Transport World Africa Feb/Mar 2012

HOT SEAT

/

ENDORSED BY

ISSN 1684-7946 Feb/Mar 2012 Vol. 10 No. 1 / R35.00 incl. VAT

Alec Mack, National sales director, SCANIA Fossil fuels, suitable alternatives need serious thought P8

7KH1RUWK6RXWKFRUULGRUVertical integration crucial

&DUERQWD[An unwanted

burden

7UDQVQHWPrivatising

branch lines

Fuel saving, emission-reducing

Actros BlueTec

leclecossoss

AAAlAlFFFFFFFFoFFFFFFFFFoFo

TO

YT

1336

45/

JHB

/E

When youre in the long-haul, you need a truck that delivers. Take our Hino 700 range, which now sports

Automated Manual Transmission. This not only makes our trucks more comfortable to drive, it also helps

prevent costly clutch degradation. Our engine derivatives range from 380 HP to 480 HP, offering you a range

to handle any load. And our cabs come in single or double sleepers.

See, trucking is in our blood. It has always been and it will always be.

The automatic choice.

Intraregional supply chain solutions from producer to consumer

INSIDE

COVER STORYThe unmistakable design of the

new Mercedes-Benz Actros, and its innovative mechanical quality, makes

this an exceptional truck. P4

onsumeerr

RYof the d itsakes P444

34

42 51

33

55551111

FESARTARegional infrastructure development 3

COVER STORYMercedes-Benz The Actros cuts fuel consumption 4

HOT SEAT SCANIAs Alec Mack

Steady as she goes 8

TRANSPORTERS OPINIONBorder post barriers 11

COMMERCIAL VEHICLESIts a MANs work 13Beauty and the beast 15Fusos heavy-duty hybrid truck 17Hino upbeat 19Set for more growth in 2012 21Air resistance a fuel thief 23

REGIONAL FOCUSMarket insight Economic perspectives 24The North-South transport corridor 27

LEGAL AND TAX MATTERSCarbon tax Who will pay the price 33

HAZARDOUS MATERIALSHidden in the flames 34Its a gas 36

TRANSPORT ENGINEERINGRoad to the future 37Technology for clean and economical combustion 38

PUBLIC TRANSPORTMobile money 42

RAIL FREIGHTDoes Transnet really want to run a railway 45Motivated, determined and capable 47

SEA FREIGHTShip repair and refitting 48

AIR FREIGHTWhat goes down goes up again 51

REGULARSEditorial comment 2News desk 6The Tail End 52

19

1TWA | Feb Mar 2012

2 TWA | Feb Mar 2012

Publisher Elizabeth Shorten

Editor Tony Stone [email protected]

Creative chief executive Frdrick Danton

Senior designer Hayley Moore Mendelow

Contributors Barney Curtis, Tomas Hansson, Imperial

Logistics, MTU, John Batwell

Sub-editor Patience Gumbo

Production manager Antois-Leigh Botma

Production coordinator Jacqueline Modise

Financial manager Andrew Lobban

Administrator Tonya Hebenton

Subscription sales Nomsa Masina

Printers United Litho JHB t +27 (0)11 402 0571

Advertising sales

Hanlie Fintelman [email protected]

t +27 (0)12 543 2564

MEDIA No. 4, 5th Avenue Rivonia

PO Box 92026, Norwood 2117

t: +27 (0)11 233 2600 f: +27 (0)11 234 7274

www.3smedia.co.za

Annual subscription: R270 (incl VAT)

ISSN 1684-7946 Copyright. All rights reserved.

Editorial advisory board

Barney Curtis, executive officer of FESARTA

Garry Marshall, CEO, SA Express Parcel

Association

Bill Cameron, director, Transport Research

Consultancy

Graham Ross, retired road engineer

Dr Andrew Shaw, principal transport analyst for

Development Bank of South Africa

Captain Colin Jordaan, CEO and commissioner of

the Civil Aviation Authority

Prof. Leon Raath, board member, Chartered

Institute of Logistics and Transport, South Africa

Barlow Manilal, CEO, Automotive Industry

Development Centre and National President of

The Chartered Institute of Logistics & Transport

(CILTSA)

Anthony Cole, COD, Concorde Maritime Academy.

All articles herein TWA are copyright-protected and may

not be reproduced either in whole or in part without

the prior written permission of the publisher. The views

of contributors do not necessarily reflect those of the

publishers.

This new look, revamped Transport World Africa is the first issue that

launches the magazine into a purpose driven strategy of supporting

and promoting intraregional trade as a means of driving economic

growth in Southern and East Africa.

Our working relationship with the Federation of East and Southern African

Transport Associations (FESARTA) is further strengthened through the inaugural

launch of the Truckers Forum being held on 14 and 15 March 2012. This is a joint

initiative between FESARTA and 3S Media that gives truckers a voice, a forum to

be heard and an audience, which includes regional authorities and governments

alike. It is definitely not a talk show but rather a workshop.

We put SCANIA into the hot seat, take a peek at 2012 through the

eyes of two truck manufacturers, consider an innovative truck hybrid

and cut through a whole lot of hot and cold air.

More importantly, we consider the economies and the ease of

doing business with the four countries that are the backbone of the

North-South Corridor - South Africa, Zimbabwe, Zambia and the

Democratic Republic of Congo. We also look at the levels of corrup-

tion in these countries.

Our detailed look at the North-South Corridor provides added yet

crucial information about this strategic distribution channel for the

exporter/importer and distributor of goods and the transporters of

those goods.

In this process a lot of carbon from exhaust emissions will be

generated. We look at the

issue of carbon tax and the price to

be paid.

Amongst the goods transported are

hazardous materials. But, it is not

just the hazardous materials that are

dangerous. The vehicles transporting

these goods can be just as danger-

ous. We look at the toxic fumes hidden

in the flames.

As much as science and technology

have contributed to global warming,

so too can they limit damage to the

environment. Clean combustion is criti-

cal in this endeavour and we consider

this issue as a key element in transport

engineering.

Getting back to business and mak-

ing money, mobile money brings con-

venience to the masses. The eThek-

wini municipality known for its forward

thinking approach to municipal mat-

ters, has combined digital money and

public transport to provide a rather

useful, all-round solution to managing

money.

And in making money, the question is put to Transnet as to whether they really

want to run a railway or not.

Last but not least, bulk cargo is transported to and from South Africa by ship.

With our having some of the most dangerous seas in the world, particularly along

the Wild Coast, the ability and capability of repairing and refitting ships in our

ports is vital. We look at South Africas capacity, and find it to be inadequate.

Stepping into the future

Editor

EDITORS WORD

The ability and capability of repairing and refitting ships in our ports is vital

3TWA | Feb Mar 2012 3TWWA | Feeb Mar 2012

Federation of East and Southern African Road Transport Associations

by Barney Curtis, executive offi cer, FESARTA

The first stakeholder workshop on

the SADC Regional infrastructure

development programme (RIDMP)

was held in December 2011 with

over 100 delegates attending, including the

directors of infrastructure of COMESA, EAC

and SADC.

The RIDMP had been in development

since 2009, but without funding. It was re-

launched in July 2011 with the support of

TMSA (Trademark Southern Africa) and DBSA

(Development Bank of Southern Africa) and is

planned to be in place over the next 15 years.

The objectives of the RIDMP are to define

benchmarks, minimum and ultimate regional

requirements and development targets in

the area of infrastructure, and to provide a

development framework for infrastructure to

meet the requirements and targets. It involves

energy, transport, ICT, meteorology, water and

tourism. While this is a SADC initiative, the

objective is to involve COMESA and the EAC

so as to make it a truly Tripartite Plan. Some 58

projects were included in the RIDMP.

Consulting engineers, Aurecon, tabled

a Draft Diagnostic Report on the RIDMP.

This report focused only on transport sector

matters:

The Report was divided into policy, infra-

structure and transport services sections,

with pipelines excluded.

There was expected to be a five times

increase in port throughputs by 2030.

Existing port infrastructure would not be able

to cope and this created a serious challenge.

The Shire-Zambezi waterway project was

not on the projects listing, though possibly it

would appear at some later stage.

FESARTA called for transparency in the cost-

ing of infrastructure upgrades and fees to be

levied to recoup those costs. The whole pro-

cess should be done in consultation with the

relevant stakeholders. Aurecon concurred

that in its opinion the financial implications

of anything of regional importance (roads,

borders, ports, etc) should be transparent.

Weighbridges were not included in the

Report. SADC noted these were included

in its regulation and policy programme.

FESARTA suggested that as they were part

of road infrastructure, they should also have

been included in the RIDMP.

Whilst border posts were mentioned in the

Report, there was no detailed coverage on

them. FESARTA requested that as they were

the main reason for border delays, they

should have been covered in detail.

A selection criteria for projects was tabled by

SADC and updated by the workshop. It gave

preferential treatment to projects involving

landlocked countries.

Identified projects did not necessarily have

funding available. The sourcing of funding

would be guided by priorities, as determined

by member states. Some of the projects

were already in progress.

