Focus June 2015

Sex, drugs and truck hijackings ...

FOCUS Conference: rules, regulations and labour problems

GABS makes history! We reveal how …

pulverising the rocky road of expansion

VolVo SA

Nampo 2015 –simply UNREAL!

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Teaser Advert June.pdf 3 2015/03/09 10:22:46 AM

June 2015 |FOCUS| 1

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2014

on TrAnSporT And logiSTicS

Volvo Trucks Southern Africa explains how it has expanded and strengthened its dealer network on page 9.

COvEr

Published monthly by Charmont GlobalUnit 17, Northcliff Office Park, 203 Beyers Naude Drive,

Northcliff, 2195. P O Box 957, Fontainebleau, 2032, South AfricaTel: 011 782 1070 Fax: 011 782 1073 /0360

EDITOrCharleen Clarke

Cell: 083 601 0568email: [email protected]

ASSISTANT EDITOrGavin Myers

Cell: 072 877 1605 email: [email protected]

SUB-EDITOrJeanette Lamont


JOUrNALISTSJaco de Klerk


Claire RenckenCell: 082 559 8417

email: [email protected]

INDUSTrY COrrESPONDENTFrank Beeton

Tel: 011 483 1421Cell: 082 602 1004


TECHNICAL COrrESPONDENTVic Oliver


PUBLISHErTina Monteiro


ADvErTISING SALESMargaret PhillipsonCell: 083 263 0451


Megan du ToitCell: 060 503 3092


CIrCULATION MANAGErBev Rogers


DESIGN AND LAYOUTNelio da Silva


PrINTINGCamera Press

© Copyright. No articles or photographs may be reproduced, in whole or in part, without specific written permission from

the editor.

2 Steering Column

4 Wheel Nut

6 Vic’s View

8 Letters

46 Global Focus

50 Short Hauls

51 Subscription form

53 Global bus

60 Hopping off

rEGULArS

10 KNOWLEDGE AND PASSIONIt’s difficult to sum up the first-ever FOCUS Conference. In a word we would call it

“successful”, but it was so much more than that … We bring you the “executive summary”.

18 SEX, DrUGS AND TrUCK HIJACKIGS …Crime is, unfortunately, a part of everyday life … distressing headlines litter news channels

both locally and abroad. The South African trucking industry is, however, being hit

particularly hard.

20 THAT INNEr DrIvEFOCUS puts the power down and (somewhat simplistically) explores what components

make up a drivetrain, and how these have changed over the years to become modern-day

technical achievements.

23 TrOUBLED TIMES AHEADGrain SA’s Nampo Harvest Day must be the finest exhibition on the planet … but the

farming sector is facing some challenges, as FOCUS discovers in Bothaville.

36 TrACK THrOUGH TIME Trains have catapulted development and shrunk the world, but are they still relevant

today? We track through time to find the answer.

56 TEArING UP THE TrADITIONAL TICKET FOCUS investigates how some operators, particularly in the United Kingdom (UK), are

facilitating access to public transport by offering an integrated ticketing and payment

system.

JUNE

c h a r m o n tm e d i a g l o b a l

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2 |FOCUS| June 2015

STEErINGCOLUMN

this year. Maybe if I ask nicely … unlike all those

nasty people on social media who say you don’t

know what you’re doing … you will reconsider.

Just maybe … Now I know that you deal with

new regulations each and every day, so allow

me to remind you about the regulations to

which I am referring …

The first is the requirement for a driver

evaluation before a licence is renewed. You

know what? In theory it is a cool idea, but

let’s face it, this is just not the most practical

of notions. How on earth are you going to

get this right? It’s going to involve employing

a small army of people. I hope it doesn’t give

officials more opportunities to earn bribes (ag,

I am sure it won’t; I’m just being a cynic again).

Perhaps it would be easier to crack down on

false licences?

Then there are the rules pertaining

to people in the back of a bakkie. You are

suggesting that no more than five adults – and

absolutely no children – should be transported

in a bakkie load bed.

Minister Peters, I have to tell you that I

once fell out of the back of a bakkie – I narrowly

avoided being paralysed. Bakkies are not made

to transport people – young or old.

Don’t you think it would be appropriate to

ban everyone from being in the back of a bakkie?

Oh, and while we’re chatting about children, any

chance you could get your traffic cops to ensure

that kids are always strapped up?

Gosh, then there is that suggestion that the

speed limit is reduced – from 60 to 40 km/h

in towns, 100 to 80 km/h on rural roads and

120 to 100 km/h on city freeways. Shame,

you have really been taking some flak about this

hey? You poor dear. It was much easier being a

social scientist, wasn’t it?

The problem, you see, is that speed is not

killing thousands of South Africans each year.

The lack of enforcement is the problem here!

Have you driven on the N3 to Durban recently?

Of course not, silly me. Tsk tsk.

Let me tell you about it. No one speeds

on the highways in KwaZulu-Natal – because

the police there just don’t play fair. They hide

in bushes and pounce on those who speed,

dishing out huge fines. When you try to bribe

them, they refuse. I know this because a friend

of mine told me.

dear Minister Peters

First, I must say that it was

an honour to meet you at the

Golden Arrow Bus Services

function in Cape Town recently, when you

officially handed Road Transport Management

System (RTMS) accreditation to this superb

bus operator.

As an aside, I have to tell you that your

presence cost me a beer. Having attended

so very many official functions in the past,

which your predecessors or members of your

department were meant to attend (but didn’t),

I thought you probably wouldn’t make it either.

So I bet one of the delegates a beer that you

wouldn’t arrive. I have to say that it’s the one

bet that I actually wanted to lose … because I

wanted to meet you.

It was thus that, when you did arrive at the

event, I was one beer poorer, but one meeting

richer.

Anyway, I digress. It was good to meet and

listen to you. I love your sense of humour (when

you commented that your bio sounded like an

obituary), your humble nature and the fact that

you’re really down to earth.

Gosh, we even shared a glass of wine

together after the official proceedings had

ended (neither of us was driving so it was quite

okay). I was quite sorry when your bodyguards

rushed you out of the function room.

I really need to chat to you, however, about

something that’s really close to my heart: the

regulations you want to introduce at the end of

Do you see what I am saying? People stick

to the rules of the road in the Zulu kingdom –

the consequences of ignoring them are just too

expensive. Maybe you could consider getting

that level of enforcement to exist in other

provinces too? #JustSaying?

Finally, there is the issue of banning goods

vehicles heavier than 9 000 kg from roads

between 06:00 to 09:00 and then from 17:00

to 20:00, Monday to Friday.

With all due respect ma’am, this is as

ridiculous as banning boerewors from braais.

It just won’t work. It will just cost too much, you

see. Drivers won’t work overtime without being

paid – meaning consumer prices will skyrocket.

Remember that glass of wine we shared? It will

cost more. That would really break my heart.

Then there are the many practical issues.

Where would you like all the trucks to park?

Please … not outside my house. Oh, and what

about the safety of the drivers while they’re

parked? We all know that it’s a lot easier to

hijack a stationary vehicle …

Minister Peters, I am sure that a number

of other people have come up with these ideas

… I am sure that they are not all your doing. So

hey, I’m not blaming you or anything like that,

but please … as my newly found drinking buddy

… I am asking you to give them some thought.

You’re one smart lady. I know you will do the

right thing. So, until our next glass of wine

together … cheers! |FOCUS

to the Minister of transportopen leTTer

Charleen Clarke

FOCUS editor Charleen Clarke recently met Minister of Transport Dipuo Peters, when she travelled to Cape Town to witness Golden Arrow Bus Services receiving its Road Transport Management System (RTMS) accreditation. Read more about this milestone in the South African bus industry on page 54 of this issue of FOCUS.

June 2015 |FOCUS| 3

STEErINGCOLUMN

www.anfs.co.za

4 |FOCUS| June 2015

WHEELNUT

ahead of next year’s elections.

I want to touch on some of the more

practical, salient points, to try to determine

if, indeed, the system will now be “equitable,

sustainable and efficient”, as well as “a great

improvement to this whole project” and an

“opportunity for a fresh start to build integrated,

reliable transport systems” that will “ensure

Gauteng has a freeway system that reduces

congestion and emissions”.

My inner cynic is straining at its chains

already …

So, e-tolls are (still) going nowhere. Under

the new dispensation, public transport with

operating permits remains exempt; a single

reduced tariff (dependant on class of vehicle)

applies to all motorists, irrespective of whether

or not the vehicle is fitted with an e-tag; the

monthly cap has been reduced (again class

dependant), but if not paid within 30 days will

be doubled; infrequent users making less than

30 passes a year will not be charged and; all

toll fees currently outstanding, dating back to

December 2013, will be discounted by 60

percent, with users having six months to take

advantage of the discount to settle their debt.

What jars me in all this is that all users

are now deemed to be registered – whether

or not they want to be. You might say, “I don’t

care, I still won’t pay”. It is here where my

biggest, bone-chillingly worrying issue comes

in: settlement of e-toll fees will now be linked

to your vehicle licence renewal. If you don’t pay

your fees, you can’t renew your licence!

Government says the intention is to “simplify

the payment process”. The sad truth is that the

personal choice of a motorist in our democratic

country, to stand up in defiance of an unfair, unjust

and unnecessary system, has been revoked.

Is that even legal? “We are aware of the

need to address the legal requirements.

We want to avoid criminalising people and

i dislike the idea of a cynical person.

Personally, I’ve always preferred

to give people the chance to prove

themselves. And, as a professional

journalist, it’s not my place to be cynical,

but rather to question. Nevertheless, the

older I get, and the more attention I pay to

the general goings on around the world, the

more sceptical I become about people and

their intentions …

As I write this, Deputy President Cyril

Ramaphosa has wrapped up his press briefing

regarding the new dispensation on e-tolls in

Gauteng. Indeed, by the time you read this, you

will in all likelihood have picked up on some of

its key aspects, which the deputy president

says “addresses, in comprehensive manner,

the concerns raised by people in the Gauteng

province and beyond.”

Right now, I’m not interested in where the

shortfall in funds is going to come from, or

whether government has strategically timed

the dispensation to (try to) appease voters

make it [the non-payment of e-tolls] a traffic

infringement under AARTO,” says Minister of

Transport Dipuo Peters. (As an aside, the

amended AARTO legislation is now due to come

into effect on April 1, 2016.)

Ramaphosa is equally devious about making

it an offence under AARTO: “I’d call it compliance

rather than enforcement; it’s a good way to

encourage people to pay …”

With all due respect, whichever way you

look at it, people are now being forced to pay.

Government couldn’t do that before, so it has

created ways that allow it to do so now.

Of course, this just opens up a whole new,

supersized can of worms. First, people will

now definitely avoid e-tolled highways; taking to

the side streets causing more road damage,

congestion and pollution in suburban areas.

(Maybe that’s what was meant by “ensuring

Gauteng has a freeway system that reduces

congestion and emissions”?)

Second, the rate of unscrupulous traffic

and law enforcement officials preying on

misinformed motorists will increase, as will the

number of false or cloned number plates and

licence discs.

Third, government is surely opening itself

up to a whole wad of legal issues that will have

opposition parties and bodies such as the

Opposition to Urban Tolling Alliance (OUTA)

jumping for joy.

Finally, and perhaps most significantly, it

won’t change the simple fact that the majority

of Gauteng residents are not in favour of the

system and it will, therefore, continue to fail.

I’m not being cynical, or questioning

anything. The people of Gauteng will continue

to defy the system, the likes of OUTA will

continue to fight against it, and government

will issue yet another dispensation. The history

of the e-toll saga, written thus far, will be

repeated. |FOCUS

The e-toll saga rages on furiously

Gavin Myers

every trick in the

book

June 2015 |FOCUS| 5

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6 |FOCUS| June 2015

vIC’SvIEW

What a pleasant surprise

I had when going to the

Krugersdorp (now known

as Mogale City) municipal

vehicle licensing test station, to renew

my Professional Driving Permit (PrDP) …

discovering a world-class facility with friendly,

helpful, professional staff.

The reason I was so surprised is that, for

years, I have been going to other motor vehicle

test stations in the Gauteng area to renew my

PrDP and found these facilities overcrowded,

unprofessional, dirty and not user-friendly.

On arrival at the Mogale City licensing

department I was immediately greeted by a

friendly parking assistant, who directed me to a

clean, secure and well-marked parking bay. He

then gave me directions to the main building.

What a contrast to the other motor vehicle

licensing offices in the Gauteng area, where it is,

at times, difficult to find a clean, secure parking

area and someone to direct you to the correct

building entrance.

At the Mogale City vehicle test station

there were no dangerous-looking characters

surrounding the car, offering their service to

shortcut the process for a fee.

Recently, there have been media

reports warning people to be very wary

about dealing with these untrustworthy

people who operate outside the perimeter

fence of the other test stations. As at

some of the local motor vehicle licensing

stations, cars have also been broken into

and valuables stolen while the owner is

inside the building.

Sadly, the latest incident resulted in the

death of an elderly woman, who was attacked

right outside the licensing department while

following her husband, who was on his way to

the facility to renew his driving licence.

At the entrance to the administration

building I was again greeted by a friendly

assistant, who directed me to a very clean

and well-laid-out area, where all the relevant

forms required for the various transactions

were neatly displayed. The official assistant

also offered his guidance (without asking for

money), to ensure that I had all the necessary

forms.

Good and adequate seating is also provided

to accommodate all the applicants. While

waiting in the orderly queue, a photographer

offered his services. Again, this is properly done

and without the necessity of going across the

road (as is the case at some of the other test

stations) to have photos taken.

The staff, who process the documents

and do the eye test and fingerprints, are also

friendly and treat each person in a courteous

and professional manner. The process is quick.

The payment office is well staffed and, again,

the process is quick. At some of the other test

stations you can wait for a long time before you

are called to the counter to pay.

The entire process took me only 30 minutes

– compared to my previous experiences where

it would take the entire morning.

So, the question to be asked is: why

can one motor vehicle licensing test station

in the Gauteng area offer a world-class

service, staffed with professional and friendly

people, while other test stations offer such

an unprofessional, unfriendly and shoddy

service? |FOCUS

I recently experienced nothing short of world-

class service at the Mogale City motor vehicle

licensing office. Others in the Gauteng region

should follow its example

congratulations are

in order

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

June 2015 |FOCUS| 7

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8 |FOCUS| June 2015

lettersFOCUS

rESTrICTION ON FrEIGHT vEHICLES WON’T rEDUCE rOAD CArNAGE!The proposed legislation to restrict freight

vehicles in peak hours will NOT reduce road

carnage, but will merely create greater

congestion, more chaos and pandemonium

on our roads. It will result in consumers

paying more for a loaf of bread – if they’re

lucky enough to find a fresh loaf on the

shelf at their local supermarket. Not to

mention veggies, meat, chicken, fish, butter

and milk, which are already being impacted

by countrywide load shedding.

Picture laden trucks parked off on the

sides and verges of roads from highways to

upmarket suburban areas … and a sudden

tsunami of trucks as soon as the restriction

is over, jostling to markets to make up for

lost hours.

Operators will have to review loading

and offloading times with customers and

review how loads are going to be distributed

around the country. This could very easily

result in smaller vehicles being utilised, which

will just drive up the cost of logistics – and

motorists will have to contend with more

freight vehicles on the road.

This legislation will not solve the real

problem on the roads, which is the lack of

enforcement and motorists not obeying the

rules of the road. Sporadic testing of drivers

by authorities will not curtail the accidents,

either.

The major truck accidents have been

caused as a result of operators that did not

operate legally and professionally on our

roads, which would most probably have been

prevented through proper law enforcement.

In the incident in Pinetown, despite the

driver’s illegal licence, it was clear that no

compliance training had taken place and, in

the N12 incident, a basic pre-trip inspection

had not been properly conducted and the

truck had not been maintained.

In the unfortunate accident in which

Public Service and Administration Minister

Collins Chabane was killed, the owner of the

vehicle was not a professional operator and

the vehicle had not been licensed.

The Road Freight Association urges the

minister of transport to seriously reconsider

such draconian measures, which will be more

damaging to the economy and will result in a

poorer society.

Minister, rather focus your resources

on proper law enforcement, eradication of

bribery and corruption and providing more

officers for duty during the period of the

proposed restriction.

Gavin Kelly

Technical and operations manager: The

Road Freight Association

Thank you for your comment, Gavin. We

couldn’t agree more, and we’re sure our

readers feel the same.

Kelly’s comment comes in the wake of

the announcement in April that Minister

of Transport, Dipuo Peters, intends to

introduce new regulations that restrict

goods vehicles (with a gross vehicle mass

exceeding 9 000 kg) from operating on

public roads at certain times.

In terms of the intended regulations, no

person shall operate, on the public road,

a goods vehicle with a GVM exceeding

9 000 kg between 06:00 and 09:00 and

17:00 and 20:00, Monday to Friday, except

weekends and public holidays.

While these intended regulations were

to be published for public comment and

discussion, no draft regulations have been

published for comment and no communication

has been forthcoming from the Department

of Transport in this regard – Ed.

WELL DONE FOCUS!

I must say the FOCUS Conference

and Truck Test event was a huge

success. The conference timing

and venue fitted in perfectly with

Automechanika and the FOCUS

team really pulled out all the stops.

I am sure if you contact the OEMs

that attended you will get the same

response. Well done!

I will definitely be watching the

Truck Test coverage on Ignition.

Ettiene Holtzhausen

Key account manager Commercial

Vehicles Division, Voith Turbo

AND AGAIN …

It was really great to meet the

FOCUS team at the conference

event on Friday May 8 at Nasrec.

Well done on putting together a

great event that was well attended

and supported!

Nikisha Sirkar

Petronas Lubricants Africa

Thank you for your kind words,

Ettiene and Nikisha! We’re thrilled

that you both enjoyed the conference

and we, too, look forward to seeing

you both at the next event – Ed.

