. So, while we may smugly dismiss these suckers as victims of yet another Ponzi scheme, some soul searching is in order. South Africa (SA) is on slippery ground with its failure to focus properly on motoring costs. Our entire road network is a long-term Ponzi scheme, with many motorists (including the writer) driving cars which are too big for them. Unlike the R699-type of scheme, which usually collapses spectacularly, but hurts a relatively small number of people, our national Ponzi scheme just slowly bleeds the whole economy, diverting resources that could be used for other purposes; such as building houses, for example. We need a reminder that our transport costs are unsustainable and that the economy is hurting as a result.
Let’s unpack a few numbers. 1. If every car on SA’s roads was valued at R150 000 (a figure which is probably on the low side), that gives us a total investment of R1,2 trillion. That is a lot of money – if we could shave it by 10 percent, we could release R120 billion back into the economy to spend on other things. What is more, unlike a house, which should last forever (in theory) a car has to be replaced about every ten to 15 years, meaning our already-battered economy has to find the money to replace cars, over and over again. 2. Then there is the question of our balance of payments. Although the amount varies from month to month and is impossible to pin down exactly, we have a permanent trade deficit, a big slice of which is due to the importation of cars and the fuel needed to keep them moving. To compensate for this we have to stay on the treadmill of exporting raw materials. 3. Then there is the cost of the journey to work. The cost of moving goods around the country is always under the spotlight (see the Council for Scientific and Industrial Research (CSIR) State of Logistics Report), but no similar calculations are done for annual motor car costs – which are in the order of R400 billion a year. If 50 percent of this is “work-related” (a South African National Roads Agency (Sanral) figure) we should add R200 billion to the cost of doing business in SA. Sadly, numbers like this are not taught at South Africa’s business schools, neither are they on the radar of our accounting profession, our economists or sociologists. They are also not
likely to resonate with our well-paid and middle class who see a car as an essential item. We have come to believe that what is good for the motor industry is good for the economy. Economists – especially those aligned with the banks – would have us believe that car sales are a “barometer of confidence” in the economy. Indeed one economist has gone so far as to argue that the Government’s Automotive Development Programme (why not just call it a subsidy?) that “develops” the industry to the tune of around R10 billion a year, has resulted in a bigger variety of cars in South Africa which is good for “staff morale”. (Business Day, April 11, 2013). “Cash-strapped” motorists often complain of high fuel costs and e-tolls, but looking at some of the vehicles on our roads, and the way they are driven, there are very few motorists who can honestly say that economical motoring is high on their list of priorities. This plays right into the hands of the oil/ motoring/construction/banking fraternity. If motorists are going to be irrational, why should the government be any different when it comes to constructing more roads and financing them in questionable ways, such as e-tolls? So what does the number 699 mean? It represents not only a monthly repayment, but is also the number of billions of rand that could be saved in ten years if we fixed our public transport. In the meanwhile, keep on contributing to Outa’s war chest. We are going to need it to pay for legal fees. |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| September 2014
BUS
STOPS
September 2014 |FOCUS| 69
www.fishgate.co.za_CT_4500
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Know everything your fleet gets up to. Introducing Ctrack On-the-Road with video and snapshot functionality, a complete in-vehicle system that features everything you need to ensure a more productive and efficient fleet. What’s more, On-the-Road also offers task management, advanced navigation, messaging, optimal routing, PIN enabled driver identification, voice communication and even driver behaviour feedback – keeping your drivers informed, on the move and always visible.
Always Visible
012 450 2222 • sales@ctrack.co.za • www.ctrack.co.za
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