The next step was for SADC to create a

Framework and then an Action Plan for

the RIDMP.

Mombasa port decongestion The Port of Mombasa is to be decongested in

100 days to prevent Kenya from losing more

port business to Tanzania, the Kenya Revenue

Authority (KRA) announced. The deconges-

tion will involve opening of new additional

lanes by the Kenya Ports Authority (KPA) to

ease movement of containers in and out of

the port.

KRA will also do a joint verification of cargo

with other government agencies supposed to

verify cargo in order to lessen the time spent

on cargo inspection. It has also worked out

with the private sector players to ensure that

they honour the 24 hour operational schedule

put in place at the port. Penalties have been

agreed with traders who hold their cargo at the

port for more than 48 hours.

Importers are also expected to declare their

vessels early enough to ensure that measures

of clearing the vessels are put in place as fast

as possible.

The congestion is blamed on traders who

declined to clear their cargo in December

festive season because of the volatility of

the shilling.

Regional infrastructure development

CountryVehicle

Combination Length

ArticulatedVehicleLength

Width HeightRigid

VehicleLength

Trailer Length

Semi-Trailer Length

Remarks

Angola 20 18 2.5 4 15 15 15Botswana 22 17 2.5 4.1 12.5 12.5 12.5

Kenya 22 17 2.65 4.2 12.5 12.5 12.5Lesotho 22 17 2.6 4.1 12.5 12.5 12.5Malawi 20/22* 17 2.5 4.6 12.5 12.5 12.5 * Allows 22 m on Tete corridor

Mozambique 18/22* 15 2.5 4.3 12 12 12 * Allows 22 m on N4 corridorNamibia 22 18.5 2.6 4.3 12.5 12.5 N/A

South Africa 22 18.5 2.6 4.3 12.5 12.5 N/ASwaziland 20/22* 17 2.5 4.1 12.5 12.5 12.5 * Allows 22 m Tanzania 22 17 2.6 4.6 12.5 12.5 12.5Uganda 22 2 2.5 4.3 12.5 12.5 12.5Zambia 22 17 2.65 4.6 12.5 12.5 12.5

Zimbabwe 22 18.5 2.65 4.6 12.5 12.5 N/ASADC * 22 18.5 2.6 4.3 12.5 12.5 N/A * Ratifi ed by Ministers June 09

COMESA * 22 17 2.65 4.6 12.5 12.5 12.5 * Will adopt SADC limits

TABLE 1 Vehicle dimension limits as of 31st January 2012. Note: N/A = not applicable

FESARTA NEWS & VIEWS


COVER STORY

The Actros is a remarkable machine. It has to be. It won the 2012 Truck of the Year. And what is so signi cant about this truck is its fuel effi ciency and global warming emission reduction achievements.

Mercedes-Benz BlueTec Actros 2651

LS/33 is a perfect combination for long

distance applications.

Following close tracking and accurate monitoring over

the past few months, the results are conclusive: with

more efficiency in reducing air pollutants and supremely

frugal fuel performance, resulting in fuel savings have

been reported.

The operator manages the ongoing supply of the low

sulphur fuel together with AdBlue exhaust gas treatment

fluid and this has been implemented on a controlled basis

(Base Camp logic), by a reputable fuel company with a

strong local presence.

Daimler is driving forward a drastic reduction in fuel

consumption and exhaust gas emissions from commercial

vehicles with its Clean Drive Technologies. There are more

than 300 000 trucks operating with BlueTec technology

worldwide, along with over 30 000 buses and coaches.

The BlueTec SCR technology from Mercedes-Benz is

starting to break through globally, with the major markets

of North America and Japan now following Europes trend

and implementing this technology more and more. So is

South Africa.

Thoroughly convincing The durable and powerful V6 and V8 engines provide

the heart of the BlueTec system. The engine range has

benefited from an extensive package of enhancement

measures significantly raising engine output and torque,

whilst keeping fuel consumption low. The Telligent engine

system plays a central role in achieving this. This proven

electronic engine management system adjusts the injection

of fuel with extreme precision to reflect the driving situation.

This optimised injection strategy, coupled with an injection

pressure of up to 1 800 bar, results in outstanding mixture

preparation and greater efficiency as a result. The Actros

Ease fuel costs and environmental impact

THE ACTROS

The new Actros, 2012 Truck of the Year

Trucks in todays world are subjected to impossi-

ble demands. Its hard to imagine anything more

difficult than meeting the high expectations of

haulage companies and environmentalists alike.

For this reason, the Actros offers optimum economy and

a reduced environmental impact. This is achieved with the

reliable, BlueTec fuel efficient engine and the Mercedes-

Benz PowerShift automated transmission, which translates

into reduced fuel costs and global warming emissions. And,

the Actros is a true all-rounder when it comes to logistics

and services. It is capable of reaching practically any loca-

tion that is accessible by road.

But what is BlueTecBlueTec is a name given by Mercedes Benz to engines

equipped with advanced Nitrogen Oxide (NOx) reducing

technology for vehicle emissions control in diesel-powered

vehicles. The technology in BlueTec vehicles includes a

selective catalytic reduction (SCR) system that uses die-

sel exhaust fluid, and a system of NOx absorbers, called

DeNOx, that uses an oxidising catalytic converter and a

diesel particulate filter combined with other NOx reducing

systems. In real terms BlueTec stands for efficient, fuel-sav-

ing and therefore environmentally friendly vehicle technol-

ogy. BlueTec saves fuel and helps protect the environment.

Every litre of diesel saved keeps around 2.64 kg of Carbon

Dioxide (CO2) out of the environment.

BlueTec in South AfricaMercedes-Benz Commercial Vehicles and one of their

long-standing customers,

embarked on a pilot project

in mid-2010 by incorporat-

ing four environmentally-

friendly Euro 5 trucks,

into their fleet. The

M e r c e d e s - B e n z

BlueTEC Actros 1832

LS/36 and BlueTEC

Actros 2651 LS/33

trucks went into ser-

vice on the opera-

tors routes.

The Mercedes-

Benz BlueTec

Actros 1832 LS/36

is ideally suited

for local distri-

bution and the

No other truck has been as thoroughly developed and tested before its production launch as the Mercedes-Benz Actros. The foundations for development were laid as many as ten years ago

engines have moved forward in terms of durability too.

Modifications to the engines ease the thermal load on the

pistons and thus ensure that oil consumption is reduced

and then kept at a constantly low level. The injection noz-

zles are fitted with heat-insulating sleeves, which also help

lower the thermal load. In addition, these sleeves reduce the

amount of soot deposited in the engine oil which brings

us to the subject of maintenance. Inlet valves and seat rings

made from more durable materials allow the valve setting

intervals to be extended. The crankcase breather with its

improved oil separator, plus the compact alternators and

starter motor which have both been designed for a longer

service life also help to reduce the maintenance work

required. And the resultant benefits for the Actros? Higher

performance and lower costs!

Lots of power, low emissionsThe proven Unit-Pump System (UPS) is used in the Actros

for fuel injection. Each of the cylinders has its own plug-in

injection pump, which is driven by the camshaft and builds

up the required fuel pressure. The high injection pressure

guarantees fine fuel atomisation and homogeneous mixture

formation for efficient combustion.

Mercedes PowerShift TransmissionJust how confident we are of our further-enhanced auto-

mated gearshift, Mercedes PowerShift, is plain to see from

the fact that it is fitted in the Actros as standard*. It excels

with optimised shift smoothness, fast gear changes and low

fuel consumption. The bottom line of all this is: more Actros,

more economy.

Our aim is to reduce fuel consumption and minimise emissions Kobus van Zyl, vice president, commercial vehicles, Mercedes-Benz South Africa

The unmistakable design of the Actros is as exceptional as the truck as a whole

Mercedes PowerShift adapts the rotational speeds of

the main shaft and gear wheel by means of the elec-

tronic engine or gearbox control. This dispenses with the

need for servo-lock synchronisation. A propeller-shaft

brake on the countershaft decelerates the rotating gear-

box masses when up shift-

ing. When downshifting, the

engine speed is boosted to

ensure synchronism of the

corresponding gear wheel with

the countershaft.

* All Actros models, excluding tip-

pers, concrete mixers and all-wheel-

drive vehicles.

Telligent Shift transmissionThe manual 16 speed

Telligent synchromesh trans-

mission is standard for off-road and construction

6x4, 8x4 and 6x6 vehicles. This is because when

running over tricky and uneven surfaces, fully

manual gear changing gives drivers the great-

est possible control. Particularly ideal in off-

road tipper and construction applications

where road surfaces can be uneven and

gradients severe, the Telligent manual

transmission reassures the driver with

full gear shifting control but effortlessly

Telligent autoshift transmission is also

available as an option.

5TWA | Feb Mar 2012

NEWS DESK

GENERAL MOTORS

Trailblazer coming to South Africa GENERAL MOTORS South Africa an-nounced today that it will be launching the

new Trailblazer into the South African market

before the end of this year. The Trailblazer

will be an all new entry for General Motors

South Africa in the large Sports Utility Vehicle

(SUV) segment of the market, says Malcolm

Gauld, Vice-President of Sales and Market-

ing for General Motors South Africa. This

great product will further strengthen our

Chevrolet product portfolio offering which has

rapidly expanded over the past two years.