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

COvErSTOrY

offerings include a new telematics system, a

mobile phone application and numerous fuel-

saving features to effectively assist fleet owners

to cut their transport costs.

“We believe that Volvo Trucks Southern

Africa is leading the way in supporting fleet

owners in a modern and interactive, yet very

practical, way,” says Coolsaet.

One of the ways Volvo Trucks is assisting

customers to save costs is with its Dynafleet

fleet management system. This state-of-the-art

system includes a phone app that is aimed

specifically at drivers.

With the new app, drivers can see

for themselves how efficiently they drive,

compare their performance with that of

their colleagues and improve their driving

techniques. One of the app’s main functions

– Fuel Efficiency Score – rates the driver’s

performance in four areas that, in various

ways, impact the truck’s fuel consumption:

anticipation and braking, engine and gearbox

utilisation, speed adaption, and standstill.

The results are then collated to produce an

overall score.

As part of Volvo’s Telematic Gateway,

FH fleet owners receive constant updates

on the performance of trucks and drivers in

commercial fleets – wherever they are. This

makes it possible to easily pinpoint critical data

and take immediate action for reduced costs

and better vehicle usage.

In addition, as an answer to ever-changing

industry requirements, and to support

customers in their quest for optimum uptime,

the Volvo Trucks Gauteng branch has also

recently implemented extended workshop

hours; from 07:00 to 23:00 on weekdays, and

from 08:00 to 15:00 on Saturdays.

“Our dedicated dealer teams and

advanced technology help fleet owners

manage unplanned repairs, no matter where

their trucks may be. Our teams won’t stop

working until the truck is back on the road.

It’s one more way we’re helping fleet owners

deliver on their own commitments to their

customers,” says Coolsaet.

THE FUTUrEWith the most modern and innovative product

line-up ever, in the FH16, FH, FM and FMX

model ranges, Volvo Trucks has an outstanding

ability to help customers to improve productivity

and profitability.

“Going into the future, it is becoming more

and more important to explore and understand

a region’s local operating environment, and to

adapt our business to meet our customers’

transport requirements,” says Coolsaet.

“After operating in South Africa for more

than 13 years, Volvo Trucks believes it is able

to meet these unique requirements and offer

local customers the professional support they

require and deserve.” |FOCUS

Fleet owners know that every second of saved uptime means increased revenue, maximised efficiency and new opportunities. That is why Volvo Trucks Southern Africa (SA) is continuing to expand and strengthen its dealer network throughout the region

leading with innovative

SupporT

The company, which now has

18 dealers in South Africa,

is broadening its reach

systematically and with a focused

strategy of bringing valuable support right to

customers’ doorsteps.

“Our dealers are total-solution providers.

The products form the core of our offering. They

are supported by innovative aftermarket and

extended services that make a real difference

to fleet owners’ businesses,” says Christian

Coolsaet, MD of Volvo Trucks SA.

“We believe the world-class quality,

expertise and technological prowess provided

by our dealers, give our customers the edge in

a highly competitive market.”

Volvo Trucks has a recently established

dealership in Harrismith, and will also be

opening a new facility in Bloemfontein in June,

at an investment of R15 million.

The company’s expanded footprint means

that customers are closer to accredited dealers,

and have easier access to manufacturer-

trained technicians and genuine parts. Volvo

Trucks is planning to have 25 dealers by the

end of 2015.

TrAINED DEALErS + INNOvATIvE TECHNOLOGY = INCrEASED UPTIMEVolvo Trucks SA invests heavily in the training

of its dealer staff to enable them to effectively

support their customers. Innovative support

June 2015 |FOCUS| 9

10 |FOCUS| June 2015

FOCUSCONFErENCE

other than the announcement

of the Truck Test 2015

results by Hellberg Transport

Management’s Martin

Dammann (see the May edition of FOCUS),

a wealth of valuable, rich information was

afforded by the four main speakers – along

with the obligatory laughs, of course. Each

one is an industry expert in his own right, and

the 200-strong audience therefore derived

maximum value.

The wealth of knowledge, insight,

experience, passion, humour and wit that

was imparted made for an industry event that

proved to be both jovial and practical.

TAKING OUT THE rATS AND MICEAdrian van Tonder, chairman of the national

Road Transport Management System (RTMS)

steering committee, was first up with a brief

presentation highlighting the new consignee/

consignor legislation that became effective on

February 1.

Whereas, in the past, the responsibility

to move goods safely lay with the transport

company, the new legislation has changed this

to make the consignee/consignor responsible

for what their transporter does on the road,

and to ensure that the transporter acts within

the regulations of the Road Traffic Act.

“The consignee/consignor can no longer

outsource his responsibility – if a vehicle

is running overloaded, both he and the

transporter will be held liable. This is a huge

shift … it’s been a long time coming and I’m

glad it has happened,” Van Tonder notes.

“It will start taking the rats and mice out

of the industry – those that are operating

at stupidly low rates, with illegal vehicles and

drivers who are not well trained, as well as

consignees who force down the rates of the

transporters. The burden now lies on them to

make sure they have sustainable transporters

moving their goods. That is good for the

industry.”

Van Tonder explains that should an MD

of a consignee company not take reasonable

steps to ensure that the transporter abides

by the rules, he can be held responsible in his

personal capacity. “If the consignee is found

to be in contravention of the act, the person

responsible will be held liable and could face

jail time,” he explains.

Section 75B of the legislation dictates

that well-documented proof of such policies,

procedures and steps taken to prevent vehicles

from being overloaded need to be kept.

It is also required that a goods declaration

be kept in each vehicle, which needs to detail,

among other things: the nature and quantity of

goods transported; the contact particulars of

the operator – or, in the case of a combination

of vehicles, of every operator in the combination

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June 2015 |FOCUS| 11

of vehicles; the particulars of the consignor

and consignee of the load – or, in the case of

loads collected at and delivered to more than

one consignor and consignee, the particulars

of every consignor or consignee; the name,

residential and postal address of every natural

person – or, in the case of a juristic person,

the responsible director or member, an agent,

consignor, consignee, or operator, listed in

the declaration; a schedule of insurance; and

a written agreement between consignor and

operator for the transportation of goods

stating the nature of the agreement, the

loading instructions and the responsibilities of

the parties.

“A lot of this is about overloading, which,

to me, is a bit sad, because I would have

loved to have seen this legislation extend to

roadworthiness and other aspects of drivers

and driver training. A truck running without

brake linings is sometimes a much bigger

problem than overloading …” Van Tonder adds.

Nonetheless, it’s encouraging to note

that, in the few months that the legislation

has been enacted, compliance has begun to

happen automatically. “Speaking to people

from the Department of Transport (DoT), the

legislation is being taken seriously and there

is a reduction in overloading, so it’s having an

impact without even being enforced yet.”

AIMING FOr 100-MILLION KILOMETrESPaul Nordengen, principal researcher and

research group leader at the Council for

Scientific and Industrial Research (CSIR) Built

Environment, has become a household name

in the industry, thanks to his work in driving

the Performance Based Standards (PBS)

concept. He gave a talk entitled: “Slashing

transport costs and improving truck safety

the SMART way”.

“The challenge with designing and

operating trucks is that the objective is to

maximise productivity, but there are the

obvious constraints of safety and protecting

the infrastructure. The way one normally

ensures that these issues are dealt with is

through prescriptive regulations; to ensure

that trucks are safe on the road and don’t

cause undue damage,” he begins.

“The reality is that this approach has

weaknesses. Although vehicles on the road

comply with regulations, they are either not

really safe, or cause a lot of damage.”

In short, while the prescriptive approach

is about defining the size and mass of

vehicles, the PBS approach tries to develop

a performance envelope that takes into

account these safety and infrastructure

requirements and the design of vehicles (that

may not necessarily comply with prescriptive

regulation). These are checked using various

analysis techniques to comply with acceptable

safety and infrastructure standards.

Importantly, the project is yielding

significant results. In the seven-and-a-half

years the project has been in operation,

106 operators have joined. Over 45-million

kilometres have been completed with the PBS

vehicles. The aim is for at least 100-million

kilometres to be completed before PBS is

introduced fully. During 2014 alone, 75 000

trips, 1,23 million litres of fuel and 3 400 t of

CO2 were saved.

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“Each operator also has to provide safety

data of crashes every month, for their PBS and

a selection of baseline vehicles on the same or

similar routes. Between January 2008 and

March 2015, smart trucks had 67 crashes

and the baseline was 377,” Nordengen smiles.

The project began in the timber industry.

Today 22 percent of all timber is transported

by PBS trucks. “On average, this industry has

seen a fuel saving of 14 percent,” Nordengen

says.

Mining is another sector in which the

project is showing results. Unitrans was

running B-tripple road trains for ten years

and then upgraded to a 43-m-long four-trailer

combination with a gross combination mass

of 185 t.

PBS also assisted Buscor, which had also

been running bi-articulated buses. Nordengen

explains: “The PBS committee felt it should run

assessments to check compliance, and three

of the standards failed. The solution was to

reposition the rear axles on the articulations

and increase the wheelbases.”

Nordengen says that vehicles in the car

carrying industry now also have to follow a

new road map. This was approved just over

a year ago by the abnormal loads committee,

and vehicles must be RTMS certified and PBS

compliant. “There are about 200 new vehicles

on the road now and the old ones have until

April 2023 before their permits expire,” he

notes.

“We are doing the PBS project to improve

productivity. It results in less investment

by reducing the number of trucks doing

a particular task and also improves fuel

efficiency per tonne of payload. There are

other impacts, however, such as reduced

congestion and safety risks. As part of our

pilot project we’re also looking at roads and

bridges and we’re using the performance-

based approach for road wear and damage,

which is our own local design, to do reverse

engineering …”

He explains: “By looking at the actual road

wear of a tyre configuration, one can be

selected one that results in consistently low

road damage per tonne of payload. When

conforming only to the prescribed regulations,

vehicles could be doing more than double the

damage per tonne of payload.”

It all sounds very promising, because it is.

“We’ve had a lot of feedback from operators

and drivers saying they prefer running and

driving these vehicles. We’re also finding

that some of the trailer manufactures and

original equipment manufacturers (OEMs)

are learning things about the way they

design and build their vehicles to get better

performance.

“We still want to undertake a project that

will assess the current heavy vehicle fleets.

We would take a selection of 20 or 30 typical

combinations on the road and identify, and try

to phase out, certain combinations that are

particularly bad,” he concludes.

A rICH, HISTOrIC, COMPLEX CULTUrAL LIFEIt’s perhaps fair to say that Jim Ward’s

speech, entitled: “Transport – an industry in

balance”, was the most gripping of the day.

Ward is the technical manager at Unitrans

Logistics. Almost controversially, he used the

concept of culture to drive his point home.

“Our culture is woven through our life, and

life is richer for it. We work with technology,

but we also work within a rich, historic,

complex cultural life. Our culture is one that

values people – and we should cherish that. If

you claim that people are the most important

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asset in your company, then you have to

demonstrate that in your workplace …” he

says.

Of course, given the context of South

Africa’s uniqueness, this often requires a bit of

effort and understanding.

“I laugh when I hear people talk about

working in Africa as opposed to here. Where

do they think they are now?” Ward asks to the

accompaniment of a laugh from the audience.

“This is still a relatively new country; so

much of what we do is new to the people doing

it. Somewhere, every day, is a driver climbing

into a truck for the first time – and he or she

will drive it on public roads.

“Our drivers have different levels of

experience; our roads vary from awful to

excellent; our distances are longer; our loads

are heavier; our temperatures vary greatly

(even in one trip); we face altitude changes

on single routes; we cannot stop safely on the

side of the road at night; we often encounter

other vehicles parked dangerously or making

u-turns on freeways; we’re often hundreds

of kilometres from help; and, most of all, our

culture plays a much stronger role in our work

environment than it does overseas – where it

has largely been forgotten with the passage of

time,” he continues.

Ward explains that, on the one hand,

we have a professional transport industry

using first-world technology and state-of-the-

art vehicles to service demanding clients,

while, on the other hand, we are operating

in a unique country with an amazing blend

of cultures, differences, languages, history

and a chronic lack of education. Our industry

needs to balance all these aspects in daily

operations …

Illustrating how technology and our culture

are worlds apart, Ward begins: “European

truck makers love complex warning systems.

The assumption is that the driver will pull into

the nearest dealership, in the next village, and

have it checked. This doesn’t work when you’re

250 km past Uppington heading due-west … in

my experience most drivers just keep going.”

“If you break down in the Netherlands,

help will be there in a few minutes. In the

Eastern Cape, you might be there until the

next evening – and minus a load. Nobody goes

to breakdowns after hours because it’s too

dangerous …”

Ward explains that, against the dollar, the

rand is one of the most volatile currencies

in the world, which is why our operators

work according to lifecycle costings, and have

to achieve a planned service life from the

truck. “Here, we must fix, replace and rebuild

things,” he says. It’s also why mechanics

are often expected to produce high-quality

safe repairs and fast turnaround times, while

working on uneven, unpaved ground, in poorly

lit conditions, using worn-out tools.

“Too often it’s our operations that take

priority. Nowadays, contracts are secured

by shaving maintenance and downtime razor

thin,” Ward notes despondently.

Then, when something does go wrong, a

further challenge is presented by our many

languages. “There is no African word for a

‘leaking rear main-crankshaft-seal’ … there are

few indigenous words to describe technical

things. Fault codes do not translate well into

Zulu,” says Ward.

The problem here, he continues, is that

genuine dialogue is needed between workers

and their managers, and the cultural barriers

between them need to be broken down.

This seldom happens. If there is no dialogue

between people, they will not fully understand

what is required of them …

In this instance, says Ward, culture plays a

role in everyday life and matters a great deal.

“Let’s imagine a driver has been allocated his

load for the day, at a depot where there’s very

little in the form of dialogue or Ubuntu. He

clocks in, but is not greeted, because his boss

doesn’t know how important it is to greet or

what it symbolises.

“When we say ’sawubona’ or its equivalent,

it’s nothing like saying ‘hello’ – in the best way I

can put it, it means: I see you as a person, you

matter to me and I recognise your humanity.

It’s very important to greet one another and

offensive to not do so,” he says.

“People matter in this industry and we

should never be too busy to remember that.

It might be something as simple as calling the

workforce together to honour the passing of a

fellow staff member …

“Our challenge is choosing the most

suitable technologies, but never losing sight

of the fact that culture plays a great role in

everyday life. Striving daily to achieve that

balance is what makes this such an amazing

industry in which to work,” he concludes.

THE ECONOMY IS GOING NOWHErELoane Sharpe, economist at the Free

Market Foundation, was last to take the

stage, to present some insight into our

economy and the trends and future of the

labour market. He began by noting that one

of post-apartheid South Africa’s greatest

disappointments is that the economy is

failing to create jobs.

“In 1994, the unemployment rate was

13 percent and today its 25 percent. Of

the 20,3 million people available for work,

15 million are formally employed, while

5,2 million South Africans are unemployed.

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“A further two million are permanently

discouraged about ever finding work and a

million people are underemployed (available

for more work than the economy can provide).

A total of 8,7 million people are underutilised,”

he explains.

Sharpe continues to say that 3,4 million

people (or 66 percent of those unemployed)

have been out of work for more than a year,

and 1,5 million (or 29 percent) have been

unemployed for more than five years. “Nearly

half of the economically active population is

idle, and 75 percent of youth under the age

of 25 are idle. It’s a national catastrophe and

easily South Africa’s most pressing socio-

economic problem,” he says.

According to Sharpe, one of the reasons

for this is that we have had to economise on

labour by automating and mechanising. “Since

1995, and the introduction of the Labour

Relations Act (LRA), wages after inflation have

risen dramatically.

“Businesses don’t mind giving five to ten

percent increases, so long as those increases

are matched, or exceeded, by gains in labour

productivity. Since the introduction of the LRA

in 1995, labour productivity in South Africa

has collapsed – it’s now at the lowest levels

since records began in 1967.”

Further, in the 2000s labour productivity

became negative, meaning that for every

worker added to the workforce, production

dropped. Conversely, for every worker

removed production increased.

“That’s the scary state of reality and shows

how much we need to economise … Capital

productivity has been the exact opposite –

for every one percent the capital stock of a

business is increased output increases by

0,4 percent,” says Sharpe.

This “economising of people” is happening

most in the labour-intensive primary sectors.

“In 1994, the agricultural sector employed

2,1 million farm workers. Today, it employs

only 670 000. Likewise, the mining sector

employed 1,4 million, today it employs around

550 000,” he illustrates.

Nonetheless, there are some sectors that

are creating jobs. Sharpe says that, despite

the overwhelming number of job seekers, the

South African economy has done incredibly

well.

“The private sector is in tremendous

shape, even though the public sector basically

doesn’t exist. Don’t be anxious about the state

of the government sector, as the private

sector is in such splendid shape that the

economy is unlikely to fail.”

Sharpe isn’t referring to massive listed

companies, either (which employ only nine

percent of the national workforce). It is the

small and medium businesses, which employ

81 percent of the national workforce.

What about the new generation of labour

that is creeping in, though? As Sharpe points

out, on average a union member in South

Africa is 43 years old. The average age of a

job seeker today is 27. (This is also one of

the reasons, he says, why union membership

is in decline and will eventually dwindle and

disappear.)

“The older people are concerned with job

security. Young people are interested in job

mobility – two totally different things. Young

people in the workforce want individualised

bargaining. The older workforce wants

collective bargaining.

“Businesses are going to have to make this

shift with clever employment contracts, many

of which will be temporary, and workers will

be heavily rewarded for productivity. Business

has to prepare for those changes if it wants

to survive in this catastrophic labour market,”

Sharpe explains.

In summary, Sharpe notes that the farming

and mining sectors are dead. Manufacturing,

in some cases, will survive, but most of it will be

gone in the next 15 years, while the services

sectors (including transport and logistics) are

growing rapidly with no signs of stopping.

“If you have a sizeable workforce, you’re

going to have to replace it with technology,

if possible, or use technology to monitor,

measure, record and remunerate. It is

possible to drive tremendous amounts of

labour costs out of your environment.

“Companies must also start becoming

innovative with regard to labour contracts

and find better ways of getting young, capable,

interested people into the workforce, who

want recognition for their performance.

“Embrace affirmative action and black

empowerment and find ways to access the

growing black middle class, but do what is

right for your business under your particular

circumstances. Set your own targets and

work towards them.

“The labour market is facing some very

severe difficulties and things are going to have

to be done very differently for it to survive,” he

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delivers stunning perforMance at truck test 2015

dAF

Truck TeST2015


TrUCKTEST


While the DAF had an

average payload of

36 463 kg, it was its

average speed of

65,3 km/h and average fuel consumption

of just 54,4 l/100 km that resulted in a

category-topping payload productivity factor

of 43,8.

Mark Gavin, sales director at Babcock’s

Transport Solutions, says that the vehicle was

an off-the-shelf, standard specification truck

with no modifications. “The XF is not necessarily

suited only to this particular route. We have

specified our vehicles in general to compete

and operate in the on-road, long-distance, truck

tractor market, to ensure that they are the

most cost effective to operate on South African

roads today. Truck Test 2015 has proved that

this is, indeed, the case,” he says.

Wilna Steyn, CEO of Babcock’s Transport

Solutions, reiterates: “The truck has been

tested for South African applications for over

a million kilometres. This has ensured that it

gives optimal performance to the transporter.

The DAF slogan, ‘Your Profitability Our Aim’, was

proved in Truck Test 2015.”

While, in Europe, DAF has been recognised

as a truck brand that delivers enhanced

profitability – being one of the top performing

truck tractors in Europe for several years

now – it has been adopted a little more slowly

by South African operators. Nonetheless, say

Steyn and Gavin, the company is determined to

grow DAF’s local market share “to its rightful

place”, while maintaining current service levels.

“We pride ourselves on our outstanding

service levels and have an extremely proud

record of uptime – over 99 percent in many

fleets!” says Gavin. “Our market performance

in the 2014/15 fiscal year was ahead of our

expectations; we were able to add 1,5 percent

to our market share. This year, we would

obviously like to see some steady growth on

that number.”

Gavin explains that Babcock is an extremely

flexible business and thus makes constant

changes and tweaks to its operations to keep

up with the demands of its clients.

Let’s reiterate – Truck Test 2015 was not a competition. No winners were crowned. Nonetheless, the

results do not lie … the DAF XF105.460 was arguably the best performer in the tautliner interlink category

don’t take our

for it …Word


TrUCKTEST 2015

“The market can expect an array of new

services from us in the future, which will

put us in a better position to keep ahead of

market demands. We may also be introducing

additional products through the course of this

year,” he alludes.

Gavin goes back to the XF105.460 to

illustrate his point. “The fuel consumption factor

of this vehicle is a huge talking point, as this

contributes to over 50 percent of a long-

distance transporter’s overall costs.

“If you couple this product to our

other support pillars – our own repair

and maintenance packages and on-board

telemetry, Executrax, and our in-house

finance company – there should be no

reason whatsoever for transporters to look

elsewhere for a complete transport solution.

We really do live up to our reputation of

‘Trusted to Deliver’.”

As Steyn says, with the DAF brand, Babcock

offers a complete, all-round package. “We have

the best long-distance truck, excellent service

and dealer coverage in South and southern

Africa, as well as solutions like a finance

offering. “Transporters that run our products

feel comfortable that they have the best truck

available with the service to back it up.”

“Truck Test 2015 has given us the

opportunity to prove to the South African

market that the DAF XF105.460 is the best

vehicle on the country’s roads in terms of

overall productivity,” Gavin notes.

“Overall, the test was great – extremely fair,

well thought through and, for the first time ever

in this country, actually compared apples with

apples. We are extremely proud that, under

these circumstances, we performed at the top

of the pile in the interlink category,” he continues.

“Transporters no longer have to take our

word for it … the Truck Test 2015 results prove

that the DAF XF is the most profitable truck

in its category on South African roads,” Steyn

concludes with a smile. |FOCUS

“The DAF XF will improve an operator’s profitability,” says Babcock.


TrUCKHIJACKINGS

Crime is, unfortunately, a part of everyday life …

distressing headlines litter news channels both

locally and abroad. The South African trucking

industry is, however, being hit particularly hard

and truck hijackings …Sex, drugS

in the early hours of the morning a truck pulls into something more

resembling a plot than a truck stop. The “Molotov cocktail” that the

driver took to fight fatigue is wearing off, but he still has enough

energy to deal with his “loneliness” ...

This isn’t a mob-movie scene, but an everyday occurrence within the

South African trucking industry. Drug and alcohol abuse, as well as easy

access to prostitutes, are taking their toll on the health and well-being of

drivers countrywide. It doesn’t end there, unfortunately.

According to the Road Freight Association, truck hijackings in 2014

saw a ten-percent increase on 2013, with a total of 1 200 hijackings

at an estimated cost of R12 billion. FOCUS approached three of South

Africa’s most successful commercial vehicle tracking companies for their


TrUCKHIJACKINGS


Sex, drugS

insight into this continuing violation.

Leon Mynhardt, operations manager at

Mtrack Electronic Tracking Systems says

that, in his experience, the cargo, as opposed

to the vehicle, is most often the intended

target of the hijackers.

“In most cases, the value of the goods

being transported exceeds the value of the

vehicle transporting those goods. Trucks are

hijacked and then taken to a secluded place.

The goods are loaded onto the hijacker’s

trucks and then distributed to their offset

markets, which are often across the border,”

Mynhardt explains.

“This trend has forced transporters to

shift focus away from protecting and tracking

just the vehicles, to protecting and tracking

the actual cargo being transported,” he

continues.

Hein Jordt, managing director of Ctrack

Fleet Management Solutions, confirms that

the cargo is usually the intended target:

“Hijackers target loads that offer high-value

goods – such as cellphones, tablets and

expensive alcohol – for which they have

a definite market, or loads that that can

be disposed of swiftly – such as nappies,

cigarettes or any fast-moving consumer

goods.”

“Hijackers may also be looking for a

specific cargo, such as high-value electronic

goods or grocery items, among others,”

reiterates Jerry Pierce, operations manager

at Cartrack.

“There are occasions, however, where

the actual vehicle or its trailers are the

target,” he adds. “Cargo items find their way

back into the economy, the black market or

are shipped across the border, while vehicles

and trailers are stripped for parts, shipped

out of the country or are simply relicensed

(with the aid of corrupt officials) and put back

on our roads.”

These crimes cost the economy,

insurance industry and operators billions.

“Besides the expense of having to replace

the vehicle and its cargo, there is also

reputational damage,” explains Pierce, adding

that there are many modus operandi that

criminals employ to gain access to vehicles.

“We have noticed an uptick in incidents

involving the notorious ‘blue light gangs’ that

operate in the Gauteng area at present,”

he tells FOCUS. “Another tactic is the ‘good

Samaritan’ approach, where a road user

will indicate to a truck driver that there is a

problem at the back of the truck, resulting

in the driver pulling over and becoming the

victim of a hijacking.”

Jordt adds: “The hijackers gain access

to the vehicle by waiting for an opportunity

at truck stops, acting as passengers at toll

plazas, or waiting at places where the vehicle

has to stop.”

The reality of the situation is that as you

are reading this, a hijacking is probably in

progress; endangering the life of a family’s

breadwinner and continuing to affect the

South African economy.

“The South African Police Service crime

statistics, which were released for the

period April 2013 to March 2014, show

a total of 69 082 incidences of hijacking,

(including both car and truck hijackings),”

says Mynhardt.

“This translates to 5 756 per month, 191

per day, or eight per hour in a 24-hour day.

Truck hijackings make up about 1,5 percent

of this, but a large number of corporate

enterprises, such as courier companies,

construction companies and those in the

motor industry, are affected.”

WHAT TO DO IF IT HAPPENS TO YOUPrevention is better than cure. Drivers should

try to avoid situations that put them at risk,

such as stopping next to the road. There is

safety in numbers; rather stop at a truck

stop.

Mynhardt adds that trucking companies

should remember that hijackers come

in many guises and have no obvious

distinguishing features. “It is best to treat

all unknown persons as suspicious, including

police.”

However impossible this might sound, if

you do fall prey to this crime, it’s best for the

driver to keep calm and cooperate. “These

thugs do not hesitate to cause harm to

anyone,” Jordt cautions. “Drivers should be

aware of their surroundings and be on the

lookout for conditions, or events, which could

compromise the individual, the vehicle and

the cargo.”

Pierce adds that, in a hijacking situation,

drivers should acknowledge the presence of

the hijackers and not make any eye contact.

They should keep their hands visible at all

times and always let the hijackers know what

they are doing, as any sudden movements

can be extremely dangerous. |FOCUS


DrIvETrAINS

it’s probably fair to assume that most

commercial vehicle operators have

some concept of the inner workings

of their vehicles. However, the

basic internal combustion engine, and the

mechanisms employed to get its power to

the road, are in a continual state of flux.

The drivetrain is, therefore, a topic that is

well worth exploring. So, with an eye on the

wider topic, but, where possible, specific to

commercial vehicles, let’s do just that …

A vehicle’s drivetrain is made up of all the

components that take the power from the

powerplant (in this case the diesel engine)

to the driven wheels that propel the vehicle.

These include the gearbox and transfer box

(applicable depending on drive configuration),

the propeller shaft/s, and the final drive.

Technically, the powerplant does not fall

into the drivetrain category – but it is worth

at least taking a high-level look at what

exactly makes the power before discussing

the drivetrain components.

ENGINE

Most of the world’s modern-day trucks are

powered by diesel engines, which vary in size

GAVIN MYERS puts the power down and (somewhat simplistically) explores what components make up

a drivetrain, and how these have changed over the years to become modern-day technical achievements

that inner

driVe


DrIvETrAINS

and power output, depending

on the class of vehicle and

application for which it will be

used. While the basic design

of the four-stroke diesel engine

has remained unchanged

since its invention in the

1890s, ongoing technological

advances continually increase

power and reliability, while

decreasing impact on the

environment.

Notable among

these was the invention and

patent by Cummins, between 1943

and 1946, of the common-rail fuel system

(the first successful use of common rail in a

production vehicle came in 1995, by Denso

with the Hino “Rising Ranger” truck); mass

production of turbodiesel trucks by Volvo

in 1954; the advent of European emission

standards in the 1990s; and the invention

of the unit injector system by Bosch in

1994.

While the internal combustion engine

will power commercial vehicles for the

foreseeable future, a range of alternative

powerplants is slowly gaining favour –

including full-electric and hybrid (internal

combustion and electric) drive.

GEArBOX AND TrANSFEr BOX

Vehicles (especially heavy ones) require a

lot of torque to move and so the gearbox

performs a multiplication function by using

its various ratios. From the engine, drive

(torque) is sent to the gearbox via the

clutch (manual/automated-manual/dual-

clutch transmissions) or torque converter

(automatic transmissions). This is then

multiplied by the ratio of the selected gear

as it passes from the input shaft through to

the output shaft.

At the same time, the output shaft rotates

at a rate that is slower than the input shaft,

causing a reduction in engine revs and the

ability to reach a greater speed. The process

is repeated through the following gears.

Here again, technology has moved the

game on to levels of efficiency and driver

comfort never before imagined. Readers

of a more-advanced generation will fondly

remember terms like “crash boxes” and

“double declutching” … a technique used

to match the engine and manual

gearbox speeds to allow the

gears to engage smoothly.

The widespread advent

of synchronisers on manual

gearboxes (from the 1980s

onwards) did away with this

practice and brought about much

smoother and easier gear changes for

the driver.

Nonetheless, even traditional manual and

automatic transmissions are beginning to

look antiquated. Thanks to the advent of

sophisticated computer control systems,

automated manual transmissions (AMT) –

whereby the clutch is operated automatically

and the driver can (if needed) control the

gear selection – are now commonplace in

the wider automotive and commercial vehicle

world.

Also gaining traction is the dual-clutch

gearbox, in which the gearbox internals are

split in two; each with its own clutch. Each

clutch is, therefore, primed and ready to

alternately engage and disengage as and

when the next gear change is required.

The result is a seamless power delivery –

undoubtedly a bonus for a fully loaded rig

climbing a hill, as much as it is for a super-

quick sports car.

In the case of a vehicle where both the

rear and front axles need to be driven (the

most basic example being a 4x4), a transfer

box, that splits the drive back and forth,

is fitted after, or at, the output end of the

gearbox.

This function is usually controlled by the

driver either manually or, in more recent

years, electronically. In some instances, a

second set of low-range gears is fitted, which

serve to slow the vehicle down and further

increase the torque sent to the axles.

FINAL DrIvE

Once the drive leaves the gearbox and/or

transfer box, it is sent along the propeller

shaft (prop shaft) to the differential mounted

on the driven axle/s (the central shaft

connecting the wheels on either side).

The differential forms part of the final-

drive assembly, which is the last set of

components tasked with getting the wheels

in motion.

Evidence suggests that differentials have

been around, in some form or other, since

as far back as 1 000 BC! The modern

automotive differential, however, first came

into being in 1827 – so there have certainly

been many advances on the concept.

Nonetheless, the basic differential splits the

drive from the prop shaft between the left

and right sets of wheels, while also allowing

them to rotate at different speeds, aiding

turning ability.

Two advancements of the basic

automotive differential are the limited-slip

(1932) and locking differential (circa 1970s),

which are used in applications where the

wheels are required to move together and

at the same speed (locking) for maximum

traction.

Today, many commercial vehicles make

use of hypoid gear sets in the differential

which – without going into the technicalities

– are employed to aid the efficiency and

strength of the component.

Commercial vehicles can employ two or

more sets of extra tandem axles – which

may or may not be driven – in the pursuit of

greater traction and weight capacity.

Up to now we have only considered

the single-reduction axle (with the single

differential that splits and transmits the

power), the benefits of which are its light

weight and minimal mechanical power losses.

Today, many commercial vehicles,

especially those operating in harsh

environments, feature hub reduction. This

system adds an extra set of reduction gears

in the wheel hubs and, therefore, serves to

split the final-drive ratio, reducing the load on

the differential. |FOCUS

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6104

6104_BWT_Hiltonian_A4_FA.indd 1 2015/03/05 2:09 PM

www.barloworld-transport.com


FOCUS ONNAMPO

Sometimes it’s hard to feel sorry

for South African farmers. As

one Nampo exhibitor quipped:

“How do you know a farmer is

battling? When he is driving last year’s model

Mercedes-Benz.”

The airfield at Nampo is yet another

indication that some farmers aren’t taking too

much strain (it is buzzing with activity during

show days, with farmers arriving and leaving

in their own aeroplanes or helicopters).

The fact of the matter is, however, that

not everything is coming up roses within the

agricultural sector. Gosh, considering the

drought, it would be surprising if anything

came up at all! In fact, a drive to and from

Bothaville is a somewhat depressing one.

After one has passed through the picture-

perfect town of Parys, dead mealies line the

road. The soil is dry. The crops are dead –

and this isn’t a situation limited to the Free

State area.

As a result, Grain SA predicts that

farmers will harvest a mere 9,665-million

tonnes this year, a third less than last year.

This will be the smallest harvest since 2007,

when the yield was 7,1-million tonnes.

The dwindling harvest is not the only

reason for concern. Grain SA is extremely

concerned about various government land

reform initiatives – its CEO, Jannie de Villiers,

believes that we could soon see a situation

of “food shedding”. Speaking at a media

conference at Nampo, he strongly criticised

government’s plans to force farmers to

hand over 50 percent of their land to farm

workers.

“We agree to the guidelines for land

reform in the National Development Plan –

meaning 20 percent of land is handed over

by 2030 – on a district basis. We will assist

in making this a reality, but grain producers

say no to the Minister’s 50:50 plans. They

are unconstitutional and they will be to the

detriment of the poor. The first need in our

country is food, not land ownership,” he

noted.

According to De Villiers, more than

60 percent of farmland is covered by debt.

“Around 83 percent of farmers require loans

in order to produce food. If the 50:50 proposal

is implemented, 83 percent of farmers won’t

have production loans to produce food on

half the land. Our infrastructure cannot carry

imports of the magnitude we would need.

Where is the food going to come from?” he

asked.

“Why is the minister not responding to our

moderate proposals that are being practised

and are already working? By government’s

own admission, land reform, thus far, has

been a 90-percent failure,” he pointed out.

There are two other major challenges

within the agricultural industry. As Loane

Sharp, economist at the Free Market

Foundation, noted at our very own FOCUS

Conference recently, the number of farms

has declined from 920 000 in 1994 to

50 000 today. Employment numbers

have been decimated too. In 1994 the

agricultural sector employed 2,1-million

farm workers. Today it employs a mere

670 000 individuals.

Of course, the reduced number of people

means that farmers have become more

Grain SA’s Nampo Harvest Day must be the finest exhibition on the planet … but the farming sector is

facing some challenges, as CHARLEEN CLARKE discovers in Bothaville

tiMes aheadTroubled

»


FOCUS ONNAMPO

and more reliant on machinery – and there

certainly was lots of that on display at this

year’s show. Here are just some of the

highlights …

While UD Trucks is doing particularly

well in the heavy commercial vehicle sector

this year (its sales within this segment have

grown by a whopping 23 percent), it was the

company’s all-new Quester that got the most

attention – because the name of this truck is

brand new to farmers.

The farmers’ wives, on the other hand,

remarked on the company’s truly delightful

stand – the inside was reminiscent of a

farmhouse interior; the exterior was like

a farmhouse stoep and the stand even

featured pumpkins that served as doorstops.

So clever!