The response from customers has been very

favourable with our Chevrolet sales volumes

growing by over 50% in 2011 versus 2010.

The Trailblazer, which is Chevrolets toughest

and most refi ned SUV, made its global debut

last year at the opening of the Dubai Interna-

tional Motor Show in the Middle East. We are

very excited about the addition of the Trailblaz-

er into our already strong line up of Chevrolet

products on the South African market.

The Trailblazer is a robust seven-seater

SUV, providing superior third row seating,

exceptional ride comfort and a modern and

fresh design. The vehicle combines the haul-

ing and towing capability of a body-on-frame

SUV with the ride comfort and effi ciency of

a crossover.

AIR NAMIBIA, the Windhoek based na-tional airline of the Republic of Namibia, has

ordered two new Airbus A319 aircraft. Seat-

ing 112 passengers in a two class layout,

the aircraft will bring new levels of comfort

to regional routes from Windhoek to other

major African cities.

Air Namibia already operates two leased

A319s on regional routes, and two A340-

300 aircraft on its international route

between Windhoek and Frankfurt, Germany.

Airbus aircraft share a unique cockpit and

operational commonality, allowing airlines

to use the same pool of pilots, cabin crew

and maintenance engineers, bringing opera-

tional flexibility and resulting in significant

cost savings.

Our in-service experience with Airbus

aircraft has confirmed that the A319 is

the ideal aircraft for Air Namibias regional

AIR NAMIBIA

Fleet expansion

routes, says Theo M. Namases, Acting CEO

of Air Namibia. The efficiency of our new

aircraft, together with their commonality with

our existing fleet will provide a strong basis

for our continued growth and contribution to

the Namibian tourist industry.

The A320 family, which includes the A318,

A319, A320 and A321, is recognised as the

benchmark single-aisle aircraft family. Each

aircraft features fly by wire controls and all

share a unique cockpit and operational com-

monality across the range. More than 8 300

A320 family aircraft have already been

ordered and almost 5 000 delivered to more

than 340 customers and operators world-

wide reaffirming its position as the worlds

best-selling single-aisle aircraft family. With

proven reliability and extended servicing

periods, the A320 family has the lowest oper-

ating costs of any single aisle aircraft.

LAND ROVER

On the rim of an erupting lava lakeKINGSLEY HOLGATE sent greetings from Erta Ale, the most active volcano in

Africa. With armed guards and a camel to

carry the water, they walked through the

night to avoid the fi erce heat of the Dan-

akil Depression to stand on the rim of an

erupting lava lake. None of the expedition

team has witnessed anything like this in

their lives before. To propitiate the spirits

of their Rift Valley odyssey, they tossed

a silver coin into the bubbling caldera.

Several earthquakes have been recorded

in the vicinity of Erta Ale suggesting that

a major eruption maybe imminent. It was

tough going back to base camp, hard un-

derfoot over blistering volcanic landscape.

There people survive by drinking what-

ever water they can fi nd, be it stagnant

pools or puddles left over from the last

rain. Each LifeStraw fi lters a thousand

litres of clean drinking water. It is fulfi lling

to improve lives of others while on an

adventure - thank you Land Rover.


7TWA | Feb Mar 2012

NEWS DESK

VOLKSWAGEN COMMERCIAL Vehicles is presenting the new Crafter with a sharpened

design, optimised interior, the latest genera-

tion of the fuel effi cient TDI engines which sig-

nifi cantly reduce fuel and maintenance costs.

Thanks to the new four-cylinder common rail

diesel engines, the fuel consumption and CO2emissions have been signifi cantly lowered.

As a result, fuel and maintenance costs have

been decreased substantially. The vehicles

maximum payload increased by nearly three

per cent on some derivatives. The 20 000 km

service intervals allow for the new Crafter to

be effi ciently utilised for an extended period.

The Crafter was fi rst launched in South Africa

in April 2007 and to date it has sold over

4 000 units, which makes it the second best-

selling Medium Commercial Vehicle (MCV)

Panel Van in South Africa.

GOODYEAR EUROPE has hosted an event that saw over 170 of the continents top

commercial fl eet representatives, industry

leaders and transportation policy makers

attend a one-day symposium in Brussels de-

signed to open a wider debate on increased

demand for more fuel effi ciency from Euros

road freight sector. The symposium was built

on a newly introduced report called Driving

fl eet fuel effi ciency: The Road to 2020.

The report predicts how fl eets will cope with

cutting carbon dioxide and increasing fuel

effi ciency in an era of rising fuel costs and

environmental legislation.

The symposium was opened by Siim Kallas,

Vice-President of the European Commission

in charge of Transport, who welcomed Good-

year Europes 'Driving Fleet Fuel Effi ciency'

initiative. Kallas emphasised that road freight

is a key element of the economic system and

its sustainable development is essential for

the long term competitiveness of Europe.

He also underlined that increased energy

effi ciency should be a bridge to alternative

fuels. "To meet the policy objectives of the

European Union's (EU) 'Roadmap to a Single

European Transport Area', the EU needs a

clear and coherent vision helping to acceler-

ate the use of alternative transport fuels",

he said.

A strong transportation industry is vital to

the European economy, but at the same time,

the EU has set a target for the industry to cut

carbon emissions by 60% by 2050.

GOODYEAR

Symposium on driving efficiency

Michel Rzonzef, Vice President of Good-

year's commercial tyre business across

Europe, Middle East and Africa was pleased

with the symposiums outcome, where stake-

holders debated and discussed key issues af-

fecting the sector in an open and transparent

manner. In different panel discussions, some

of Europes largest fl eets came together with

industry players, experts in the latest fuel-

effi cient technologies, and policy-makers, to

debate on the practical and political steps to

take to reduce fuel use and move toward a

more sustainable future.

GABRIEL

2012 product catalogueGABRIEL, THE PREMIUM brand of Control Instruments-Automotive, has

launched its 2012 shocks, struts, car-

tridges and gas lifts catalogue, the most

comprehensive Gabriel catalogue to date.

The catalogue has four sub-categories:

vehicle listing, parts listing,

parts fi nder and technical

information, which includes

installation instructions.

The listings category

makes it easy to locate part

numbers by vehicle make;

model of vehicle; year of

production; vehicle type

such as a sedan, 4x4, van or coupe;

engine capacity; and part number. The

catalogue also provides alternate shocks

that will replace competitor parts.

The parts number category list part

numbers in numeric order making it easy

to fi nd the primary part number.

Technical information includes the shock

type and details covering the upper and

lower mountings, extension length, col-

umn, column length, accessory kit number

and suggested Gabriel products from the

Gas Ryder, Safari HDP, Safari, Techno-

matic, Heavy Duty and Fleet Range. The

catalogue can be found at www.gabriel.

co.za or is available as an A4 catalogue.

VOLKSWAGEN

The new Crafter

ub categories:

,

s

rt

or coupe;

HOT SEAT

ALTERNATE FUELS

Global warming is a hot issue. The combustion

of fossil fuels, petrol and diesel in cars and

trucks is a key aggravator in a worsening

situation. As a truck manufacturer, SCANIA

is taking the problem seriously. However, as Alec Mack,

national sales director for SCANIA South Africa, explains,

SCANIA has put the necessary thought behind their long-

term strategies in implementing appropriate solutions.

Critical of the green movement in South Africa, Mack

believes these people have not put enough thought into

alternate energy sources. Rather than look at variations

of fossil fuels such as liquefied petroleum gas (LPG),

Steady as she goesWhile SCANIA is not a ship the analogy ts. As a truck manufacturer, the company clearly knows where it wants to go and how it is going to get there. And, quite methodically, with careful navigation, it is.

The new SCANIA R Series (BELOW the R730)


compressed natural gas (CNG) or derivatives of fossil

fuels such as electricity, or hybrids thereof, SCANIA has

pursued alternate energy sources, biofuels which have a

neutral footprint, and have developed the technology to

effectively use these fuel sources.

Biofuels, such as bioethanol, biodiesel and biogas, are

part of the natural carbon cycle and dont contribute to a

net increase of carbon dioxide (CO2) in the atmosphere.

Fossil fuels release carbon from fossil deposits and

increase CO2 levels. The use of biofuels will thus help

reduce CO2 emissions, particularly in heavy transport,

where electrification is not easy to achieve. Only three

biofuels today fulfil the important requirements of sustain-

ability, commercial availability and volume production

bioethanol, biodiesel and biogas. Other interesting biofu-

els will not be commercially available for quite some time.

Bioethanol Bioethanol is the most widely used biofuel in transport

today. It is also the fuel that is most likely to be able to

supply large sustainable volumes in the future. A major

advantage is that it is a liquid and available in commercial

volumes globally. It can be easily produced from a variety

of raw materials, like sugar cane, beets or cellulose, and is

used both as a pure fuel and in low blends.