Equally smart was the release of

controversial helicopter drones by Engen.

(I say “controversial” because of the latest

government legislation to control their use.)

Engen has been present at Nampo for 38

years and the 70 000 visitors to the show

appeared to be delighting in the drone

technology, which the company was using for

the first time.

Hercie Venter, Engen national sales

manager – Lubes Distributors, told FOCUS

that the company’s support of Nampo over

the years is an indication of its long-standing

relationship with agriculture.

“Farming is important to us. We have

supported agriculture in South Africa for

decades through Nampo and many other

initiatives. We take a lot of satisfaction from

the knowledge passed on in that way, as well

as the scientific, business and technological

innovation shared,” he commented.

According to Venter, Engen lubricants

have been trusted to keep things running

smoothly on farms for generations. The

agricultural industry appears to agree. “Wind,

rain, heat and dust put a lot of strain on farm

vehicles and machinery. Engen lubricants are

designed for these extreme conditions,” said

Rudi Barnard, Massey Ferguson dealer in

Hartebeesfontein.

Frikkie Kirsten, farmer at Makwassie,

supports this view. “My planters are the heart

of my business. Engen lubricants keep them

running day in, day out,” he pointed out.

The Mazda team, present at Nampo

as a stand-alone brand for the first time,

was also in an upbeat frame of mind. The

company displayed the Mazda2 1,5-litre

Hazumi; Mazda3 2.0-litre Individual six-

speed manual hatch; top-of-the-range

Mazda3 2,0-litre Astina sedan; Mazda6

2,5-litre Individual; and the 2015 Mazda

CX-5 facelift model (boasting advanced

technology, improved functionality and

refined interior and exterior design).

Naturally, the company’s bakkies were

also there in full force – the bakkie line-

up included the Mazda BT-50 3,2-litre

Freestyle Cab Manual, and the fully Drifter-

pack accessorised 3,2-litre 4x2 Double

Cab.

Some accessories introduced on the

Mazda BT-50 Drifter include black alloys,

black side steps, black nudge bar, black

styling bar, load bin mat, tonneau cover,

spare wheel lock, Drifter car mats, tailgate

shock and the Drifter decals.

“Agriculture and farming play a significant

role in the South African economy. We

are enjoying exhibiting our comprehensive

vehicle offering and we are here to meet all

the visitors who are gathering at this year’s

Nampo Harvest Day,” said David Hughes,


FOCUS ONNAMPO

managing director of Mazda Southern

Africa.

The team from MAN was also in an

ebullient mood … which was further

heightened when the company sold a number

of trucks off its stand! Geoff du Plessis,

managing director of MAN Truck and Bus,

visited the show (and his stand, of course),

and he was very enthusiastic about Nampo.

“We have been exhibiting at Grain SA’s

Nampo Harvest Day since the early 1990s.

As such, we are showing a variety of vehicles

– aimed at both agriculture and general

transport applications – at this show. We

are thrilled to be taking orders off the stand.

We’re expecting to take two more this

afternoon,” he enthused.

In typical Mercedes-Benz South Africa

fashion, the company was at Nampo – in a

big way. It was great to see its two Truck Test

2015 entrants displayed on the stand, but

the company had a number of other models

on exhibit too.

Fuso fans got up close and personal

with the award-winning Canter LIFT; a

truck that has earned farmers’ trust

globally (the acronym LIFT stands for Light-

Duty International Future Truck) while van

customers could check out the Sprinter and

Vito.

“Mercedes-Benz vans are not only known

for their work ethic and tested reliability on

the countless farms on which they operate,

these workhorses also offer secondary

solutions. Mercedes-Benz Vans is in a position

of dominance as we can offer a diverse

number of vehicles that are guaranteed

to fulfil a variety of needs,” noted Nicolette

Lambrechts, vice-president Mercedes-Benz

Vans South Africa.

“This may be a farmer looking for a small,

medium or large van to take care of the

transport needs of his farming operations, a

luxury van to transport his family, or the ideal

all-purpose vehicle to take on his next holiday.

We have a Mercedes-Benz van to match

every need,” added Lambrechts.

FAW exhibited at Nampo for the 15th

time, and it showcased its latest medium-

sized truck. According to Yusheng Zhang,

CEO of FAW Vehicle Manufacturers SA, the

range is kicking off with a five-tonne payload

dropside body, which boasts the lowest cost

per tonne in its market sector.

“FAW pays attention to what customers

are telling us. This is why we are extending

our local offering to this weight category.

We believe this segment of the market has

great potential and opportunity for growth,”

said Zhang. “The new range will be fitted

with the best drivetrain and will include

international-brand componentry.”

Iveco launched its new 682, which is

built right here in South Africa! The 682 is

Iveco’s answer to the buying-down trend.

Available in 4x2 and 6x4 guise, it is ideal

for harsh applications and the construction

environment. Dubbed “a more affordable

truck that can still do the work”, it still has

many creature comforts – air-conditioning

and cruise control, for instance.

It is competing against the Japanese,

Chinese and Indian players (not

the European). Currently only available

with a manual transmission, it will boast

an auto in about six months (the auto is

currently being developed in conjunction

with ZF).

With the launch of this new truck, Iveco

anticipates becoming a volume player in the

South African marketplace. |FOCUS


FOCUS ONNAMPO

nampo is a no-brainer for

Hino. As Leslie Long, senior

manager: marketing and

demand planning at Hino South

Africa, points out, the company has long been

active in the agricultural market. “Our roots can

be traced back to the farming community. This

is where we became a well-accepted brand.

We owe our position in the market to these

customers,” he tells FOCUS.

Accordingly, the company had a substantial

stand at this year’s Nampo, which was packed

with product. Three general vehicles were on

display – a Hino 700 2848 truck tractor, Hino

700 3541 8x4 mixer and 33-seater bus. The

other four vehicles on the stand were specific to

the farming market.

First up was a Hino 300 814 dropside,

which has proved to be popular on South

African farms. Next up was the Hino 300 915,

a highly manoeuvrable vehicle that is ideal for

transporting a smaller numbers of animals. It

was joined by a Hino 500 1626, which serves

as a double-decker sheep carrier and is ideal

for farmers who need to transport sheep to

market or auction.

Finally, there was the Hino 500 1322, a

4x4 which was equipped with a drill supplied

by Thor Drilling. The Zeus Junior drill is ideal for

drilling for water and it could also be utilised for

putting in fence posts on a farm. Long says that

entrepreneurial farmers could hire this rig to

other farmers in the community.

“This is a trend that we’re seeing in the

agricultural sector. Farmers have slowed

down in terms of purchasing vehicles. This is

understandable – they may buy a truck and use

it only a couple of times a year to carry grain

to the silos. The vehicle is, therefore, not very

productive.

“Instead, the farmers are forming informal

cooperatives today. They buy a vehicle together

and then all make use of it. It certainly makes a

lot of sense. A truck tractor can cost anything

from R1,2 to R1,8 million … then you spend

another R700 000 on the rig. If you spend that

sort of money on a transport solution, you need

to keep it productive,” he notes.

Long says that this does come with certain

challenges. “If they are all mealie farmers, they

all need the vehicle at the same time. So,

this type of arrangement is better suited to

those involved in different types of farming,” he

explains.

Given the current drought, Long says that

farmers are having to “box clever” like never

before. “Driving to Nampo was a depressing

experience – because there are failed mealie

crops all over. This year is going to be a difficult

one. There is a drought throughout the country

– the North West, Northern Cape and Limpopo

are facing the same problem. So, the farming

community is struggling at the moment.”

Long says that this does, however, create

opportunities for a truck manufacturer. “We

need to stand by our customers and find ways

of helping them in difficult times. That is what

builds relationships. Dealers can structure

really good deals through Toyota Financial

Services. I am referring to things such as

structured payment plans built around when

the farmer knows if he/she will have cash.”

She? “Oh yes, we are seeing some lady

farmers now. This is a worldwide trend – just

like the number of women who are truck drivers,

which is also increasing. It is something that

makes sense. People are people; it doesn’t

matter whether they are men or women. It

depends where their interests lie,” he contends.

On a personal note, Long says that he really

looks forward to Nampo – because it is a real

show. “It shouldn’t even be called a show. It is

more like a gathering of friends,” he says with

a big smile.

As I leave the stand, he reiterates Hino’s

commitment to the farming community. “We

have always been part of this community and

we need to stay part of this community,” he

stresses. I have no doubt that Hino will. |FOCUS

The Hino brand has – and will – always

been present at Nampo. That’s because,

as CHARLEEN CLARKE discovers, farming

and Hino go together like fish and chips (or

maybe a boer and his bakkie?)

returning to its

rooTS Left: The highlight of Hino’s stand at Nampo was a Hino 500 1322 4x4, which was equipped with a drill supplied by Thor Drilling.Above: Leslie Long, senior manager: marketing and demand planning at Hino South Africa, says the company’s roots can be traced back to the farming community.

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FOCUS ONNAMPO

from the guy who refuels the vehicle to

the person checking on the tyres. We are

looking at ways of interacting with everyone

involved in the process,” she explains.

This can yield dividends for operators.

“Recently, for instance, we had an issue

with a customer who wanted to spend a

fortune relocating the fuel tanks on his

truck. We chatted to a guy in the yard and

discovered that his fuel hose was not long

enough – which was the reason for wanting

to relocate the tanks (a costly process).

“The operator could avoid substantial

extra expense by simply installing a longer

hose. It was a case of someone taking the

trouble to speak to the person who actually

does the job. Sometimes we all forget to do

that!” notes Van Aswegen.

As such, the Trk’eneurs programme

acknowledges the reality that sometimes

people, who are not the most highly paid

or rewarded, are the most valuable within

a business.

“We are very close to our customers

at the top level, but we need to add value

throughout the chain. I always say: never

judge a man until you have walked ten

kilometres in his shoes. We want to connect

with everyone in the logistics chain. Many

people only talk to the person who signs

the cheque. Yes, he is a decision-maker,

but influencers are also very important.

A person in the workshop may influence

the purchasing decision because of parts

pricing,” she explains.

Van Aswegen says that the driver’s role

is also vital. “The cab is his workstation,

after all, and, if he is happy, he is going

to look after the truck. Recently, a driver,

who was working at one of our suppliers,

was really battling with his truck, because

it had a manual transmission. We sold the

supplier a truck with AMT and now the

driver is utterly delighted. He knows he is

not going to get into trouble for damaging

the clutch. You should see how he looks

after that truck; he polishes it until it

gleams!

“Sometimes we don’t realise just

how important drivers are. We need

to communicate with drivers; give

them knowledge of the costing, the fuel

consumption and what they can do to benefit

the whole supply chain,” she points out.

Matching the truck to the application

is also essential. “The vehicle must be

Isuzu Trucks has come up with a new, fabulously different programme – called Trk’eneurs. CHARLEEN

CLARKE found out all about it at Nampo …

calling all

Trk’eneurS

The Isuzu Trucks stand had

people stopping, staring and

pondering, because there were

a number of bits and pieces on

the stand that were somewhat unusual; the

seat out of a cab, for instance.

Lisa van Aswegen, customer care and

marketing manager at Isuzu Trucks SA,

explains that the display was intended

to epitomise a new programme called

Trk’eneurs.

In terms of this programme, which will

be rolled out in official fashion later in the

year, the company is focusing on the entire

business of trucking … and not just the sale

of a truck.

“Hence the engine, the seat and the

gearbox on display at our Nampo stand.

We are considering all the components

and knowledge that go into the business

of trucking. There is more to trucking than

buying a truck. We want to understand the

customer and his requirements and then

deliver a solution that meets his needs.”

Practically, this can mean liaising

with a variety of people. “In terms of our

Trk’eneurs concept, we believe everyone

in the supply chain is an entrepreneur –


FOCUS ONNAMPO

100-percent right for the application. If it

is not, the costs are going to be excessive

and the driver is not going to be happy.

For instance, give a truck with a long

wheelbase to a driver who is delivering to

supermarkets, where he cannot manoeuvre

… and he won’t be happy.”

Product familiarisation is also very

necessary. “Driver training is a very

misunderstood term; it is what you get

when you get your licence. We need to

do road safety education and product

familiarisation. Product enhancements

are happening more than ever before …

and drivers need to understand these

developments, so that they can maximise

the job that they are employed to do.”

The formal launch for the Trk’eneurs

strategy will take place in October,

when the exact framework and specific

product offerings will be revealed.

“We have some amazing ideas but

we don’t want to encroach on time –

because everyone is so busy. We need

to work out how to communicate with

everyone in the supply chain … maybe via

online clips or infographics or competitions

or events …”

We will obviously cover the Trk’eneurs

launch in the pages of FOCUS … so watch

this space! |FOCUS

EMErGING FArMErS SHOW INTErEST!More and more emerging farmers are

showing interest in the products offered

by Isuzu Trucks … some are even buying

trucks off the stand! “This is a definite

trend – we are seeing more and more

black farmers at our Nampo stand each

year,” confirms Lisa van Aswegen.

In fact, at Nampo 2014, an elderly

black cattle farmer, from the KwaZulu-

Natal Midlands, asked if he could use

two cheques to purchase a truck that

was on display on the Isuzu stand. “He

had money in the farm account and

needed to top it up using his personal

account – hence the two cheques. I

said I would take 20 cheques if that

suited him,” says Van Aswegen with

a laugh.

There and then the farmer

bought the FXR 17-360 that was on

display. “He had visited every single

truck manufacturer at Nampo, but

he decided on our product because

his father had driven an Isuzu, which

proved to be completely unbreakable.

His son, who was studying engineering,

was with him and agreed that it

was the best truck for the job,” Van

Aswegen relates.

Of course it’s not only the emerging

farmers who reckon that Isuzu produces

the best truck for farming applications.

“We have a lot of brand strength within

the agricultural market – the fathers

bought Isuzu trucks and now the sons buy

them. The 17-360 (with 360 hp) is so well

suited to farming; a trailer, double-decker

or animal carrier can be put behind it. It

has ample power to pull anything.”

Van Aswegen says that, in many

cases, the farmer, or his son, drives

the truck. “It is for this reason that

AMT wasn’t adopted as fast within this

sector – because there is very little

clutch damage by farmers.

“Show me a farmer who cannot

drive a truck properly! I don’t think there

is one in the country! They drive from

a very young age, and they are highly

capable drivers. Having said that, we

are now seeing more interest in AMT

– so I am sure that it will soon become

quite common within this sector,” she

concludes.

We could never bring you

news on each and every

one of the over 600

companies, but there

were a few notable developments at the

show that are very important indeed.

The first of these is the local launch by ZF

of its Lemförder brand, which falls into the

ZF Services portfolio under the guidance of

Fabio Dinino. (Incidentally, ZF Services won

a Gold Award for excellence in stand design

and construction at Automechanika 2015.)

Worldwide, Lemförder is a strong and

well-established brand in the independent

spare parts arena. The company was founded

in 1947 and taken over by ZF in 1984.

“Launching Lemförder is an exciting event

for ZF. These are original equipment (OE)-

quality replacement parts,” says Dinino. It’s

interesting to note that more than 50 vehicle

manufacturers use Lemförder components

as OE.

“Lemförder quality also equals safety;

we don’t compromise on either,” Dinino

continues. “We supply safety-critical

components. Defects on these components

can be both dangerous and expensive. We

meet all European quality standards and

guarantee that high-quality materials are

used and that quality checks are undertaken

at every point of assembly. The manufacturing

facilities are fully automated to reduce the

chance of defects. Lemförder components

provide phenomenal wear characteristics.”

The Lemförder product range is being

launched to the South African market in

three phases for both light- and heavy-duty

applications. Phase one – launching now –

will serve selected vehicles from the major

European passenger vehicle brands.

Phase two – launching in the third quarter

of 2015 – will cater to the commercial

vehicle industry. Phase three will introduce

parts for more European, Japanese and

Korean passenger vehicles.

“Our focus is to provide a complete

vehicle repair and replacement solution. The

approach is to begin with fast-moving, vehicle-

specific parts,” explains Dinino. To begin with,

1 600 parts in the light- and heavy-duty

categories will be launched. Ultimately Dinino

expects to offer around 10 000 components.

“We’ve identified areas where there are

large volumes of vehicles, and started there

as a launch platform. So, in Phase two, for

commercials, we’ll introduce parts for Iveco,

MAN, Mercedes-Benz, Scania and Volvo/

pArTpick your

Automechanika Johannesburg 2015 attracted the biggest and best from the automotive aftermarket

supply arena. In fact, over 600 exhibitors packed the halls at the Johannesburg Expo Centre …


PArTS ANDMAINTENANCE

PArTS ANDMAINTENANCE

Renault. As we get fleet information from

our customers, we will expand the range and

bring in additional components.”

According to ZF, Lemförder steering

parts, for instance, have prevailed in the

truck and bus market thanks to their zero

maintenance, low weight, individual and

space-saving design, as well as long service

life. Its chassis components are said to

increase payload, reduce fuel consumption,

and optimise driving support.

All Lemförder replacement parts carry

a 12-month/unlimited mileage warranty,

irrespective of vehicle or application.

“Where we have an OE offering we’ll

also have an aftermarket offering of both

complete repair and replacement kits, as well

as individual components,” concludes Dinino.

From replacement parts to lighting

components, Torre Automotive was keen

to “light the show” with its VisionX range

of mining, military, engineering, industrial,

security, agricultural and off-road LED

lights.

“VisionX, a brand from the United States

(US), has the biggest range of LED lights

in the world. They are well suited to the

harsh conditions typically found in industrial

and mining environments and are used by

numerous organisations around the world,

including the National Aeronautics and

Space Administration (NASA) in the US,”

says Leonard Chester, product manager of

Torre Automotive.

According to Chester, LED lights provide a

70-percent reduction in power consumption

over current conventional lighting systems.

“There is a 26-percent increase in light

output and an 80-percent decrease in light

pollution based on stray light lost into the

surroundings areas.”