Bioethanol is recommended for city and regional trans-

port applications with a short to medium operation range.

SCANIA has a number of products available for running

on bioethanol e.g. buses, trucks and waste collectors.

SCANIA engines adapted for bioethanol fuel have the

same energy efficiency as a standard diesel engine and

fulfil the Euro 5/ EEV emission level.

Biodiesel Biodiesel is a liquid renewable diesel fuel pro-

duced from esterified plant oil. Biodiesel can

be used for all types of operation and

ranges. It is easy to handle, available

in commercial volumes, and can be

mixed freely with regular diesel. This

is the most appropriate biofuel for

heavy applications, long-distance

operations and haulage.

Also known as FAME (fatty

acid methyl ester), biodiesel

can be made from various

sources, like rapeseed, jat-

ropha, and waste cooking

Alternate fuel sources require careful thought Alec Mack, SCAN A SAs National Sales Director

HOT SEAT

oil, all with different quality aspects. In the European Union,

rapeseed is the largest source.

Emissions and per-

formance are slightly

affected. Provided

that the need for spe-

cial service intervals is

observed, SCANIA per-

mits using up to 100%

FAME fuel in some of

its engines.

Biodiesel can also be

produced in a synthetic way

with excellent combustion

properties, but is not available

in commercial volumes as of

yet. Synthetic diesel produced

from biomass (BTL, biomass-

to-liquid) has great potential

as an alternative fuel. It pro-

vides excellent preconditions

for clean combustion as it is

ideally suited to high-efficiency

diesel engines and can be

mixed with regular diesel. It

can be produced from various

raw materials including bio-

mass, waste and fossil natural gas.

Biogas Renewable biogas shows especially good emission char-

acteristics, and can be used for fuelling heavy vehicles.

Biogas is recommended for fleets and urban transport

applications with short operation ranges, mainly because

gaseous fuel is bulky and the tanks only allow enough

fuel for a shorter distance. Gaseous fuels also require a

costlier infrastructure.

The most cost-efficient and sustainable method for

producing biogas is to use local sewage or waste. Even

when waste volumes are limited, cities can use this favour-

able opportunity to power parts of local city fleets and in

this way secure a supply of a locally made clean biofuel.

SCANIAs Otto engine, with its lean burn technology, pro-

vides low fuel consumption and a very clean operation,

fulfilling the Euro 5/EEV emission level.

Biogas and natural gas are the same molecule (meth-

ane), but biogas is renewable and natural gas is fossil.

Hydrogen Hydrogen is not an alternative in the short term, but

may prove viable together with fuel cells some time

beyond 2020. Powertrains that comprise a fuel cell and

an electric motor could be an interesting alternative in

the very long term. A hydrogen fuel cell is reasonably

efficient in heavy-duty transport, but no method to trans-

port sufficient amounts of hydrogen gas on a vehicle

currently exists.

Also, hydrogen must be produced from renewable raw

materials, a technology which is not viable at present.

SCANIA has participated in a European project to develop

a concept fuel cell bus.

Developing the technologyAround one-third of SCANIAs R&D

engineers are continuously

involved in long-term engine

research, which includes finding

attractive solutions to running on

alternative fuels for urban applica-

tions. SCANIAs responsibility is not

limited to modifying engines to run on

alternative fuels according to customer

demand. We have to ensure that the

operational and environmental performance, as well as

durability, meets SCANIAs standards, says Mack.

Something moreReducing fuel consumption, and

thereby reducing the amount of

emissions produced, is more

than just using an alternate

energy source. It involves the

basics of good vehicle design

and operation. This includes

designing and fitting wind-tun-

nel tested air deflectors, proper

driver training, correctly inflated

tyres, fitting efficient retarders

and automatic gearboxes, and

regular vehicle servicing. It does

not mean painting your compa-

ny name on a roof air deflector

and shifting it to a more vertical

position so that it can be seen as

this turns the air deflector into an air brake. It also does not

mean fitting a bull bar to your truck as the drag on this

piece of unnecessary embellishment adds 1% to your fuel

bill. So, reducing fuel consumption is also about education

and the consistent application of knowledge.

Fuel

Diesel Ethanol Biodiesel Biogas

Engine DC9 24, 360 hp DC9 E02, 270 hp DC9 24, 360 hp OC9 G04

Energy GJ 1 584 000 924 000 1 452 000 1,584 000

MWh 440 000 256 670 403 330 440 000

Local emissions

NOx (kg) 308,000 176 000 308 000 212 160

HydroCarbons (kg) 880 5 280 880 0

PM (kg) 1,760 880 1 760 1 100

Global emission

CO2 (tonnes) 118 800 20 240 66 000 22 000

% CO2 reduction 0% 83% 44.4% 81.5%

Note 1: All calculations are based on an emission class EEV, a lifetime mileage of 1 000 000 km and a fuel consump-tion of 44 /km | Note 2: Energy and CO2 emissions are based on the calculation of fuel consumption. Exhaust emissions are based on measurements during the certifi cation of each engine type. For biodiesel, the values from engine certifi cation, with diesel fuel, are used.

EDITORS COMMENTThe world population has now reached 7 billion. According to the UN, it will reach at least

9.1 billion by 2050. Known oil reserves will be fully depleted by then and the sustainability of

alternate fossil fuels resources, like natural gas, will be under extreme pressure (excuse the

pun). Sustainability must then take on a new meaning, or perhaps its original meaning the

ability to continue, to replenish itself. Biofuels are the only sustainable fuel alternative.

SCANIA-13D A NEW GENERATION OF ENGINE.PSD

So Paulo, one of the worlds largest cities, has become the fi rst city in Brazil to have an ethanol-fueled bus fl eet as part of the countrys carbon-reduction goal

TABLE 1 Energy and emission comparisons

y aspects. In the European Union,

ource.

%

f

be

way

stion

ilable

as of

duced

Developing the teAroun

e

i

r

a

alte

tions

limite

alterna

demand

Diesel

Engine DC9 24, 360 h

EnergyGJ 1 584 000

MWh 440 000

9TWA | Feb Mar 2012

Warehousing and distribution Terminal management (bulk and containers) Bond storage Inventory management Materials / cargo handling and palletisation Container stufng / loading, securing and destufng / unloading

Groupage / Consolidation

Multi-modal transportation (direct modes and/or transshipments) Shipping and port related services Rail logistics Road

Freight forwarding & clearing / International logistics

Delivering world-class and international inter-modal systems critical to the continents growth and competitiveness.

Winner of the 2011 Mail & Guardian Greening the Future Awards K/^/W

Innovation, inspiration and foresightFast moving, forward thinking in Africa

Africa | Transport and Warehousing | Consumer Products |

Specialised Freight | Integration Services | Bulk Commodity Services

AFRICA DIVISION Tel: +27 11 821 5500 E-mail: [email protected]

www.imperiallogistics.co.za

TRANSPORTERS OPINION

On this corridor bad road quality is not the

only problem, says Cyril Laubsher, Business

Development Director of IMPERIAL Logistics

Africa Division. Getting through border posts

such as Beitbridge, Chirundu and Kasumbalesa fast and

safely is.

In reality, none of the border posts are One Stop Posts.

As a result, regional authorities duplicate functions. This

chases cost into the system and leads to lengthy standing

times for vehicles. It contributes to the high cost of logistics

in southern Africa, he says.

North-South border posts contribute to inefficiencies that

Laubsher says affect productivity and inhibits us from

sweating transport assets. One stop border posts that use

technology would not only speed up cross-border clearing

and compliance operations, but would substantially con-

tribute to the improvement of logistics cost and the overall

state of logistics. The Kopfontein Border Post initiative is

one example of this approach.

General freight drivers standing time at Beitbridge and

Chirundu could be two days at each post and Kasumbalesa

crossing into the DRC, four to seven days. On top of this,

between the Copperbelt and Kasumbalesa, drivers face

sections of road that are moderate to poor, forcing diver-

sions, explains Laubsher. He adds that basic facilities

at border posts are not good. Running water and clean

Border posts along the North-South Corridor, which links the Copperbelt to South Africas southern ports inhibit effi ciencies for Logistics Service Providers (LSPs) and drive up cost for companies doing business in Africa.

Border post barriersLIMITATIONS

hygienic ablution facilities do not exist. In partnership with

NGOs and governments, LSPs have the opportunity to

improve this situation, developing communities along the

routes and corridors in which they

are active.

LSPs such as IMPERIAL

Logistics understand documenta-

tion requirements for cross border

and intra Africa trade, he says

emphasising that it is important

to operate within protocols, good

governance and acceptable busi-

ness practices and principles.

Moving goods in Africa requires

LSPs to consistently improve on

costs, quality and speed of ser-

vice and response. We need to

be the experts. We need to know

which routes are optimal. Routes

that seamlessly integrate all

modes and networks, concludes

Laubsher.

Lengthy standing times for vehicles contribute to the high cost of logistics in southern Africa Cyril Laubsher, Business Development Director ofMPER AL Logistics Africa Division

ABOVE AND BELOW Typical queues at the Kasumbalesa border post between Zambia and the DRC

BELOW The new Kasumbalesa border post will hopefully eradicate the backlog and speed up processing time

11TWA | Feb Mar 2012

kld2

036

Engineering the ideal truck for Africa takes time and the CLA range from MAN has undergone a three-year process of re nement to better suit local operating conditions and satisfy speci c customer requirements. Powered by the worlds best diesel technology, the next-generation MAN CLA is equipped with a host of robust features to overcome the many challenges posed by Africas most gruelling trucking applications. Guts, reliability and good looks, the new CLA is your MAN.

s",/%-&/.4%).s"/437!.!s#!0%4/7.s#%.452)/.s%!34,/.$/.s%2-%,/s'%/2'%s*/(!..%3"52's+)-"%2,%9s-)$$%,"52's.!-)")!s.%,3025)4s0).%4/7.s0/,/+7!.%s0/24%,):!"%4(s37!:),!.$s6%2%%.)').'

Package perfected for African conditions.

For your Finance and Insurance requirements, contact us on 011 387 1940.An Authorised Financial Services and Registered Credit Provider.

This MAN backs you up


COMMERCIAL VEHICLES

Driven by market demands for fuel efficiency,

optimum power-to-weight ratios, safety and

comfort, MANs portfolio of heavy and extra-

heavy trucks gained significant market share

throughout the course of 2011, penetrating fleets once the

stronghold of leading competitor brands.

MAN TGS 26.480 6x4 BLS with MAN D26 Euro 5 engine

and MAN AdBlue - Using SCR exhaust gas after-treatment

technology. The truck is less sensitive to fuel quality than its

European sibling and can work with 500 ppm diesel without

negatively impacting on performance. This truck tractor can

run for 72 hours at full power and torque without AdBlue.

MAN TGS WW 26.440 6x4 BLS with LX LuxLine Cab and

EfficientLine Package - The MAN EfficientLine Package

is based on fuel-saving elements found on the MAN TGX,

MANs European flagship. The package includes but is not

limited to; aero-kits to reduce drag, an energy and air pres-

sure management system to optimise compressor applica-

tion, tyre pressure management to reduce rolling resistance,

as well as fitments for truck trailers including alloy wheels,

energy tyres and aero-kits including side-skirts.

MAN TGS WW 27.480 6x4 BBS with LX HighLine Cab

an on-highway 6x4 truck-tractor equipped with steel sus-

pension, enabling flexibility to manage harsher terrain. This

model is proving popular in the long-haul coal transport

sector where vehicles are required to operate efficiently on

the open road while occasionally enduring the tougher con-

ditions at loading and unloading areas.

MAN TGS WW 27.440 6x4 BBS with L HighLine Cab

Similar to the TGS 27.480 6x4 BBS, this truck-tractor is

well-suited to the long-haul transporter but with a greater

resilience to harsher operating conditions.

MAN TGS WW 33.360 6x4 BB with M-Cab A robust

and powerful heavy-duty tipper chassis fitted with a straight

9-tonne front axle beam for greater ground clearance. Hub

reduction drive axles provide optimum torque transfer for

arduous mine and quarry applications whilst also enabling

better ground clearance at rear.

MAN TGS WW 41.440 8x4 BB with M-Cab An 8x4

derivative for specialised applications, equipped with MANs

powerful D26 common-rail engine. Suitable for mining, con-

struction, forestry, waste management, fire fighting, disaster

management and crane applications, this on/off-road truck

has twin steering axles for optimum manoeuvrability and

versatility in off-road conditions where vehicle turning space

is limited.

MAN TGS WW 33.440 6x6 BB SWA with M-Cab - Fitted

with single tyres and permanently engaged all-wheel drive,

the truck has class-leading traction and climbing ability to

haul heavy loads out of some of the toughest operating con-

ditions. The single wheel tyres (SWA) offer enhanced track-

ing for safer, more efficient appli-

cation in muddy as well as sandy

off-road conditions.

MAN TGM 18.240 4x4 BB SWA

with M-Cab A 4x4 single-wheel

rigid truck chassis ideal for off-road

duty such as forestry, fire-fighting,

as a service/support vehicle and

as a personnel carrier. The versa-

tile chassis allows for customised

body fitment and is even proving to

be a popular game viewing vehicle

and or as a platform for adventure

undertakings.

MAN CLA range Having under-

gone extensive field trials in local

conditions, recent upgrades have

rejuvenated the range, making the

CLA a refined product range and an

ideal truck for rigorous applications

in Africa as a freight carrier, tipper

or mixer.

VW Constellation Ever since its introduction to the

local truck transport market in late 2006, the Volkswagen

Constellation range of heavy-duty trucks has made steady

headway into leading fleets, thanks to its solid German

engineering, fuel economy, drive comfort and pulling power.

The range, which forms part of the MAN stable, includes

both truck-tractor and rigid (freight carrier) derivatives that

fill a gap in the market between budget and premium-class

trucks. As part of the MAN dealer network, VW Constellation

customers are supported by 24 service centres around

the country.

Whether its a big, small or tough job, consistency and reliability are common drivers. We look at what needs to be on the truckers tick sheet.

Its a MANs workTRUCKERS CHOICE

FROM ABOVE The MAN TGS 41.440

The MAN TGS 26 series,

and

The Volkswagen Constellation

S I N C E 1 9 4 0

All great drivers know that a Freightliner is one of the most affordable trucks

to keep running at its best. It demands less from you so you can save

more. This lady knows what she wants, but wont put you through hell for it .

A N O T H E R R E A S O N W H Y I T T A K E S A L O T T O S T O P A F R E I G H T L I N E R .

r X X X G S F J H I U M J O F S D P [ B

THANK GOODNESS,MY UPTOWN GIRL IS LOW MAINTENANCE

THE

OLD

SH

AN

GH

AI F

IREC

RAC

KER

FAT

OR

Y 70

1769

FREIGHTLINER

The Freightliner is no fairy tale. It is real, smart, tough and goes the distance.

The Freightliners rugged looks, combined with

its reputation for efficiency and dependability

changed the face of trucking in South Africa. At

the time of its launch in this country it was the

first commercial truck to introduce electronic engines, ABS

and cab air-conditioning as standard. This set the tone for

its continued leadership in terms of safety, ergonomics and

performance. These accolades are not just talk either. As the

old saying goes, the proof of the pudding is in the eating.

United BulkThis Gauteng-based transporter of food-grade products

and dangerous goods has used Freightliner as part of its

extensive truck and tanker fleet since 2007. They recently

increased this brands presence in their fleet by another 27.

Owner, Patrick Pols, comments that the longer wheel base

is ideal for payload optimisation using tri-axle tanker semi-

trailers. When it came to adding new trucks to our fleet, we

made an executive decision to go the Freightliner route due

to the excellent after-sales support from the dealer network.

Commenting on the superior efficiency of the trucks, he

says: We are achieving an impressive 2.6 km/litre on some

of our Columbia rigs, well below the industry benchmark.

KEW Foundries This well-established engineering company, with a long his-

tory of manufacturing steel works for the mining industry,

in their day-to-day operation, needs a fleet of

trucks that can do some heavy duty

lifting and Freightliner has become

their abnormal load truck of

choice.

As proof that Freightliner has

the capacity to carry more ton-

nage than most of its competi-

tors, KEW delivers the largest

cast sheave wheels in Africa

to their mining customers

using this truck brand. These

sheaves have a root diameter

of 6.5 metres!

The Freightliner Argosy is

the ideal vehicle to accommo-

date our custom built 33-tonne

trailer, allowing us to transport

these monolithic sheave wheels

into Africa without an escort, says Jaime Goncalves, techni-

cal director at KEW Foundries.

So, why a Freightliner?Freightliner trucks have the flexibility to serve a wide range

of industries and commercial applications due to its range of

heavy and medium duty options. Whether its an Argosy or

Columbia model, with Freightliner innovation and technology

in your employ, your business

can be assured of:

top performance

maximised payload

exceptional fuel economy

ease of maintenance

lower overall cost per kilometre

long-term reliability

industry-leading safety.

Stretching its flexibility even further the Freightliner comes

in a choice of Detroit Diesel or Cummings engines. In

Detroit Diesel-powered trucks, the use of turbo compound-

ing and common rail fuel injection allows your business to

achieve unmatched engine response, superior fuel economy

and outstanding emissions levels. Both Detroit Diesel and

Cummings engines will give you the edge with industry-

leading power and performance.

The touchstone of the Freightliner is the constant innova-

tion in developing ever better components and systems.

This makes the Freightliner the truck of choice for those

truckers who are serious about their trucks. The

Freightliner is not just a

beauty - its a truck-

ers truck.

Beauty and the beast

ABOVE Freightliner Columbia

BELOW Freightliner Argosy

COMMERCIAL VEHICLES


Much less of a slurper.