He adds: “LED lamps also reduce

CO2 emissions. Changing just one single

conventional bulb to an LED bulb can

keep half-a-ton of carbon dioxide out of

the atmosphere. What’s more, LEDs are

98-percent recyclable.”

Also at the show, with exciting news, was

Tenneco South Africa, which manufactures

Monroe and Rancho-branded shock absorbers

locally. The company announced an agreement

with Bridgestone South Africa Retail, which

sees Monroe becoming the exclusive supplier

of shock absorbers to Bridgestone’s 240

SupaQuick stores nationwide.

“Our wide range of suspension products

includes shock absorbers for passenger,

off-road and commercial vehicles, as well

as protection kits, mounting kits, steering

dampers and MaxLift and Monroe Springs,”

says Philip Lutz, marketing manager

aftermarket ride control, southern Africa.

“We have shock applications covering

one of the widest range of vehicles in South

Africa, aided by the fact that Monroe is

the only approved local supplier of shock

absorbers to the new car manufactures in

the country,” he adds.

South Africa benefits from the experience

of the Monroe Engineering and Technology

Centre (METC) in St Truiden, Belgium, one of

Tenneco’s global research and development

and advanced engineering hubs.

Tenneco’s fully integrated, electronically

linked global engineering and manufacturing

facilities use advanced engineering and test

capabilities to provide product reliability,

endurance and performance. These full-

service engineering and development

centres span five continents and allow

Monroe to bring new products and the latest

technologies to market quickly.

Supplier development manager for

Bridgestone South Africa Retail, Martin

Kieser says: “World-leading quality and after-

sales service is how I would describe the

Bridgestone South Africa Retail and Tenneco

partnership.

Having the best quality product available,

at one of the biggest aftermarket automotive

fitment centres, benefits the consumer and

instils ‘peace of mind’. This partnership is also a

clear indication of the company’s commitment

to our customers, both internal and external.”

Through its newly formed division –

Bridgestone Commercial – the Bridgestone

Group was also one of the valued sponsors

of the FOCUS Conference and Truck

Test Results function – one of the many

functions that took place at Automechanika

Johannesburg this year. You can read all

about it on page 10. |FOCUS



MCvS

shortages as we ramped up output at our

relocated truck plant,” says Ernie Trautmann,

vice president of Hino SA.

While crew cab and automatic

transmissions have featured in the 300

Series offering for some time, additional

versions are on the cards.

The next major MCV player, Isuzu Truck

South Africa, suffered some overall market-

share loss, which Beeton attributed almost

entirely to a more than 50-percent reduction

in MCV category N-Series deliveries during

the first quarter. However, the company is

adamant that its N-Series product offers

a straightforward, no-compromise solution

to the segment – especially considering its

Crew Cab and AMT options.

The integrated Crew Cab seats up to

seven people and offers seat belts for every

passenger. Like all Isuzu vehicles, the Crew Cabs

come standard with anti-lock braking systems

(ABS) and are manufactured to global safety

standards under the ISO 9001 certification.

The Crew Cab treatment is also available

on the NPS 300 4x4 models.

“The NPR 400 Crew Cab model has

a significant feature, not found on any

other medium-class truck, providing unique

technical advantage – an automated-manual

transmission (AMT). A seamless Isuzu AMT

gear shift turns an average driver into a good

driver,” the company says.

This results in increased driver focus,

improved fuel consumption and reduced

downtime and lifecycle costs.

While the more established players in the

MCV segment continue their push for market

growth, the segment is also benefiting from

the arrival of some new entrants. Launched

during May was the FAW 8.140 FL, a new

nine-tonne GVM 4x2 freight carrier.

“You may ask why FAW SA decided to

introduce a range in a weight category that

is severely under pressure in the market

at the moment …” says FAW deputy CEO,

Jianyu Hao.

The medium commercial vehicle (MCV) sector of the market has suffered a decline over the past

few months. FocuS asks some manufacturers what they are doing to liven up the segment

trying to find a happy

medium

This decline, as noted by Frank

Beeton in his review of 2015’s

first quarter (FOCUS May), was

attributed by-and-large to UD

Trucks ceasing delivery of its long-standing

U41 Series during this period – without the

immediate availability of a successor.

The MCV segment fell away slightly, from

a 36,8 percent market share recorded in the

last three months of 2014, to 34,9 percent

in the January to March 2015 period.

The Toyota Dyna/Hino 300 Series

managed to achieve overall leadership of

the segment, selling 601 units (in fact over

half that total was realised in the month of

March, with 333 units retailed – equating to

30,2 percent share of the market segment).

“We are very proud of our achievements

in the first quarter of 2015, with the major

contributing factor being that our factory

near Durban is now running at planned

capacity. During the first quarter of last

year, Hino sales were hampered by stock


MCvS

“There is a Chinese proverb: In every

crisis, there is opportunity. Our decision to

introduce this medium-weight truck range

was based on our customers’ demand

and what we believe is a great market

opportunity.

“Our market analysis confirmed the need

for a vehicle as durable and rugged as

our heavy and extra-heavy trucks, but with

smaller dimensions to handle a different

working environment,” he explains.

In designing the vehicle for local conditions,

the company “prioritised cost-efficiency

combined with the best possible payload

and the best turnaround time, without

forgetting FAW’s quality build standards for

durability and reliability.” Priced at R239 000

(excluding VAT), FAW claims that the 8.140

FL chassis cab provides buyers with the

“lowest cost per tonne”.

While the 8.140 FL has been designed for

local conditions, and is built locally (imported

in semi-knocked down format) at FAW’s

Coega-based plant, the company has used

componentry from respected international

suppliers.

At its heart is a Euro-3, 3,8-litre Cummins

ISF engine that produces 105 kW and

450 Nm. According to FAW, this particular

powerplant offers exceptional performance,

low operating costs, weight, noise and

emissions. It drives through a six-speed ZF

Ecolite manual transmission.

Braking is by a Wabco four-circuit

protection valve, full-air brake system that

includes ABS. “The addition of ABS and an

air-cut parking brake on a medium-sized truck

is invaluable for the safety of driver, truck and

payload,” the company says.

A uniquely South African addition to the

build process is that the chassis passes

through a special paint station to enhance

endurance and longevity against dust and

dirt. The riveted ladder-frame chassis and

smooth top-flange chassis construction has

a distinct low-weight advantage, especially

when mounting a steel sub-frame cargo

body.

The 8.140 FL is available from FAW

dealers with a number of body options;

including dropside, taut-liner, van body,

3,5 m3 tipper, and rollback and dry-freight

insulated body. A 5,5 m standard body

length is permissible, while a six-tonne body

and payload allowance and total gross

combination mass of 14 t is allowed.

FAW is supporting the new range with a

two-year/unlimited kilometre warranty.

“The FAW 8.140 FL is a ‘true-blood South

African’, built locally and uniquely engineered

for the African environment. With the launch

of this new medium truck range FAW has

set the bar higher, yet again,” says Yusheng

Zhang, CEO of FAW Vehicle Manufacturers

SA.

While FAW is certain the 8.140 FL is

what the South African MCV market needs,

it will be interesting to see how the segment

moves forward in months to come. |FOCUS

??????????


SECTOrSPOTLIGHT

Sitsabo Dlamini, from the School

of Construction Management

and Engineering at the

University of Reading, says it

best in his paper entitled: Relationship of the

construction sector to economic growth. *

“Construction is a major industry

throughout the world, accounting for a

sizeable proportion of most countries’ gross

domestic product and gross national product.

The importance of the construction sector is

not only related to its size, but also to its role

in economic growth. An industry this big could

not but have an impact on the economy.”

It’s no wonder that this sector has some

impressive vehicles doing its lifting …

TOUGHNESS ArTICULATED Caterpillar is one of the world’s leading

manufacturers of construction and mining

equipment, diesel and natural gas engines,

industrial turbines and diesel-electric

locomotives. The company is enabling this

sector to keep on moving with its new C Series

of articulated trucks.

The range consists of the Cat 735C,

740C EJ, and 745C, which sport an array

of new features. These include: engines

that meet Euro-4 emission standards; new

transmissions with expanded electronic

control; automatic traction control; automatic

retarder control; hill assist and waiting brake

systems.

Rated payload capacities for the new

models are 32,7, 38, and 41 t, respectively,

with all models replacing their B Series

predecessors.

The company states that the new 740C

EJ ejector model, which combines the 745C’s

tractor with an horizontal-discharge body,

provides added versatility and safety in certain

operations. “The 740C EJ can unload material

to uniform depths while travelling at speed,

potentially reducing the need for on-site

spreading equipment. It can also discharge

the load with added stability in soft underfoot

conditions, on side slopes and grades and in

environments where overhead obstructions

are present.”

The 735C’s Cat C15 ACERT engine is

rated at 337 kW, with the C18 ACERT engine

in the 740C EJ and 745C rated at 381 kW.

The company states that these powertrains

are available in versions meeting applicable

emission standards for lesser- and non-

regulated areas.

“The new Cat CX38 high-density, power-

shift transmission used in the C-Series

trucks, has nine forward speeds, two reverse

speeds and a number of electronic features

that enhance overall performance and

productivity,” notes the company.

These include electronic clutch pressure

control, which adapts transmission-

clutch engagement for smooth shifting

and extended component life, and the

advanced-productivity electronic control

strategy feature – aimed at optimising

gear selection in all operating situations for

efficient performance and fuel economy.

When the new C-Series trucks, with

permanent six-wheel drive, encounter

changing terrain and underfoot conditions,

the automatic traction-control feature adjusts

the level of engagement for the clutch locks.

The manufacturer notes that the system

makes these adjustments while the machine

is moving and does not require operator

intervention.

Retarding control for the C-Series models

can now be set to fully automatic, in addition

to manual control. In automatic mode, the

machine manages retarding through a

combination of engine brake, gear selection,

and service-brake application without operator

intervention.

Caterpillar notes that the automatic

system is available for both forward and

reverse operations, and the manual system

provides two levels of engagement for more

experienced operators.

“Other features that contribute to the

overall efficiency and ease of operation include:

the hill-assist system, which facilitates stopping

and starting on grades; and the waiting brake

system, which temporarily applies the service

brakes during pauses in the work cycle,

whether waiting at the loading or dumping site

or while experiencing delays from congestion.”

“EvErYDAY” OrIGINAL EqUIPMENT MANUFACTUrErS (OEMS) CAN DO IT TOO The construction sector isn’t only getting

help from construction equipment

Transport operations aren’t for sissies, especially in the construction industry where tougher conditions

are added to the mix … This sector needs special types of vehicles and unique communication solutions

tantalising

(S)Tough


SECTOrSPOTLIGHT

manufacturers; other OEMs, that usually focus

more on the transport industry, are also doing

their part.

One such OEM is Scania, which offers trucks,

buses (for staff transport) and generators for

the construction industry. “Our truck range

has been updated this year and now covers a

wide array of specifications, from a nine-litre

city tipper to the powerful 16-litre V8 for heavy

haulage,” explains Theuns Naudé, key account

manager for construction at Scania South

Africa.

“With many years of experience from

markets all over the world, Scania’s modular

range of truck chassis offers an almost unlimited

scope for any construction application,” Naude

continues. “Our vehicles come with high frames

and generous ground clearance. All vulnerable

components are out of harm’s way.”

He adds that the new range of Scania

off-road/construction vehicles has just been

launched. “Backed up by a range of flexible

services, we believe that we have a solution for

each transport demand.”

THEIr OWN EYE IN THE SKY Construction work is often undertaken where

no other infrastructure exists. This can present

many challenges …

CNH Industrial designs, manufactures and

sells agricultural and construction equipment,

as well as commercial and speciality vehicles,

through its various businesses. The company

has embarked on a new venture to more

effectively connect the people and machines

working in the construction sector, no matter

their location.

This development involves an agreement

with Iridium Communications, a global satellite

communications provider for the real-time

exchange of mobile voice and data. CNH Industrial

will integrate Iridium’s satellite network into the

telematics offering of its construction equipment

brands; Case and New Holland Construction.

When using the brands’ telematics

solutions – Case’s SiteWatch and New Holland

Construction’s Fleet Force – users are able

to function outside the boundaries of cellular

coverage. Operators will be able to communicate

effectively with their construction equipment

regardless of the physical distance separating

them.

Both SiteWatch and FleetForce also enable

construction users to: monitor the location and

performance of their assets; enhance security

by creating geofences (virtual perimeters that

act as locators) and alerts; reduce maintenance

costs by monitoring fleet health; and optimise

operating costs by monitoring and analysing fuel

consumption.

Dlamini notes: “There is evidence of the

existence of a very strong relationship between

construction activity and economic growth.

As an investment sector, construction has

the potential to impact positively on short-run

growth. Construction can thus be regarded as

a major component of investment programmes,

particularly for developing economies like South

Africa.”

It is wonderful that there are so many vehicles

and communication channels to help this sector.

*You can read his full report on

Academia.edu – a platform for academics to

share research papers. |FOCUS

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FOCUSON rAIL

created the need to implement standardised

time zones across the entire world,” Train

History explains.

These fast tracking wonders have had

many guises through the ages: from steam,

diesel and electric locomotives to those that

run with combined engines. Train tracks have

also changed dramatically …

There are now common and electrified

railways, high-speed rail and Maglev (a railway

system that uses the power of magnets both

to drive and suspend vehicles above the

tracks).

“Trains that use magnets to levitate

above the tracks might sound like something

from Back to the Future, but the concept

of magnetic levitation has been around

for many years,” explains Roger Goodall,

professor of control systems engineering

at Loughborough University, in the United

Kingdom, in his piece: Can magnetically

levitating trains run at 3 000 km/h?

(You can read his full article on The

Conversation – an independent news and

commentary website produced by academics

and journalists.)

“Maglev trains, which use this technology,

were first developed in the 1960s and many

different methods have since been developed

to free trains from their earthbound wheels,

axles and bearings.”

This has opened new doors for fast train

travel. “Maglev trains sidestep two of the

limitations of conventional trains,” Goodall

relates. “First, because a wheel typically

weighs around a tonne, and pummels away at

the rail at high speed, the tracks need regular

maintenance to keep them up to scratch.”

He continues: “Second, trains drive and

brake via this mechanical contact and,

therefore, propulsion equipment must be

carried on board. This is fine at speeds of up

to 400 km/h (the speed of proposed Britain’s

High Speed 2 line), but aerodynamics makes

going much faster very difficult.

“A lot more power is needed for a small

Trains have catapulted development and shrunk the

world, but are they still relevant today? We track

through time to find the answer

a track through

Time

The history of trains, as we

know them, spans the past two

centuries of modern civilisation.

According to the website Train

History, the advent of trains drastically

changed industry, human expansion and the

way we travel on a daily basis.

“From the first time a steam train rolled

over the railways of industrial England, in

the early 1800s – to modern times when

bullet trains carry thousands of passengers

at incredible speeds, and freight trains carry

substantial amounts of the world’s goods –

trains enabled us to develop our civilisation

with unexpected consequences,” the site

relates.

The world became smaller as a trip, that

would have taken months, could be completed

in mere days. “Industrial manufacture could

be powered with infinite amounts of raw

materials and outgoing transport of finished

goods. The ability to travel fast (long before

the first aeroplanes were discovered) also


FOCUSON rAIL

increase in vehicle speed. For example, to

increase speed from 300 to 400 km/h

requires nearly two-and-a-half times as much

propulsion power, so at very high speeds

the additional propulsion required becomes

impractical.”

Maglev trains drive differently, however,

which helps them to achieve greater speeds.

“To achieve high-speed operation, coils are

fitted to the track and these are used to

create a travelling magnetic field, which

essentially drags the vehicles along by their

magnets. It is, therefore, no longer necessary

to carry the heavy power equipment on the

trains: instead the equipment is fitted to the

track, making the trains lighter and able to

travel significantly faster,” he adds.

Goodall explains exactly how much

faster: “The Shanghai Maglev Train operates

regularly at 430 km/h. In Japan, JR

Central’s prototype Maglev system can run

at more than 500 km/h. There are Maglev

technologies that can push speeds up to

around 600 km/h.”

He continues: “The reality of getting trains

up to speeds over 1 000 km/h is not as

simple as the theory. Even Maglev trains have

to contend with aerodynamics. This is why

the higher speeds that have been postulated

by the American entrepreneur Elon Musk in

his concept “Hyperloop” (1 500 km/h), and

the Chinese “Super Maglev” (2 900 km/h),

propose running in a partially evacuated tube

to reduce the forces going against them.

“Such high speeds therefore depend upon

the ability to construct and maintain a very

accurately aligned guideway, within a low-

pressure tube, over hundreds of kilometres.

This is where it becomes really difficult, and

very costly.

“Yet some of these high-tech

propositions make bold claims about cost.

In reality, transportation providers would

be enormously excited by the prospect of

reducing the system costs by 30 to 50

percent, but often the proponents of new

concepts suggest much larger savings.

“Musk suggests, for example, that a

90-percent reduction in cost can be achieved,

compared with a high-speed rail system,

despite the sophisticated infrastructure

that would be required. Unfortunately, this

takes the idea from being exciting to being

unbelievable and may well be a case of Back

to the Future.”

It would seem that trains are here to stay,

but they’ve come a long way from their steam

powered ancestors … |FOCUS

To increase speed

from 300 to 400 km/h requires nearly two-and-a-

half times as much propulsion power

??????????


FOCUS ON AIr

Just over a year ago, in the

February 2014 edition of

FOCUS, we reported that

aviation, if it was treated like

a country, would be the seventh-largest

source of carbon dioxide emissions globally.

This transport sector produces around

two percent of the world’s human-induced

carbon dioxide.

The industry is doing its part to lessen

these effects however … five airlines have

successfully completed stages of the

International Air Transport Association

(IATA) Environmental Assessment (IEnvA)

programme. This voluntary, two-stage

evaluation process is designed to drive airline

environmental performance improvements

through independent assessment. The

process uses environmental standards

and recommended practices developed

specifically for the aviation sector by a joint

team of environmental experts from within

and outside the industry.