The future of fetch & carry is here. In spite of the fact that our new range of trucks offers you engines with more power

& torque, you will find that most of them are more fuel efficient. The entire FK/FM range has also been upgraded to greener

Euro 2 emissions level engines with super efficient common rail fuel injection. So your FUSO will fetch, fetch and fetch

again... Another reason why FUSO should be your businesss best friend.

THE

OLD

SH

AN

GH

AI F

IREC

RAC

KER

FAC

TOR

Y 70

1771

Mercedes-Benz South Africa (Pty) Ltd. is an authorised distributor of FUSO trucks.

C A L L 0 8 6 1 F U S O 0 0 O R V I S I T W W W.F U S O . C O . Z A A N D C H O O S E F R O M O V E R 3 0 D E A L E R S H I P S N AT I O N W I D E


Commercial vehicle manufacturer, Fuso, a

member of the Daimler group, has introduced

a heavy-duty hybrid truck in Japan. The new

vehicle concept premiered at the Tokyo Motor

Show late last year. First tests of the Super Great HEV have

demonstrated significant fuel efficiency improvements

over conventional diesel-only vehicles.

The hybrid heavy-duty truck development is a further

milestone in the development efforts of the Global Hybrid

Center (GHC) located in Kawasaki. The development cen-

tre synchronises and controls Daimler.

Heavy-duty hybrid setupThe newly-developed hybrid heavy-duty truck is based on

the technology of the Canter Eco Hybrid, around 1 200

units of which have been sold since it was introduced in

2006 and which has proved itself in numerous applica-

tions worldwide. The Fuso Super Great HEV now being

presented features a conventional diesel engine, electric

motor/generator, lithium(Li)-ion battery and related control

software. It utilises a parallel hybrid system. That means

power to drive the vehicle comes from the vehicles elec-

tric motor, the diesel engine or both. Fuel efficiency and

emission reduction are achieved by using them singly or

in combination with each other, according to driving con-

ditions. When slowing down or braking, the electric motor

functions as a generator to brake the vehicle. The genera-

tor converts brake energy into electric energy and returns

it to the lithium-ion battery.

First test results very encouragingThe first tests performed under real-life conditions show an

impressive increase in fuel efficiency by as much as ten

percent versus conventional diesel-only powered vehicles.

Testing was conducted on motorways in Japan, in repre-

sentative conditions.

Long-haul trucks recover and store energy as they move

up and down hills. In addition, they tend to run

much longer distances than light commer-

cials and the benefits of hybrid tech-

nology therefore

accumulate. The

hybrid system of

the Fuso Super

Great is opti-

mised, so it can

capture energy

even when the

truck is going

down very slight

grades. The par-

allel hybrid system

ensures that energy

loss is minimised.

Based on the positive test results,

Fuso is now moving ahead with the development of heavy-

duty hybrid trucks. The key challenge now is to ensure sig-

nificant overall lifecycle cost benefits for the Super Great

HEV. Trucks are capital goods and will therefore prevail

in the market, especially when their purchase pays off for

entrepreneurs.

One focus of work is to minimise the weight of the hybrid

system so the customer has the highest possible payload

at his disposal.

Fusos heavy-duty hybrid truck

ALTERNATE POWERTRAIN

Stepping up to the challenge of reducing operating costs, a ten percent fuel effi ciency increase over conventional diesel engines was achieved in testing by the new hybrid Fuso.

tances than light commer-

nefits of hybrid tech-

e

e

g

ht

ar-

stem

energy

.

ABOVE The Fuso Super Great HEV heavy-duty truck concept vehicle

LEFT The Fuso Hybrid that was on show at the 2011 Tokyo Motor Show

The state-of-the-art full hybrid system represents a major automotive industry milestone with its fully integrated combination of electric motors with a fi xed-gear transmission

COMMERCIAL VEHICLES

Yes! I am interested in Africa Roads 2012 Voucher Code: A2 601284F I would like to attend the event please contact meF I would like to know more about this event please contact me

Name .............................................................................................................................................................................

Job title .............................................................................. Organisation .......................................................................

Address .........................................................................................................................................................................

Post code ........................................................................... Country ..............................................................................

Tel ...................................................................................... Fax .....................................................................................

Email ..............................................................................................................................................................................

Reply form Fax: +27 (0)11 707 9960

310

8

The earlier you book the more you SAVE!

BOOK NOW! online www.terrapinn.com/2012/africaroads | email [email protected] | phone +27 (0)11 463 6001 | fax +27 (0)11 463 6903

28 February 2 March 2012Sandton Convention Centre, Johannesburg, South Africa

Produced by:Associate sponsors:

Raise capital for your next projectFind out how to attract nancing for road infrastructure

Realising the economic benets of road integrationGet insights into new road initiatives that are helping Africas economies grow

Become proactive and spend less on maintenanceExplore how Africas roads stakeholders can meet global standards

On the move

Opportunities for investment, nance and growth in Africas roads sector

Hear from

Philip WambuguDirector of Infrastructure

East African Community, Tanzania

Meshack Kidenda Director GeneralKenya National

Highways Authority

Dr Anthony Mwanaumo

CEO Zambia National Road

Fund Agency

www.terrapinn.com/2012/africaroads

6th annual event


2012 PROSPECTS

Hino, like the other Japanese vehicle manufactur-

ers, was affected by not only the tsunami and

earthquake that hit Japan on March 11 2011,

but also by flooding in Thailand towards the

end of the year which impacted on the ability of component

makers in that country to supply many of the worlds vehicle

manufacturers mainly those located in Japan.

Even though we put contingency plans in place following

these natural disasters particularly in terms of our after

sales support to customers we had significant stock short-

ages for much of the year, says Hino vice-president, Dr

Casper Kruger.

However, here in South Africa we still manage to stay in

second place. Hino maintains its proud record as the long-

time market leader in the medium truck market, with Hino

300/Toyota Dyna leading the way in this segment of the

South African market for the 31st consecutive year.

The 500 Series remain the second best-selling heavy truck

range in the country gaining 0,3% in market share, explains

Kruger. Hino sees the short term outlook for the truck mar-

ket in 2012 as positive, particularly as the stock situation

improves, with Hino production running at full capacity in

Japan again.

The company is also going to have a big boost in March

with the arrival of the impressive new range of 300 Series

trucks, including some important new derivatives to the line-

up. The new 300 Series was previewed at the Johannesburg

Truck and Bus Show in October and attracted a great deal

of attention from potential customers. South Africa will be

the first semi-knocked down market in the world to get this

important new range.

Kruger stresses that the 2012 focus is not going to be on

increasing volume at the expense of customer satisfaction.

We want to be known for offering unparalleled uptime to our

customers and to this end we will be taking some actions to

further improve parts availability.

One of the highlights of last year was the announcement

of our HinoCare initiative that enables us to increase service

intervals on all Hino models as a major contributor to improv-

ing our all-important CPK (cost per kilometre) figures. We

have also made significant improvements to the warranty

benefits for certain of our models.

The Hino brand was given a boost internationally at the

beginning of the year with another impressive performance

in the gruelling Dakar Rally.

The leading Japanese truck manufacturer, continued to

build on its amazing record of successes in this world

famous event, this time notching up its third consecutive

victory in the category for trucks with engines of less than

10 litres capacity.

This years event started on 1 January in Mar-del-Plata

in Argentina, traversed Chile and finished in Lima, Peru,

on 15 January. The total route for the trucks was 8 336

km, made up of 14 competitive special stages, totalling

4 120 km, and 4 216 km of liaison sections.

The highest placed four-wheel-drive Hino 500-Series truck,

crewed by Teruhito Sugawara and Seiichi Suzuki, placed

an excellent ninth overall in a field dominated by so-called

monster trucks with much larger engines and many of

them specially developed for this event.

The second Hino, driven by Teruhitos 70-year-old father,

Yoshimasa, and co-driver Hiroyuki Sugiura, placed 24th over-

all and third in the 10 litre engine

category. The Hino 500 Series has

also won the under 10 litre engine

capacity category 12 times in the

13 races this category has been

contested since this class was first

introduced in 1996,

This year Hino continued its long

association with Team Sugawara,

which is headed up by Yoshimasa

Sugawara, who holds the record for

the most consecutive entries in the

Dakar Rally at 29. He is the only

Japanese to have competed in this

epic race on a motorcycle and quad

as well as in a car and truck. Now 70

years of age he holds the record for

the most consecutive finishes in the

Dakar Rally at 21.

His son, Teruhito, has already established an amazing

record in the Dakar Rally, with only one finish outside the top

10 in 14 years of competition.

The team was backed up by a support crew which included

five technicians from Hino dealerships in Japan.

Team Hino are optimistic about growth prospects in the South African truck market in 2012. Dr Casper Dr Casper Kruger, vice-president, Hino SAKruger, vice-president, Hino SA

Hino upbeat

Hino was boosted with another impressive performance in the grueling Dakar Rally

COMMERCIAL VEHICLES

Product shown in photograph is for illustration purposes only, and is subject to stock availability.