Finnair and South African Airways have

completed the IEnvA Stage 2 assessment,

the highest level of IEnvA achievement. This

ensures that an airline has implemented all of

the IEnvA Programme Standards, identified

and mitigated its significant environmental

impacts, and has set performance targets.

Stage 2 also certifies that an airline has

developed processes for monitoring and

reviewing its performance against its

environmental targets and objectives.

Icelandair, Qatar Airways and

SriLankan Airlines have completed IEnvA

Stage 1, which ensures an airline has

established a foundation and framework

for its environmental management system.

Stage 1 also certifies that an airline has

identified and complied with its environmental

legal requirements.

These five airlines join a growing number

of carriers that have already successfully

completed IEnvA Stage 1 assessments,

namely Air Transat, Kenya Airways, LATAM,

LATAM Cargo and Malaysia Airlines.

“In addition to safety, environmental

responsibility is the highest priority

for the industry,” says Tony Tyler, IATA’s

director general and CEO. “The new IATA

Environmental Assessment sits alongside

our industry-wide, carbon-reduction targets

as a programme for ensuring airlines not

only meet, but also exceed their day-to-day

operational environmental obligations and

performance.”

The IEnvA assessments – which are

conducted by accredited, independent

organisations with competencies in aviation

and environmental auditing – measure

environmental performance against

sustainability standards across a broad

range of disciplines. This includes (but isn’t

limited to) the management of air quality

and emissions, noise, fuel consumption

and operational efficiency, recycling, energy

efficiency, sustainable procurement, and

biofuel utilisation.

Air transport has come a long way since the Wright brothers took to the sky in 1903. We take a

look at some improvements being implemented by airlines and find out how others are honoured for

their achievements

aviation

Acing iT

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


FOCUS ON AIr

As a result, IEnvA helps airlines to simplify

regulatory compliance, demonstrate good

governance and achieve financial savings from

the better use of resources. The programme

adopts a modular approach, initially focusing

on flight operations and corporate activities

at a global level, with later expansion into

other activities including catering, ground

operations and maintenance, repair and

overhaul.

Tyler continues: “Our congratulations to

Icelandair, Qatar Airways, and SriLankan

Airlines for completing Stage 1. I would

particularly like to commend Finnair and

South African Airways for being the first to

complete the Stage 2 assessment. These

airlines are among the pioneers in this critical

new programme.”

He adds that the IATA’s audits and

assessment schemes are impartial,

independent evaluations designed to

improve industry performance against global

benchmarks. “The IATA Operational Safety

Audit has done much to help improve airline

safety and we expect that the IEnvA will do the

same for environmental standards.”

The IEnvA programme is complementary

to the aviation industry’s four-pillar strategy

for addressing climate change impacts. In

2009, the industry agreed to cap emissions

through carbon-neutral growth from 2020,

and cut net emissions by 50 percent

(compared to 2005) by 2050, through a

combination of technology and operational

improvements, better use of infrastructure,

and the implementation of a global market-

based measure.

Environmental standards aren’t the only

aspect that is growing in efficiencies, however

… Emirates SkyCargo, the freight division of

Emirates, was awarded the Global Cargo

Airline of the Year award earlier this year at

the Air Cargo Africa 2015 awards hosted

by STAT Times, an international multi-modal

transport trade news source that specialises

in aviation and air cargo.

Air Cargo Africa is an international air

cargo event held every two years, serving

as an industry platform to showcase one of

the economy’s key sectors. With its award,

Emirates SkyCargo completes a hat-trick of

wins having picked up the accolade twice

before in 2011 and 2013.

Emirates SkyCargo also won the Air

Cargo Brand of the Decade. Pradeep Kumar,

Emirates senior vice president of cargo

revenue optimisation and systems, received

the awards on the airline’s behalf from Glyn

Hughes, director of cargo distribution at

IATA.

Speaking at the occasion, Kumar said:

“We are honoured to receive this recognition,

voted for by our customers and partners. We

believe these accolades are an important

endorsement of the hard work by our various

teams around our global network and hub

in Dubai.”

Closer to home, O.R. Tambo International

Airport walked away with the title African

Airport of the Year. “We are especially proud

as this is the second time in a row that

our airport has been bestowed with this

accolade,” says Bongiwe Pityi, the general

manager of O.R. Tambo International Airport.

The airport first won the award at the second

Air Cargo Africa instalment in 2013.

“Together with our excellent location,

accessibility and connectivity, O.R.

Tambo International also has great and

reliable infrastructure,” adds Pityi. “We

also collaborate well with the relevant

stakeholders to continue providing efficient

service to our cargo customers.”

The African Airport of the Year award

comes hot on the heels of Airports Company

South Africa’s signing of a cargo management

cooperation agreement with Mitteldeutsche

Airport Holding of Leipzig/Halle Airport.

The agreement, signed at Air Cargo Afirca,

will expand international air cargo market

opportunities, and elevate the status of both

airports in the air transportation industry.

The strategic partnership will involve the

exchange of information and individual

expertise along with cooperation in customer

acquisition. |FOCUS


stationary, or when travelling at low speeds

of up to 10 km/h. An indicator lamp in the

switch informs the driver that the all-wheel

drive is engaged.

In contrast to other systems of this

type, the Sprinter’s all-wheel drive does not

provide a rigid through-drive. The power is

transmitted variably; all the components

of the standard-fit ADAPTIVE ESP remain

operational when all-wheel drive is selected.

When all-wheel drive is engaged, the drive

power of the Sprinter 4x4 is split in a ratio

of 33 to 67 percent between the front and

rear wheels in normal operation, ensuring

handling performance practically on a par

with the Sprinter’s usual rear-wheel drive in

everyday operation.

The Sprinter 4x4 model’s all-wheel-drive

system works with the 4ETS instead of with

mechanical differential locks: should one

or more of the wheels lose traction, 4ETS

brakes the spinning wheels automatically with

short pulses, and increases the drive torque

at the wheels by the same amount, thereby

offering good traction.

Automatic brake application, by means

of 4ETS, has the same effect as up to

three differential locks: the inter-axle lock,

the rear axle lock and the front axle lock.

The engineering employs the same basic

principle as the all-wheel drive on the new Vito

4x4. In view of the fact that the Sprinter 4x4

is usually deployed in rougher applications,

however, it does without the finer touches

such as the pre-loaded multi-disc clutch

between the front and rear axle.

For off-road use, the optional “Low Range”

reduction gear is additionally available.

conditions

ITOYEXCLUSIvE

extra traction under

Tough

As soon as the new Sprinter series had been launched by Mercedes-Benz, work got underway to develop

an all-wheel-drive system for the range. JARLATH SWEENEY went to the Arctic to test it!

The new Sprinter 4x4 is a van for

a broad selection of commercial

users that work on construction

sites and dirt tracks, as well as

in the mountains, snow-prone regions and

muddy fields.

Its all-wheel-drive system could not be

simpler to operate. It can be engaged at the

press of a button and the 4ETS (Electronic

Traction System) then takes over. All the

driver has to do is accelerate and steer

carefully and let the technology take care of

the rest. The all-wheel drive is integrated into

the standard-fit Electronic Stability Program

(ESP) and complements the safety systems

provided.

Four-wheel drive can be engaged using

a switch on the instrument panel when

the engine is running and the vehicle is


ITOYEXCLUSIvE

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

Engaged at the push of a button – when the

vehicle is stationary, the 4x4 drive activated

and the clutch and brake pedals pressed –

the ratio is shortened by a factor of 1,42,

or 42 percent. The maximum vehicle speed

obtainable in the individual gears is reduced

accordingly, while tractive power is increased

by the same factor.

In addition, the Sprinter 4x4 is available

with the option of Downhill Speed Regulation

(DSR), which ensures that a preselected

speed is maintained constantly when driving

downhill. Again, DSR is activated using a

button in the cockpit. The speed is then

controlled using either the accelerator and

brake or the stalk for the cruise control.

The 4ETS is fully integrated in the Adaptive

Electronic Stability Program (ESP). The

control characteristics have been adapted

for all-wheel drive and all of the Adaptive ESP

does without heavy mechanical differential

locks.

Two power outputs of 96 kW

(129 hp)/305 Nm and 121 kW (163 hp)/

360 Nm from the Mercedes-Benz Euro-

6, 2,15-litre, BlueTec diesels are the main

options for the 3,5- and 5,5-t 4x4 Sprinter –

be it panel van, bus or chassis/cab.

For those seeking even more power, the

3.0 CDI, with 141 kW (190 hp) and 440 Nm,

is also offered. These engines are mated to

a six-speed manual or five-speed automatic

transmission.

On the drives undertaken along selected

routes surrounding Arvidsjaur, Sweden, the

surefootedness provided by the excellent

traction from the four driven wheels, and the

fact that only winter tyres (not snow tyres

with studded caps) were used, impressed

most. |FOCUS

functions are retained when the all-wheel

drive is engaged.

One particularly important aspect

of the many Sprinter body variants and

attachments is the load and centre-of-gravity

detection feature; Load Adaptive Control

(LAC). In the case of special-purpose bodies,

for example, Adaptive ESP detects the

position of the centre of gravity, based on the

vehicle’s movements, and adapts the control

characteristics accordingly.

Although the Sprinter 4x4 is not an off-

roader, it has a raised body (by 110 mm

at the front and by 80 mm at the rear) to

provide adequate ground clearance.

Depending on the specific model version,

the all-wheel drive in the Sprinter 4x4 results

in a weight penalty of just 115 to 135 kg.

This comparatively low increase is down

to the 4ETS all-wheel-drive technology that

Top and opposite: The Sprinter 4x4 has been designed to handle a variety of applications in the harshest environments.Above from left: Downhill Speed Regulation is one of many electronic driver aids.


LIGHTBrIGADE

i love funky, different vehicles. As

automakers attempt to stand out from

the growing crowd, they invent niche

models to give their brand a bit more

oomph.

Commercial vehicles, though, are more

tools for the trade than something in which

to be seen … so, while the odd limited-edition,

crowd-attracting version might appear now and

then, it’s not too often that this trend applies to

commercial vehicles in production form.

VW thinks otherwise. It has injected its

Caddy with some added style, pepping up the

range with its Cross treatment. It’s a van-

based people mover, with a bit of added bling.

On the outside this consists of black

fairings on the fenders and side skirts, carrying

through to the front and rear bumpers,

accentuated by silver “underbody protection”

and side guard strips on the door sill. Silver-

coloured roof rails are also fitted. These silver

accents tended to blend into our Reflex Silver

test unit (thankfully, a range of other funky

paint schemes is available), but the most

noticeable design element is the set of sexy

17-inch Canyon wheels.

While the front end of the Caddy still looks

sharp, the vehicle is ageing now. All in all,

though, the Cross treatment lifts it nicely.

The interior (probably where you’ll notice

the vehicle’s age the most, especially after

jumping into the new Ford Connect), has also

been “Crossed”. Funky, two-tone Viper Green

and Grey Anthracite upholstery and leather-

trimmed driving controls grab your attention.

This isn’t merely luxury treatment, though,

as the tactile feel of the materials reminds

you that, at heart, the Caddy was built for

business.

Adorning the cabin are 24 storage spaces.

There are also sliding rear passenger doors,

optional side-opening rear doors and an

optional cargo net. With the rear seats in

place 750 l of loading space is available (these

remove to open up 3 030 l).

A third row of seats is optionally available,

which reduces the available loading space

to just 190 l. (The total payload is 727 kg.)

Cargo can be kept out of sight and rear

passengers can enjoy anonymity thanks to

standard privacy glass.

This is, however, a vehicle designed to

stand out from the crowd … you’d obviously

want to be seen behind the wheel of the Cross

Caddy. From here you can enjoy the standard

cruise control, Hill Hold Assist, automatic

lights and windscreen wipers as well as the

six-speaker Bluetooth sound system.

You can also enjoy VW’s 81 kW, 250 Nm

2,0-litre turbodiesel engine. This is one aspect of

the Caddy that belies its age – this drivetrain is

fantastic. It’s an exceptionally free-revving engine

that pulls strongly throughout the rev range. The

engine is coupled to a smooth five-speed manual

gearbox (that gear lever is quite a stretch), for

which a sixth ratio wouldn’t go amiss.

Overall, VW claims the Cross Caddy will

consume an average of 5,7 l/100 km and

emit 149 g/km CO2.

The Cross Caddy also rides comfortably,

handles well and has a strong set of anti-lock

brakes. These key driving aspects are aided by

Electronic Stabilisation Program, an Electronic

Differential Lock and VW’s Traction Control

System.

So, is the VW Cross Caddy a funky, different

vehicle that I could love? The basic Caddy is still

a good, solid vehicle, but it feels outdated. The

Cross treatment goes some way to liven it

up, but the R340 600 asking price (including

three-year/120 000 km manufacturer and

12-year anti-corrosion warranties) is steep

when compared to the newer Ford. Especially

since the VW’s service and maintenance

plans are optional.

Me? I’d choose new kid on the block over

funky and different. |FOCUS

GAVIN MYERS drives a van with a bit of added zest, as

Volkswagen (VW) livens up its enduring Caddy

blingBotox and

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WHEELSWOrLD ON

According to an article

written by Bruce Barnard for

International Logistics in June

2013, State-owned Russian

Railways was planning to bid for ports and rail

assets being sold by cash-strapped Greece.

Nefte Trans Service (NTS), a private rail freight

operator, was also expected to launch a

US$ 500-million initial public offering on the

London Stock Exchange, where several Russian

rail and port operators are listed.

Barnard goes on to say that a

US$ 860-million acquisition by APM Terminals

of a 37,5-percent stake in Global Ports, in

September 2012, was the largest direct

foreign investment in Russia’s transportation

sector to date and could pave the way for

further big-ticket deals from abroad.

That the deal was announced in a filing

to the London Stock Exchange, where

25 percent of the stock of Global Ports is

traded, testifies to the growing international

outlook of Russia’s transportation industry.

Russian ports and rail freight

companies are now mostly under private

ownership, following sweeping deregulation

and privatisations over the past decade.

They are now accelerating consolidation to

boost market share and reap economies of

scale.

Summa – a US$ 10-billion-a-year energy,

telecommunications and engineering

conglomerate – acquired control of Fesco,

operator of Russia’s largest ocean carrier,

in December 2012. In addition, Global Ports

was negotiating a US$ 1-billion-plus takeover of

National Container, Russia’s biggest container

terminal operator.

Russian oligarchs have benefited

from deregulation to build large rail freight

portfolios, underscoring the financial potential

of the transportation sector. Universal Cargo

Logistics, owned by billionaire Vladimir Lisin,

controls a fleet of 200 000 railcars following

its acquisition of Freight One from Russian

Railways.

Other operators have expanded by acquiring

the captive rail units of industrial companies,

although it is a diminishing source of growth.

This has enabled some rail operators, including

NTS, to post spectacular growth rates. NTS

was founded by four entrepreneurs in 2006

with a fleet of 400 railcars. It now operates

57 000 units transporting more than eight

Russia’s insular transportation industry is belatedly opening up to the outside world, as the nation’s thirst

for imported goods slots it into global supply chains. CLAIRE RENCKEN reports

transportation renaissanceruSSiA’S


WO R L D O N W H E E L

S

WORLD ON WHEE

LS

percent of Russia’s rail cargo traffic.

The Russian Railways cargo market share

dipped below 50 percent for the first time

in 2010, It has been selling off some of its

freight subsidiaries, but is also leveraging its

massive financial strength to move into new

markets, both at home and abroad. It signalled

its international ambitions with the US$ 1,25

billion takeover of Gefco (the transportation

and logistics arm of French automaker PSA

Peugeot-Citroën) in November 2012.

Rail owes its massive 85-percent share

of Russia’s freight market to the huge track

infrastructure built during the Soviet era. In

addition, the poor state of the nation’s roads

and neglected inland waterways make rail the

only form of transportation for large areas of

this vast nation.

This imbalanced modal split has hindered

the growth of Western-style, third-party logistics,

with many companies forced to arrange their

own transportation and distribution. One of

those shippers is Magnit, a fast-growing budget

supermarket chain, that operates a fleet of

4 500 trucks to supply its 7 100 stores.

A recent survey, by global real-estate

company Colliers International, put Moscow and

St. Petersburg at the bottom of 40 European

cities for logistics competence, highlighting the

yawning gap between Russia and the rest of

the industrialised world.

The air-freight industry’s move abroad

to keep pace with Russia’s expanding trade

links has had mixed results, with the largest

operators struggling to survive in the depressed

global market.

This resulted in Aeroflot mothballing its three

MD-11 freighters. Polet Airlines reportedly told

customers it would ground its three IL-96

aircraft because of sluggish demand and low

rates. Volga-Dnepr’s core Antonov-124 charter

operation had seen a sharp decline in heavy-lift

and project business, and Air Bridge Cargo, its

ambitious scheduled airline unit, is facing tough

times as it struggles to fill its expensive new

747-8 freighters.

Russia’s ocean container market has

posted average annual growth of more than

15 percent in the past five years, but domestic

ship owners have failed to take advantage of

this, even on the booming feeder trades from

northern European ports such as Hamburg.

Despite expanding trade, Fesco recently

announced it had sold half of its fleet. Its shipping

unit is moving from owning and managing ships

to supporting liner and logistics operations.

The transportation sector is bracing for

tougher times as the Russian economy, which

was growing by about seven percent annually

a few years ago, is stalling. Growth in the first

five months of 2013 slowed to 1,8 percent

compared to 4,5 percent in the first half of

2012. This was partly because of shrinking

demand for energy and raw materials, which

are key rail cargoes.

Barnard concludes that there’s no

denying the pent-up potential of Russia’s

underdeveloped transportation sector,

particularly if the Kremlin accelerates

privatisation and deregulation and makes

good on its investment pledges. |FOCUS

Russia’s transport sector

might be considered

underdeveloped, but

it’s packed with pent-up

potential.


GLOBALFOCUS

many of our readers

will remember the

International ACCO as

a charmingly ugly, but

nevertheless effective, transportation device,

which first appeared on South African

roads in 1970. This truck had its origins

in the AACO series of vehicles, designed by

International Harvester for the Australian

army in the 1950s.

Designated ACCO (Australian Model C Cab

Over), this was unique in combining United

States (US)-style truck engineering with the

forward control cab configuration preferred by

Australian operators.

The range was extremely successful, and

survived the demise of International Harvester

(IH) per se in 1986, to continue under the

Iveco banner, after IH’s Australian assets

were acquired by the Italian manufacturer in

1992.

Having obtained the rights to the ACCO

line, Iveco Trucks Australia continued to

manufacture and market these models

successfully, and rebranded them as “Iveco”

products in 2002.

Support for the ACCO from the waste

handling industry, in particular, has been very

strong. Its combination of basic engineering,

well-developed dual control (left and right-

hand steering), and appropriate configuration

availability has been well-appreciated in that

sector.

The current basic design dates back to

1972, but has received progressive facelifts

and updates to keep track of evolving market

trends. Total production of the ACCO series

has now exceeded 78 000 units.

The most recent update of the ACCO

range was unveiled at the end of 2014,

with facial features clearly resembling Iveco’s

latest generation of mainstream European-

sourced products. The current ACCO is the

only truck built completely in Australia; with its

cab panels being pressed in the Dandenong

plant and local companies supplying many of

its component parts to provide a local content

of more than 85 percent.

The range consists of 4x2, 6x4 and 8x4

derivatives, with a maximum gross vehicle

mass (GVM) or gross combination mass

(GCM) rating of 30 t. It is powered by the

Euro-5, 8,9-litre, Cummins ISL diesel engine,

with available ratings of 210, 240 or 255 kW

(280, 320 or 340 hp) and torque outputs of

up to 1 500 Nm.

The standard transmission fitment

is Allison’s six-speed, generation-five, fully

automatic unit. The ABS employs drum brakes

all round, and various Hendrickson parabolic

steel leaf, air or rubber suspension systems

can be specified.

Rear-drive axles are sourced from Meritor,

and can be fitted with driver-controlled

differential locks. The agitator (truck mixer)

models are equipped with electronic stability

control, and all models have both engine and

transmission-driven power take-offs (PTOs).

Inevitably, questions are frequently posed

about ACCO’s potential for further survival.

It is generally accepted that relatively low-

volume models with high percentages of

In his monthly review of global news for local truckers, FRANK BEETON revisits the continuing ACCO story,

positions and details Eaton’s new dual-clutch transmission, and measures the recent success of European

vans in North America

still goes on …Acco


GLOBALFOCUS

unique parts do not sit comfortably with global

truck manufacturers looking for the broadest

spread of cost amortisation across their

markets.

ACCO has survived thus far because it

fits the evolving requirements of its market

so well, has been thoroughly developed and

tested over many years, and is marketed by

enthusiasts who believe in it.

In some ways it presents as a refreshing

change from those state-of-the-art products

of the global industry whose appearance has

been shaped by the evolution of aerodynamic

understanding, and now appear somewhat

over-styled as a result. Fleet engineers, no

doubt, love the ACCO’s simple lines, which

must be a cost-effective joy when minor

impact damage needs to be repaired.

Notably, production-line detail preparation

for final bodywork fitment is another ACCO

standard feature intended to ensure reliability,

and must, in its own right, be a powerful

argument for its continuing support by

customers.

EATON JOINS THE DUAL-CLUTCH CLUBThe initial one-and-a-half decades of the 21st

century have witnessed a veritable explosion in

the application of electronics-based technology

in all types of motor vehicles, including trucks

and buses.

Possibly the most significant application

of electronic wizardry, introduced into

commercial vehicles during this period,

has been the increasingly wide adoption of

Automated Mechanical Transmissions (AMT).

In 2010, Daimler-controlled Mitsubishi

Fuso Truck and Bus Corporation introduced

an alternative technique into the commercial

AMT field with its Duonic six-speed, dual-clutch

transmission. Installed on the new Canter

LIFT light-truck product range, MFTB added

some special features to make the dual-clutch

concept suitable for commercial use; including

a park facility, non-wearing wet clutches, and a

low-speed creep/hill-hold function.

During 2014, Volvo moved the dual-clutch

technology into the heavy-duty arena with its

12-speed, SPO 2812 I-Shift dual-clutch unit.

Apart from size and input torque capacity,

this unit differed from previous dual-clutch

applications in that it also featured a range-

change facility.

The obvious size gap left between the

Canter and Volvo installations has now been

filled by Eaton, with its Procision seven-speed

dual-clutch transmission. Available mid-2015

initially for US Class six and seven trucks (GVM

ratings from 8 864 to 15 000 kg), it will later

feature in global applications. This unit has an

input torque limitation of 895 Nm, and can be

installed behind engines such as the Cummins

ISB with outputs of up to around 225 kW

(300 hp).

Features include: low-speed manoeuvring

facilities; automatic selection of economy or

performance profiles prompted by grade,

vehicle mass and throttle inputs; hill-hold,

which mitigates against roll-back or roll-

forward for up to three seconds on grades

with slopes of up to eight percent; three

standard PTO openings; and brake-pedal

activated downshifts to improve speed control

on downgrades.

The design life of this transmission is ten

years or the equivalent of 640 000 km, and

the use of synthetic transmission fluid enables

filter and lubricating fluid change intervals of

240 000 km.

The launch publicity clearly identifies torque-

converter automatic transmissions as the

marketing targets of the Eaton Procision. The

manufacturer claims an “eight- to ten-percent

or greater” fuel-economy benefit over the

traditional automatic alternative, and stresses

the ease with which this unit can be tailored

and customised for specific applications.

Judging by the rapid acceptance of the

AMT facility in the South African market, we

believe that the availability of a propriety unit

of this type will be welcomed by those vehicle

suppliers who are not able to source a suitable

aggregate from their own manufacturing

operations, and, once available internationally,

it could find ready acceptance in the local

market.

EUrOPEAN vANS SHAKE UP THE US MArKETOne of our favourite topics over the past few

years has been the migration of European

still goes on …

Ram’s ProMaster version of the Fiat Ducato is contributing to the growing success of European vans in North America.

»


GLOBALFOCUS

integral vans across the North Atlantic. One

of the reasons for our interest is a long-held

opinion that the US market would most likely

benefit from shedding its ingrained preference

for “different” products, when much of the

world can quite happily get by with vehicles

that follow more universally accepted design

criteria.

We have seen some progress being made,

with the gradual uptake of “in-house” diesel

engines in the heavy truck market, where

the likes of Daimler (Freightliner/Western

Star), Paccar (Kenworth/Peterbilt) and Volvo

(including Mack), have convinced increasing

numbers of American operators to specify

their own power units.

The truckers’ solid refusal to accept

anything other than “conventional” (bonneted)

cabs remains steadfast, though, while the

quirky mix of bonneted cabs and petrol engines

that dominates the medium-duty truck sector

still prevails.

To be fair, the European vans that

have made the transatlantic trip have not

been totally immune to Americanisation,

in terms of power unit choice or branding.

Mercedes-Benz, which started the “Eurovan

to America” ball rolling in 2001 with its

Sprinter range, used local Freightliner and

Dodge branding to spread its appeal (although

the latter disappeared after the dissolution of

DaimlerChrysler) and has also fitted a petrol

engine into the newly announced Vito spin-off,

marketed as Metris in America.

Fiat Chrysler Automobiles renamed

the Ducato as the Ram ProMaster for the

US market, and has followed up with the

Doblo-based ProMaster City, having inserted

Chrysler’s Tigershark 2,4-litre 24-valve petrol

engine in place of the diesel powerplant used

in Europe.

Nissan went the route of developing a

unique full-bonnetted large van for America;

the NV1500/2500/3500 series, powered

by 4,0-litre petrol V6 or 5,6-litre V8 petrol

engines. It also brought in the smaller NV200

from Europe, fitted with a larger 2,0-litre four-

cylinder petrol engine to suit American tastes.

It is also selling a Chevrolet-branded version

to General Motors for distribution through its

own dealer network.

Finally, Ford added a 3,5-litre EcoBoost

petrol unit option to its European Transit

family (normally powered by a 2,2-litre diesel)

for North America, and has been pushing the

lighter Transit Connect range heavily in that

market.

When the results of the US vehicle

market for the first quarter of 2015 were

published, it was interesting to see how these

European-type vehicles were doing. In the

“small commercial van” segment, the Ford

Transit Connect, which had first defined

and created the category in 2009, held a

55,5-percent share, followed by the Nissan

NV200 (19-percent share), Ram’s Chrysler

Voyager-based Cargo Van (12,8 percent),

Chevrolet City Express (9,1 percent) and Ram

ProMaster City (3,5 percent).

In the “large commercial van” segment,

Ford’s Transit held top spot with 33,9 percent

penetration, followed by its older US-designed

Econoline (20,6 percent), Chevrolet’s

US-designed Express (15,6 percent), the

Mercedes-Benz Sprinter (8,3 percent), Ram

ProMaster (8,2 percent), GMC’s US-designed

Savana (7,8 percent), and Nissan’s NV Series

(5,5 percent).

In this heavier category, European-type

vehicles accounted for a cumulative market

share of 50,4 percent, while the “traditional”

US types, plus Nissan’s unique North American

NV Series, made up the balance.

Clearly, the European vans dominate

the smaller segment, and have achieved

the majority share in the larger category.

Production of “traditional” US types is set

to decline further, with the Ford Econoline

down from 38 000 units in 2015 to 22 000

in 2016, and GM’s Express and Savanna

GMT610 platform down from 103 100 units

to 93 000 over the same period, while the

Ram Cargo Van is expected to run out at the

end of 2016.

This suggests that the market share

of the European vans will increase further,

and it will be interesting to see if GM will

look for an equivalent heavy van product (in

Europe, GM’s Vauxhall and Opel brands are

partners with Renault and Nissan in two van

programmes).

Another moot point is how long Nissan

will persevere with its American NV series

while it is being comfortably outsold by

proper European-style products, so there

could be a potential common solution

to the dilemmas of both the Nissan and

GM. |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.

GMC’s Savana is typical of the American van designs now being displaced by European-style competition.


GLOBALFOCUS

S T R E N G T H AT W O R K

W W W . I V E C O . C O . Z A

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Comfortable - Huge internal space, 2200 mm maximum height, large windscreen for optimum

visibility, fully adjustable steering wheel

Powerful - Iveco FPT Industrial 8.7 and 13 l, 6 cylinders, latest generation common rail

CURSOR 9 and 13 engines, delivering 290-340-430 Hp

Fuel efficient - The most competitive standards in fuel economy and low maintenance costs,

extending engine oil change cycles

Only chassis fromR745 000

10m3 Tipper fromR890 000

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es o

nly.

www.iveco.co.za


HAULSSHOrT

SUPEr GrOUP ACqUIrES FIrST HINO DEALErSHIPHino South Africa and Super Group recently celebrated the opening of

the Hino Isando dealership, in Johannesburg. This is the 22nd stand-alone

dealership out of 64 Hino SA dealerships countrywide.

It is also the first Super Group-owned Hino dealership. “It’s always nice

to have a pair of fresh eyes in the business,” says Calvyn Hamman, senior

vice-president for marketing and sales at Toyota Motors South Africa. “R25

million was invested in new Isando facility. We are delighted that Super Group

has showed confidence in the Hino brand and in the local trucking industry.”

“The process to get the dealership up and running has taken around

three years,” says Alistair Rawstorne, Super Group COO. “Super Group is

heavily involved in logistics operations and we currently trade with about 45

franchised dealers. The Hino SA franchise is a major strategic acquisition

and we are privileged to have a stand-alone Hino facility in Isando, where

trucking is second nature.”

Hino Isando is currently staffed by 17 people, but there are plans to grow

this number to 35 as the dealership gains sales and service momentum. The

facility has 12 work bays and there is space for another six double bays in

future development.

The workshop facility is equipped to undertake Certificate of Fitness (CoF)

testing and also has an express pit lane to minimise downtime for urgent

work.

The extensive on-site parts stock is replenished at least twice a day.

Eco-friendly features have been included in the facility. All the lights are

controlled by movement sensors and plans are in place to recycle rain water

for the wash bay.

“Hino South Africa is fully committed to supporting the Hino Isando

dealership to ensure its success, using Hino Total Support as one of our key

strategies. The establishment of a strong dealer network is a critical part of

our 2020 strategy to achieve a market leadership position in South Africa,”

concludes Hamman.

PE TAPS INTO TOPUSEDMAN Truck & Bus Port Elizabeth (PE) has become the first

franchised MAN dealer to be awarded a MAN TopUsed

franchise in South Africa.

This dealership, which has been owned by AAD for seven

years, has the benefit of the same principles, service and back

up by MAN Truck and Bus SA as the regular MAN-owned

TopUsed dealers.

“With our product offering, we provide solutions to our

customers and potential customers together with partners

we can trust,” says Geoff du Plessis, MD of MAN Truck & Bus

SA. “The MAN PE team is very professional and passionate and

the facility is in a great location, with good access and visibility.”

Emir Solapgir, head of TopUsed at MAN Truck & Bus SA,

explains that MAN TopUsed complements the MAN new

vehicle business, by providing customers with a cost-effective

alternative. “These vehicles are checked in our workshops to

ensure we can confidentially support them. Buying a used MAN

vehicle can be the gateway to our MAN world,” he says.

Over 250 trucks from all manufacturers are spread

across the six TopUsed dealers in South Africa, meaning

dealers have access to the full pool of vehicles regardless of

location. Photos of all the vehicles, together with technical data,

are displayed on the MAN TopUsed website.

“We are proud to be able to share our worldwide TopUsed

knowledge with our colleagues in PE. The success of this

dealership is dependant on the relationship between the

customer and dealer, with the support of MAN SA. It is in good

hands,” Solapgir concludes.

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


SHOrTHAULS

BrIDGING THE SKILLS GAP

The community of Ennerdale, south of

Johannesburg, has now been made richer

thanks to a partnership between CNH

Industrial, Iveco South Africa and the Declan

Collins Skills Centre, situated at the Don

Bosco Educational Projects, where the

TechPro2 facility was opened in April.

Daniella Robro, head of sustainability

at CNH Industrial, explains the TechPro2

concept: “TechPro2 is a programme aimed

at young people, specifically from tougher

economic backgrounds, who are looking for

real economic opportunities. The aim is to

train highly qualified staff and to introduce

them into the world of work.

“TechPro2 also gives our workshop

facilities access to a pool of well-trained and

qualified staff. Locations are provided with a

classroom, workshop, vehicles, components

(like hand tools) and state-of-the-art diagnostic

systems. The most important contribution is,

however, know-how.”

Through the year-long programme,

students also intern with dealers and service

centres. At the end of the programme they

obtain a merSETA-recognised diploma as

professional commercial vehicle mechanics.

“Together with the new plant in Roslyn,

this project is an essential part of our

intention to become a local company,” says

Mario Gasparri, senior vice-president of

CNH Industrial Southern Africa. “It is part

of our commitment to reach out to poorer

communities and support them when

possible, especially in terms of education.”

The TechPro2 project has been in

operation since 2008. It has trained 9 322

students through its 56 centres worldwide.

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NEW EUrOCArGO SPOTTED!

A fellow member of the International

Truck of the Year (ITOY) jury recently

sent us this shot of the new Iveco

Eurocargo undergoing testing in

Torino, Italy – free of the camouflage

that usually adorns such pre-launch

units.

Immediately discernable is the

strong resemblance to the company’s

new Daily, as opposed to the heavier

Trakker and Stralis models. The

forthcoming vehicle is expected

to feature a range of enhanced,

Euro-6 Tector 5 and Tector 7

engines (originally unveiled at the end

of 2013).

According to our man in Europe,

the new Eurocargo is due to hit

European roads by mid-September.


NAAMSA

Light Commercial Vehicles < 3 501 kg Total: 12 077AMH 451Fiat Group 18Ford Motor Company 3 186GMSA 2 256GWM 136Jaguar Land Rover 17JMC 53Mahindra 172Mazda South Africa 87Mercedes-Benz SA – estimate 24Mitsubishi Motors SA 138Nissan 1 977Peugeot Citroën SA 2Renault 7Suzuki 1TATA 76Toyota 2 496Volkswagen SA 430

Medium Commercial Vehicles 3 501 – 8 500 kg Total: 777AMH 3Fiat Group 1Ford Motor Company 16GMSA 170Iveco 66JMC 22Mercedes-Benz SA – estimate 173Peugeot Citroën SA 37TATA 34Toyota 184Volkswagen SA 61Volvo Group Southern Africa 4

Heavy Commercial Vehicles 8 501 – 16 500 kg Total: 394FAW 17GMSA 146MAN 7Mercedes-Benz SA – estimate 48Powerstar 3TATA 40Toyota 94Volvo Group Southern Africa 87

Extra-Heavy Commercial Vehicles > 16 500 kg Total: 634Babcock DAF 1FAW 35GMSA 31Iveco 16MAN 119Mercedes-Benz SA – estimate 305Powerstar 30Scania 137TATA 12Toyota 23Volvo Group Southern Africa 230

Buses > 8 500 kg Total: 68GMSA 3MAN 48Mercedes-Benz SA – estimate 16Scania 10TATA 6Volvo Group Southern Africa 1

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

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

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on buS And coAch

What’s next for the humble transport ticket

Post-colonialism and rail –could it work?

rtMs accreditation for

Biggest Bus fleet to earn its safety stripes

golden ArroW


COvErSTOrY

massive significance – especially within the bus

sector. “While the RTMS fraternity appears, for

now, to be dominated by our cousins from the

road freight industry, there is a fundamental

element which is a notable differentiator,

namely, our cargo is human,” he said.