Professional, Passionate, Dependable24 Hour Roadside Assist 0800 008 800

www.udtrucks.co.za

With class-leading operation performance, high levels of safety and a focus on driver comfort, UD Trucks Quon range offers the best in extra heavy trucking.

The Quon range is powered by the proven reliance and economy of UD Trucks quality engine series, and delivers low fuel consumption through increased combustion ef ciency. A

number of chassis variations are available to meet various load and road surface challenges, positioning the Quon range at the forefront of pro table transport solutions.

Making Light Work ofExtra Heavy Loads

MSS

UD

EH

CV

22


The South African truck market is expected to grow

by 12.3% to 29 358 units during 2012, indicating

a slight decline from the 17.39% growth experi-

enced in 2011. According to Johan Richards, CEO

of UD Trucks Southern Africa, one has to keep in mind that

the market came off a low base in 2010 which boosted sales

in 2011, inflating last years growth considerably.

The star performer in the local truck market was the Extra

Heavy Vehicle (EHCV) segment, which increased sales on a

year-on-year basis by 35.41% to 11 503 units. Sales in the

Medium Commercial Vehicle (MCV) segment increased by

15.3% to 8 713 units, while a 5.69% growth was experienced

by the Heavy Commercial Vehicle (HCV) segment to reach a

total of 4 664 units. Bus sales predictably declined, by 37.6%,

to 971 units.

Despite several negative factors that could possibly affect

the market over the medium to long term, the 2011 sales

results show that the market still has a lot going for it, says

Richards.

He reveals that a number of factors will impact the sale of

trucks in the year ahead, including the potential implementa-

tion of the e-toll system on Gautengs roads and its impact

on transport companies operating costs.

Business confidence levels hovered around the 100.4

mark at the end of 2011, and will continue to be a key indi-

cator of the health of the truck market in 2012, explains

Richards. External influences, like the Eurozone crisis, are

continuing to have a negative impact on local growth includ-

ing job creation, exports and subsequently truck sales.

Richards adds that the company is expecting some growth

in the second half of 2012, as the United States economy

is expected to regain some momentum and record some

steady growth.

The Road versus Rail conundrum continues, with Transnets

recent purchase of 143 new locomotives and the announce-

ment of a new R17 billion route through Swaziland, expected

to slowly start impacting the sales of EHCV as the new pro-

jects are implemented.

Fleet owners will be looking to reduce fuel consumption,

maintenance and service costs. On the transport side of

things, Richards is of the view that long haul vehicles will be

used to maximum capacity and that the construction industry

should improve considerably during 2012 after hitting quite

low levels early in 2011.

We believe that the EHCV segment will start to slow down

in the latter part of 2012. We expect the HCV market to

perform well in 2012 after a sluggish run in 2011. Now that

the market has replaced their EHCV long haul vehicles, we

should see an increase on the HCV side, especially for local

deliveries. The Bus market should pick up slightly, but not by

much, depending on how the government implement various

BRT systems countrywide during the course of the year,

explains Richards.

On a year-on-year basis, UD is forecasting the MCV

segment to grow by 11.13% to 9 812 units. Sales in the HCV

segment are expected to grow by 17.95 units to 5 525 units,

while a total of 12 932 units are expected in the EHCV seg-

ment a forecasted growth of 10.96%. The Bus segment is

expected to improve during 2012, by 10.45%, to 1 089 units.

UD Trucks remained the countrys top truck exporter in

2011, exporting a total of 244 units into Africa. The total

export market came to 861 units, a decline of 6.5% when

compared to 2010s results. If the Europe Zone debt

crisis remain stable, we foresee a very good year in the

African export countries after a rather sluggish 2011, says

Richards. Richards adds that the company is continuing

to expand its dealer network across the continent, and

believes that the quality of their dealerships

and the level of sustainable support they pro-

vide along the major routes in sub-Saharan

Africa, are the key driving forces behind their

successful sales performance over the last

number of years.

UD Trucks Southern Africa has dealers

in Angola, Botswana, Lesotho, Madagascar,

Malawi, Mauritius, Mozambique, Namibia,

Seychelles, Swaziland, Zambia, Zimbabwe,

and is currently investigating a number of

opportunities for expansion across the region.

UD Trucks performance on the local front

increased year-on-year sales by 27.67% to

3 234 units, retaining its third position in the

market with a 12.5% market share. The company is forecast-

ing around 4 000 sales in 2012. During the course of the year,

UD will be launching a new generation Quon EHCV range,

and is in the process of planning new introductions in 2013,

2014 and beyond.

Set for more growth in 2012

Extra heavy commercial vehicles sales have been very positive

g

co

p

ontinent, and

ps

2011 sales results showed that the market has a lot going for it Johan Richards, CEO, UD Trucks Southern Africa

COMMERCIAL VEHICLES

2012 PROSPECTS

Volvo Action Service0860 11 22 12

Used TrucksTel: 011 823 5755

Head Of ceTel: 011 842 5000

Beaufort WestTel: 023 415 3962

BloemfonteinTel: 051 435 5502

Cape TownTel: 021 986 8200

Gauteng (Jet Park)Tel: 011 842 5300

GeorgeAdstock TradersTel: 044 878 1333

KimberleyTel: 053 841 0527

MiddelburgTel: 013 246 1918/9

NelspruitTel: 013 752 6138

NewcastleTel: 083 322 0722

Pinetown (Durban)Tel: 031 792 4000

PolokwaneTel: 015 293 1216

Port ElizabethTel: 041 486 1885

Richards BayTel: 035 797 4235

Botswana (Gaborone)Auto Sueco(Botswana) (Pty) LtdTel: +267 392 3117

Namibia (Windhoek)Auto Sueco(Namibia) (Pty) LtdTel: +264 61 228 520

Transporting daily commodities and consumer goods

countrywide involves a race where availability, payload

capacity and costs per kilometre are winning factors.

The answer is well-speci ed trucks that can handle fast

and reliable transportation. The Volvo FH will answer that

call and provide you with solutions for both local and long

- haul applications. The Volvo driveline includes the D13

engine, I-shift gearbox and rear axles with various ratios

that deliver immense pulling power. This is a vehicle that

has excellent driveability with optional speci cations

such as single or hub reduction, a variety of power and

torque pro les, low chassis heights and a wide range

of cabs designed for driver comfort and productivity.

The FH is the champion on the long routes when it comes

to performance, comfort and fuel ef ciency.

COST EFFECTIVE TRUCK FOR UP-TIME DELIVERIES

www.volvotrucks.co.za

volvo TRUCKS. driving PROGRESS


Aerodynamics is more important to the trans-

port companys economy than many people

think. This is because higher air resistance

requires more power to propel the truck, which

in turn leads to higher fuel consumption. Its as simple as

that. But with aerodynamic deflector panels from Volvo

Trucks, a lot of expensive fuel can be saved.

The prime concern with aerodynamic truck design is to get

the air to press uniformly against the entire cab. However,

on a vehicle with sharp corners, the air does not naturally

hug the surface panels of the vehicle. Instead, it lifts off the

surface and circulates and twists behind the corner in a

turbulent whirlwind, known in the industry as a slipstream.

Energy is used up when the vehicle starts sucking back

this air from behind, pulling it along in this type of slip-

stream, because it is taken from the vehicles own kinetic

energy. If this turbulence can be eliminated, less energy is

used to propel the vehicle forward, explains Hjelm, aero-

dynamics expert at Volvo Trucks.

When designing the truck, the aim is therefore to

increase the radius of the corners and to create more

rounded shapes, thus avoiding the slipstream effect.

There is a rule of thumb that says that the radius of the

corner should correspond to 10 percent of the width. If

we design the truck with these proportions, we will have

fulfilled priority number one. Or rather, we will have avoided

creating a poor aerodynamic design.

Early in the project, CAD drawings of the truck are cre-

ated, allowing the engineers to carry out wind-tunnel tests

in the computer to simulate the flow of air around the entire

vehicle. Here it is also possible to calculate how individual

components such as the rear-view mirrors affect air

resistance. The further the project progresses, the more

the engineers switch to tests in a real wind-tunnel, which

provides more precise results.

So particular attention is paid to the vehicles corners,

not just with regard to giving them a sufficiently generous

radius, but also in terms of any additional equipment with

which the truck is fitted. The air accelerates most around

the vehicles corners, and components added on in this

area promote the most air resistance.

Auxiliary lamps, advertising signs or Michelin men fit-

ted at these corners result in increased air resistance and

increased fuel consumption, says Hjelm and explains

that the best position for such additional components is

in the middle of the cab front where the air is almost at a

standstill before it is pressed out towards the sides. The

converse is also true there is other equipment that signifi-

cantly boosts the vehicles aerodynamic efficiency.

By far the most effective aid is the roof-mounted air

deflector, he adds.

It ensures that the flow of air does not strike face-on to

VOLVO TRUCKSDesigned to minimise resistance

that part of the trailer that protrudes above the tractor, and

it ensures more uniform transition for the flow of air from

the cab to the trailer roof. The roof-mounted deflector is

adjustable so it can be tailored to suit different types of

trailer and it is adjusted to suit the height of the trailer and

the gap between the tractor and trailer. In order to further

enhance the benefits of the roof deflector, there is even an

intermediate panel that fills the gap created when its angle

is raked more steeply.

We test the roof-mounted deflector for dif-

ferent trailer heights and gaps and include

adjustment instructions in the drivers man-

ual so the haulage operator can see how it

should be set up, explains Hjelm.

The side-mounted air deflector is posi-

tioned at the rear sides of the cab and

operates in the same way as the roof-

mounted panel. Air deflectors do most

good on high-bodied rigs that operate at

high average speeds (see the diagram).

Another important detail that can save

considerable fuel is chassis side-skirts

fitted between the front and rear wheels.

They are available for both tractors and rigids with a fixed

box body and they have a beneficial effect on both, but they

do most good on trucks with a fixed box body since these

vehicles have a longer wheelbase. The air deflector must be

selected so it suits the vehicle. This applies both to semitrail-

ers and rigids. Volvos air deflector panels have been devel-

oped through comprehensive tests in wind-tunnels and on

the road to achieve the greatest possible fuel savings.

Making ones way through the air is thus all about getting

to the destination with the least possible air resistance.

The more aerodynamically efficient the vehicle is as it

slices through the air, the less energy and fuel it uses.

Air resistance, a fuel thiefby Tomas Hansson, Volvo Trucks

Aerodynamics An air defl ector system always

brings benefi ts. Not least as

speed increases.

Maximum aerodynamic effect is achieved if the roof-mounted air

defl ector is supplemented with

side panels, chassis side-skirts

and aerodynamic wheel covers.

Most of the roof-mounted defl ectors are adjustable. Be

careful when setting them up as

regards the distance to the body

or semitrailer. If it is a mere 10

cm too low, it can actually raise

fuel consumption by one litre per

100 kilometres.

p y

AA

FUEL EFFICIENCY

COMMERCIAL VEHICLES

MARKET INSIGHT

Economic perspectivesAll things being equal, 2012 looks set to be a better year All things being equal, 2012 looks set to be a better year for countries along the North South Corridor.for countries along the North South Corridor.

Democratic Republic of CongoTHE ECONOMY began to recover in 2010, with estimations showing real gross domestic

product (GDP) growth increasing to 6.1% from

2.8% in 2009 and largely

driven by mining, which

was buoyed by higher world prices. This

in turn stimulated the services sector and

infrastructure rehabilitation. Contributors to

overall growth were mining (11.8%), construc-

tion (10.1%) and wholesale and retail trade

(6.3%). The economy is expected to grow at

around 6.5% over the next two years.

The budget defi cit, which worsened in 2009

as a result of the world economic crisis,

ZAMBIA

DEMOCRATIC REPUBLIC OF CONGO

SOUTH AFRICA

ZIMBABWE

improved in 2010 thanks to higher govern-

ment revenue, but worsened again in 2011.

Partnerships with emerging countries in-

clude ties with China, India, Korea and Brazil,

which are very involved in mining, construc-

tion, information and communication

technology (ICT), agriculture, technology

transfer and social development, with India

supplying credit lines, and China grants and

soft loans. Chinese enterprises dominate

public-works projects and have increased

their activity in mining.

The countrys vast road network is still

in very poor condition despite efforts to

improve it, and electricity supply remains

far below the countrys needs, but an aid

agreement with China and resumption of ties

with foreign donors have re-

energised these sub-sectors.

South AfricaREAL GDP grew year-on-year by 2.8% in 2010, recovering

from the low base of a 1.7%

contraction in 2009. GDP

growth was primarily driven by

steady recovery in consumer

Category DRC South Africa Zambia ZimbabweSize ( km2) 2 345 410 1 219 090 752 618 390 757

Population 66 020 000 50 110 000 13 257 000 12 644 000

GDP (PPP) (2011 est.) ($ billion) 21.3 554.6 21.9 5.9

GDP Per Capita (PPP) (2011 Est.) ($) 300 11 000 1 600 500

Growth Rate (%)

2010 6.1 2.8 6.6 8.2

2011 6.7 3.1 6.5 7.8

2012 6.4 3.6 6.7 5.4

Airports Paved 26 147 8 19

Unpaved 172 431 86 197

Pipelines -

Condensate (km) 0 11 0 0

Gas (km) 37 37 0 0

Oil (km) 39 980 771 0

Refi ned (km) 756 1 382 0 270

Railways (narrow gauge)(km) 3 882 20 192 2 157 3 427

Roads Paved (km) 2 794 73 506 20 117 18 481

Unpaved (km) 150 703 288 593 71 323 71 323

Merchant MarineContainer 0 1 0 0

Petroleum Tanker 1 3 0 0

Ports and terminals Banana, Boma, Matadi

Richards Bay, Durban, East London, Coega, Port

Elizabeth, Cape Town, Saldanha Bay

NoneNearest port: Dar es

Salaam, Beira, Maputo, Walvis Bay, Luanda

NoneNearest port: Beira,

Maputo, Richards Bay, Durban

spending. Real GDP growth reached 3.1% in

2011, still held back by sluggish domestic

investment and tighter fi scal spending. In

2012, real GDP growth is expected to in-

crease to 3.6%. The main risk to the outlook

for 2011 and 2012 is the outlook for the

global economy.

The mining sectors real value-added re-

covered in 2010, registering a 4.2% increase.

However, output recovery was uneven across

sectors owing to diminishing gold reserves,

infrastructure constraints and an uneven

recovery in global demand. Furthermore,

strikes by the National Union of Metalwork-

ers and mine workers in September 2010

affected production in coal and platinum

mines. Overall, high commodity prices

drove growth in mining

revenues in 2010, in

spite of revenues being

negatively affected by an

appreciation of the Rand.

The mining and

quarrying sec-

tor expanded

by 17% during

the fourth

INTRAREGIONAL TRADE

GETTING TOUGH SAs Jacob Zuma

RE-ELECTED The DRCs, Joseph Kabila

TABLE 1 Key country data


MARKET INSIGHT

quarter of 2010 contributing signifi cantly to

the improvement in GDP growth.

Real value added grew by 5.1% in the

manufacturing sector in 2010, recovering

from a 10.4% contraction in 2009. This was

due to recovering industry confi dence and

strong demand for iron and steel, non-ferrous

metals, machinery, and electrical equipment

much of it driven by the FIFA World Cup.

However, the recovery was not as strong as

expected due in part to liquidations and to

the prolonged industrial action in the auto-

motive industry. Export-oriented manufactur-

ing was negatively affected by the Rands

appreciation against major currencies. The

2011 outlook for growth in manufacturing

output remains modest because of structural

constraints.

The agricultural sector rebounded and in-

creased by 0.9% in real value added in 2010

primarily as a result of a bumper harvest

in maize. The maize harvest, the biggest in

nearly three decades, was due to unexpect-

edly good rains, an increase in maize plant-

ings, and greater use of genetically modifi ed

seed. This reduced food price infl ation to

1.2% in 2010.

ZambiaTHE 6.6% growth in Zambias GDP

in 2010 went up

from 6.4% in 2009.

Agriculture, tourism,

construction, manu-

facturing and mining

are driving growth

which is expected to

expand by 6.5% and 6.7% in 2011 and 2012

respectively.

Overall, primary industries performed well

in 2010 with agriculture growing by 7.6%.

In 2011 and 2012 agriculture growth is

projected at 3.2% and 4.6%, respectively. The

largest contribution to 2010 growth came

from maize production. The harvest reached

2.8 million tonnes compared to 1.9 million in

the previous season. Zambia is Africas big-

gest copper producer and the mining sectors

big recovery was due to improved global

copper prices. The sector is estimated to

have grown by 7.4% in 2010.

Manufacturing, which historically has

contributed about 10% of GDP, grew by

2.5% in 2010. The government has made

substantial progress in infrastructure con-

struction and has invested in manufactur-

ing through the establishment of Multi Fa-

cility Economic Zones. Tourism, which was

hard hit by the fi nancial crisis, is expected

to rebound strongly with estimated growth

of 25% in 2010. Construction was expected

to expand by 10% in 2010 and maintain a

double-digit growth in the next few years.

Zambia has turned around its image from

a country performing considerably below its

potential, to a country with good economic

management and several years of strong

economic growth. Strong macro-economic

performance, coupled with fast pace growth

in mining, construction, telecommunications

and tourism, helped spur GDP growth of

5.6% on average

in 2001-2010,

which peaked at

7.6% in 2010. A

number of policy

reforms such

as acceleration

of the budget

preparation pro-

cess, increase of electricity tariffs and privati-

sation of remnant parastatals have been put

in place to enhance economic growth.

ZimbabweTHE ZIMBABWE economy is rebounding after a decade of economic decline during

which time real GDP fell by more than a third

and per capita income fell by 40%, combined

with prolonged or chronic infl ation and

hyperinfl ation.

Topic RankingsDRC South Africa Zambia Zimbabwe

201

Documents

Transport World Africa Feb/Mar 2012