“Just as unemployment, poverty and

inequality are the ravages of our society, so

too are irresponsible driver behaviour, poorly

maintained vehicles and ailing infrastructure

the scourges that threaten our roads as a

public space,” he added.

Dammert stressed that the accreditation

had not been achieved overnight. “It is the

coalescence of more than 150 years of tried

and tested acumen gained from providing bus

services to the commuters of Cape Town.

We have – over this period – become acutely

aware of the risks associated with operating

commuter buses as a public service,” he

revealed.

Yunus Shaik, chairman of the GABS board,

also expressed delight at the accreditation,

stressing that the company was passionate

about safety.

RTMS auditor Oliver Naidoo said that this

was extremely obvious. “GABS has already

adopted best practices, when it comes to

vehicle maintenance and driver performance,

that are far more stringent than required by

law.

“For instance, the buses were sent for

roadworthiness testing every six months

long before this became mandatory. GABS

services its vehicles at 15 000 rather than

at 20 000 km intervals, and its preventative

maintenance strategy has seen a significant

decrease in breakdowns,” he told guests at

the function.

Nic Cronjé, who has been at the helm of

GABS for 32 years, noted that the RTMS

sticker, which will soon appear on every one

of the company’s buses, affirms that the

company is a responsible operator that is

serious about road safety and committed to

sustainable operational practices.

If I lived in Cape Town, that sticker would

truly give me peace of mind. Well done GABS!

I wish there were more bus operators in our

country like you! |FOCUS

Golden Arrow Bus Services has earned Road Transport Management System (RTMS) accreditation, in so

doing writing itself into the annals of South African bus history! CHARLEEN CLARKE joined the celebration …

MoMent!golden

There was a decidedly jovial mood

in the air when Golden Arrow

Bus Services (GABS) received its

RTMS accreditation. The GABS

team was bursting with pride – and for good

reason.

While it’s far from the first South African

company to earn RTMS accreditation (it follows

in the tyre tracks of 146 fleets countrywide

representing some 8 000 trucks and buses)

it owns the largest RTMS-accredited fleet – by

far. There are two other bus companies that

have earned accreditation, namely Buscor

and Intercape, but their fleets (404 and 152

respectively) are far smaller.

The significance of the celebration was

reinforced by the presence of the National

Minister of Transport Dipuo Peters, who

congratulated GABS. “Your certification

will go a long way in ensuring that you join

government in the fight against the scourge

of road crashes and fatalities,” she noted at

the event.

John Dammert, corporate affairs executive

of GABS, pointed out that the accreditation had

Above (second from left): Pictured from left are: Nic Cronjé (GABS), Sidwell Nche (SABOA), Paul Nordengen (CSIR), Oliver Naidoo (JC Auditors), Adrian van Tonder (RTMS), Kathy Bell (Standard Bank), Donald Grant (Western Cape Minister of Transport and Public Works), Dipuo Peters (National Minister of Transport) and Yunis Shaik (GABS).


STOPSBUS

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INNOvATIvE TICKETING

(for instance at park-and-ride stations, at

main bus stops or in vehicles);

• On the internet (for example, subscription

for holders of smart cards); and

• Via mobile phones.

Integrated ticketing and tariff policies

between different public transport operators

(such as local public transport and the

national railway) should be offered to make

tickets valid for all public transport modes

and for a whole region.

Easy and attractive payment methods

should be offered. For example, innovative

smart card systems can be implemented

and used for contactless payment of

integrated fares. They may also serve as

an important element of marketing public

transport. Smart payments can also provide

valuable data on behaviour and mobility

patterns of users.

Even though South Africa may not yet

be implementing every aspect of this kind of

technology, progress is being made in terms

of innovative ticketing. Last year, the City of

Cape Town’s transport authority, Transport

for Cape Town (TCT), won the Best Bank-

card Ticketing Scheme award for the MyCiTi

CLAIRE RENCKEN investigates how some operators, particularly in the United Kingdom (UK), are

facilitating access to public transport by offering an integrated ticketing and payment system

the traditional ticketTeAring up

To enhance the use of public

transport, cities should

aim at making the ticketing

system attractive and easy to

understand for everyone. The pricing system

should be coherent and simple; with a

reasonable number of tickets, which take

users’ needs into account. The basis for

fares should be transparent and easy to

understand.

Tickets and payment facilities should be

widely available, for example:

• At sales points distributed throughout the city;

• At ticket vending machines at various places


INNOvATIvE TICKETING

myconnect card at the 2014 Transport

Ticketing Africa conference and awards.

In the UK, companies are definitely getting

it right. In fact, they even have an “innovation”

category at the UK Bus Awards. The 2015

UK Bus Awards contest is underway. Entries

are invited to compete for 20 awards

covering the full range of skills required to

plan, promote and deliver high-quality bus

services to customers.

Tony Depledge, UK Bus Awards chairman,

says: “We are really excited to be entering the

20th year for the awards. Since 1996, we

have seen real advances in all sorts of ways

– technology, marketing, staff recruitment

and training as well as overall standards of

operation. There is still a huge amount to do,

but real progress has been made and we like

to think that the incentives provided by our

awards have made a real difference.”

This year, the events will follow a similar

pattern to previous years, with nominations

closing in early June. Judging will take

place during late July and early August.

The short-list announcement will be made in

early October, followed by the presentation

ceremony in November.

The “innovation” category recognises and

rewards new thinking in the industry – among

operators, authorities and suppliers. It focuses

especially on products that can improve

efficiency or make bus travel more attractive.

A successful nomination for this award

needs to demonstrate development of an

original idea that achieves one or more of

the following: improves the image of the bus;

stimulates interest in, or desire for, the bus

product; and improves the efficiency of the

industry.

This award will be made for an innovation

which, in the opinion of the judges, most

contributes to the improvement of the bus

product. Evidence of quantification of the

benefits achieved is essential.

In 2014, two of the finalists in this category

were recognised for their innovations in

terms of mobile ticketing (in this instance

ticketing apps for smartphones) – Lothian

and Barclays Bank.

Lothian Buses produced a feature-

rich app, which collects, simplifies and

personalises key service information and

enables mobile ticketing for its bus services.

Updated to include tram services under the

umbrella of Transport for Edinburgh (TfE), the

app provides real-time information, dynamic

journey planning, next-stop alerts and tap-to-

speak assistive technology.

The app was Scotland’s first public

transport m-ticketing platform and offers a

comprehensive range of ticket types. The

functionality of the app appealed to the

judges, who noted its success in a relatively

short space of time; it was being used by an

average of around 10 000 users a day after

just over six months.

Barclays Bank launched a pioneering

application, which allows customers to select,

purchase, download and display bus tickets

directly via their cellphone. The app combines

innovative ticketing technology – developed

by the company’s partner, Corethree – with

Barclays Pingit, the mobile payment app from

Barclays, available to smartphone users.

Services at the time of the award covered

areas including: Cardiff, Bath, Birmingham,

Manchester, Burnley, Blackburn and

Lancashire, and were expected to extend to

most UK towns and cities by 2015. Another

positive development in mobile ticketing,

the judges felt this product had significant

potential for growth.

So what is happening in the rest of

the world, and what might the future hold?

Zehra Chudry, head of content for Transport

Ticketing Africa, says: “Since 1995, in Asia

and Europe, public transit organisations

began investing substantially in new ticketing

technology, culminating in the ubiquitous

smart card technology.

“However, industry insiders are now realising

that even this approach is already becoming

antiquated and there is hesitation around

further investment necessary to update the

digital infrastructure to streamline and improve

the door-to-door journey of passengers.”

Chudry concludes: “Many people believe

mobile ticketing to be the next great iteration,

however, advances in smart ticketing are so

diverse and layered, with multiple channels,

that each system must be specifically

designed to address the needs of each

‘pocket’ of society.”

Interesting times ... unfortunately, Africa

will most likely be a few steps behind Asia

and Europe when it comes to embracing

all aspects of these new ticketing

innovations. |FOCUS

The judges noted its success in a relatively

short space of time; it was being used by an average of around 10 000 users a day after

just over six months.


GLOBALBUS

daimler Buses says that

transport operators in

world cities are experiencing

an increase in passenger

numbers, but that merely adding to the

frequency of services will not provide the

optimal solution to this growing demand. This

is because of increased congestion that will

be caused at bus stops and intersections.

This has prompted the manufacturer to

develop a larger 21-m version of the highly

successful 19,5-m, Euro-5, Mercedes-Benz

CapaCity articulated bus, to accommodate

191 passengers. This vehicle, like its

predecessor, will require special exemption

from the 18,75-m overall length limit

permitted by the German traffic authorities.

It complies in all other respects with the

dimensional and mass regulations currently

in force in that country.

Evolving the new, longer CapaCity L, out

of the base Citaro G model, was achieved

by the insertion of an additional segment

immediately behind the rear axle of the front

section, and a forward extension of the rear

section immediately behind the articulation

joint.

It also required the incorporation of a new,

independently suspended electro-hydraulic

fourth steering axle under the rear section,

which enabled an increase in the permissible

gross vehicle mass (GVM) from 28 to 32 t.

The result, according to the manufacturer,

is the longest complete Mercedes-Benz of

all, and the longest regular-service urban

European bus combination with one

articulated turntable.

The CapaCity L has a turning circle of

24,47 m, and incorporates Mercedes-

Benz’s new Articulated Turntable Controller

(ATC). This provides hydraulic damping of

the turntable to control any potential see-

sawing of the rear section when operating

on slippery roads – and diminish the chances

of jackknifing. There is also a function to limit

the swing out of the rear section over the

pavement when leaving a bus stop.

Mercedes-Benz claims that the

innovations applied to the ATC and linked

steered fourth axle, have resulted in an

articulated bus that does not handle

significantly differently from its smaller

brethren.

This new vehicle has its design roots

in the modular system of the standard

18,1-m, 163-passenger Mercedes-Benz

Citaro G articulated bus. It is powered by the

Euro-6, 10,7-litre, OM 470 six-cylinder, in-line

diesel engine, which is available with outputs

of 265 kW (360 hp) or 290 kW (394 hp).

The engine is mounted longitudinally at

the extreme rear of the second section, and

drives forward to the third axle through a

choice of ZF Ecolife or Voith Diwa torque

converter automatic transmissions.

Two cameras provide the driver with

an exterior view of the rear section, and

the interior layout can be adapted to

customer requirements. The option of a

fifth access door has also been added

to the three or four double-width doors

previously provided, to improve the flow of

the increased number of passengers. The

entire combination is configured with a low

floor, providing standing height clearance

of 2,3 m.

In the interests of passenger comfort,

the vehicle is equipped with electric side-

wall radiators and a high-performance

auxiliary heating system, as well as

top-suspended windows, air ducts with

ventilation openings, electrically operated

roof hatches and roof fans. There is an

optional air-conditioning system with

integrated roof heater.

The CapaCity L is set to undergo a

customer trial with Hamburger Hochbahn

during 2015, configured to accommodate

165 passengers, split between 43 seated

and 122 standing. |FOCUS

the longest

mercedeS

FRANK BEETON reports on the longest complete Mercedes-Benz bus of all


STOPSBUS

The saying “football is life” (or something

like that), is perhaps most apt in Europe.

New MAN and Neoplan team buses for top

European clubs, for example, will now be

exclusively fitted out in the company’s new Bus

Modification Centre in Plauen, Germany.

The plant started operation at the

beginning of May and employs 140 people to

implement specific customer requirements

for the final equipment of the buses.

“With the new Bus Modification Centre in

Plauen, we have created the right conditions

to be able to offer turnkey solutions to our

customers from a single source. At the same

time, our site at Plauen has a clear future

perspective within our plant network,” says

Carsten Intra, a board member for production

and logistics, at MAN Truck & Bus AG.

While MAN has operated two Truck

Modification Centres in Germany – at Wittlich

and Munich – for a number of years, Plauen is

its first Bus Modification Centre.

BUSES FIT FOr FOOTBALL STArS

EUrOPE KEEPS DrIvING ELECTrIC BUSES

In March 2014, we reported on the

successful implementation of the Zero

Emission Urban Bus System (ZeEUS)

project in Europe, which is subsidised

by the European Commission and

coordinated by the International

Association of Public Transport (UITP).

VDL Bus & Coach was one of the

major role players in that scheme, and

the company has now supplied a further

four Citea Electric buses to Stadtwerke

Münster (the public services and

transport operator in Münster, Germany)

for the project.

One extra Citea was also delivered in

to the SEB project (rapid-charging system

for electric buses in public transport),

subsidised by the German Federal

Ministry of Education and Research.

These Citea Electric buses will be

extensively tested on a fully electric route

over an extended period of time. These

tests will yield practical information about

the use of electric bus systems in urban

areas.

The buses are fitted with an Institute

for Fluid Power Drives and Controls (IFAS)

rapid charging system on the side of

the roof of the bus. A robotic arm that

emerges from the roof of a bus shelter

automatically makes contact with the

charging system of the bus. With this

system, up to 500 kW of power can be

charged within six minutes.

The VDL Citea Electric is a fully electric

Citea SLF Low Floor bus with a length of

12 m. Says Alex de Jong, manager public

transport, VDL Bus & Coach: “Passengers

will find the VDL Citea Electric to be very

comfortable. The interior floor is free

of height changes and offers maximum

space.

“Large windows and a modern colour

scheme and finish create a very spacious

effect. The noise level is very low; there are

no engine vibrations and the acceleration

and braking occur with perfectly smooth

transitions.

“In short, the ride feels completely

different compared to a traditional bus

equipped with a combustion engine. In

combination with Zero Emission this

represents a big step towards changing

how people experience public bus

transport,” he concludes.


VIC’SVIEW

HOPPINGOFF

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

my grandmother was

an unwilling guest of

King Edward VII in the

concentration camp at

Kroonstad during the winter of 1901. While

she would heartily approve of throwing poo at

a statue of Rhodes, Africa today is hurting in

part because of the lack of transport vision of

its leaders – of both the imported and home-

grown varieties.

If Rhodes had lived for at least another

twenty years, Africa would have been covered

by a more extensive network of railways than we

have today. We will never know by exactly how

much, or whether the rot and decay, which has

decimated many African railways since then,

would have taken place anyway.

It’s nice to daydream about being able to

travel by rail all the way from Lesotho to Liberia

and from Senegal to Swaziland. (I’m trying to

avoid the colonial Cape to Cairo cliché here.)

It is fair to speculate that fewer people would

be drowning in the Mediterranean and fewer

people would be having their shops looted in

South Africa, if African countries joined up their

transport networks – both road and rail.

For about 100 years, South Africa had what

was, arguably, the best narrow-gauge track

railway system in the world. Perhaps this is still

the case, but much of the shine has been taken

off in recent years – our own lack of vision has

resulted in an underperforming rail system,

both on the freight and (even more important)

the passenger side.

South Africa still suffers from delusions of

grandeur, however. On April 23, a spokesman

for Transnet pompously admonished the

editor of Business Day for quoting “analysts

who display no significant knowledge about

Transnet”. Apparently, if analysts want

the approval of Transnet, they need to be

familiar with a document called the Market

Development Strategy.

I have to confess that I had never heard

of it, but, helpfully, the spokesman provided

the uninformed among us with a list of bullet

points, which include: reducing the cost of doing

business, enabling economic growth, preparing

for mineral beneficiation (MB), enabling a shift

from mining to a networked economy, and

providing capacity against long-term investment

returns.

Not only do these points have a strong

sniff of “cut and paste” about them, but two of

them – MB and a shift from mining – worry

me. Neither will help the rail system much,

given its present philosophy. If MB leads to the

production of higher-value goods, they are less

likely to go by rail.

A shift from mining will also hurt the railway,

which at the moment actually puts up quite an

impressive performance in helping to export our

raw materials with cutting-edge efficiency. In the

process it makes a profit of over R3 billion a

year, which, presumably, helps to keep investors

and the rating agencies happy.

Sadly, the R3 billion is probably more than

wiped out by the failure of the railway to make

a dent in the ever-growing amount of road

traffic – both freight and passenger – that is

strangling parts of South Africa’s road network.

Starting with urban passengers; way back in

1982 the railway carried out over 700-million

commuter trips. By now we should be over the

one billion mark, but things have actually slipped

badly in the last 30 years.

The formula for reaching a billion is the

same for all public transport in South Africa.

Among other things, we need to set up a

Transport Authority, integrate road and rail

services, charge the same fare on road and rail

and operate common timetables.

New coaches alone won’t do it. For rural

areas, and freight in general, the railway needs

to run a guaranteed (scheduled) daily train

service on every active line in the country, plus

on quite a few inactive lines that have been

allowed to fall into disuse.

The daily trains should also have passenger

coaches at the back. We will be surprised how

many people will use them. This will be the

platform for raising the profile of the railway

throughout the country.

The accountants might not be happy, but

Transnet (which, for some reason that totally

eludes me, trains chartered accountants),

should put together a short course for them to

think outside the box.

Transnet and the Passenger Rail Agency

of South Africa (Prasa) should be taking young

South Africans (many of whom have never seen

a station or shunting yard) on guided tours and

giving learners free rail transport at weekends

to show them what travelling by train is all about.

After more than 150 years of serving mainly

mining interests, the time has come for our

railway to cater for the entire community. It’s

the post-colonial thing to do. |FOCUS

Last month I made some suggestions for the Gautrain. A further development has been the withdrawal, due to lacking support, of the Nasrec Business Express (launched with much fanfare in October 2014). Taking into account current issues – such as the toppling of Rhodes’ statue, xenophobia and colonialism – we need to take a broader look at the current role of railways throughout Africa

of rhodes and

rAilS!

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

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Focus June 2015