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FOCUS on Transport and Logistics is the only magazine that is truly part of the industry. It features key themes within the transport industry, with viewpoints form experts in various fields. Pertinent issues are also covered throughout the year, from changes in labour legislation and cross-border policy to fleet optimisation through logistics, warehousing and distribution. Operational issues such as vehicle security, tyre maintenance and fleet management are also covered regularly. If there’s a story to be told, you can guarantee FOCUS will publish it first! So be in the know and focus on some transport.
Citation preview
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On TranspOrT and LOgisTicsfocusontransport.co.za
Our crystal ball on the global truck market
Are we putting the “Integrated” into IRPTN?
Continuing the trailer conversation in 3D
Ford and Fuso unleash new models
has your backUd TrUcKs
??????????
b |FOCUS| October 2014
W W W . I V E C O . C O . Z A
N E W I V E C O P L A N T I N G A U T E N G
Iveco South Afr ica and Lar imar Group wi l l soon inaugurate their new manufac tur ing fac i l i ty :
Iveco South Africa Works
This s i te wi l l assemble medium, heavy and extra-heavy duty commercia l vehic les as wel l as front engine and low f loor c i ty buses .
The new “Born in South Afr ica” logo marks th is impor tant occas ion. A ’s t amp of authent ic i ty ’ , the logo cer t i f ies the qual i ty of these loca l ly assembled Iveco commercia l vehic les by a South Afr ican workforce . Vehic les with the “Born in South Afr ica” logo are ta i lored for Afr ica’s
var ied terra in and chal lenging condit ions .
??????????????
October 2014 |FOCUS| 1
W W W . I V E C O . C O . Z A
N E W I V E C O P L A N T I N G A U T E N G
Iveco South Afr ica and Lar imar Group wi l l soon inaugurate their new manufac tur ing fac i l i ty :
Iveco South Africa Works
This s i te wi l l assemble medium, heavy and extra-heavy duty commercia l vehic les as wel l as front engine and low f loor c i ty buses .
The new “Born in South Afr ica” logo marks th is impor tant occas ion. A ’s t amp of authent ic i ty ’ , the logo cer t i f ies the qual i ty of these loca l ly assembled Iveco commercia l vehic les by a South Afr ican workforce . Vehic les with the “Born in South Afr ica” logo are ta i lored for Afr ica’s
var ied terra in and chal lenging condit ions .
??????????
2 |FOCUS| October 2014
We know it takes a lot more than wheels and a chassis to keep things moving forward.
It takes a clear understanding of how your business operates. It takes expertly trained
people who care about providing the best advice and the best service possible.
Hino prides itself on delivering cost-effectiveness and operational effi ciency. It’s why
every Hino is built for your business.
– SO NO MATTER WHAT YOUR BUSINESS, YOU CAN KEEP ON TRUCKING.
1000
5382
JB/
JHB/E
October 2014 |FOCUS| 3
cOnTenTs
16
40
66
Follow us facebook.com/focus_mag twitter @FOCUSmagSA
2014m e d i a g l o b a lC H A R M O N T
On TranspOrT and LOgisTics
UD Trucks believes the level of service it provides to customers is what makes it stand out in the highly competitive southern African truck market. Find all the details 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
Cell: 083 447 3616email: [email protected]
JOURnALISTSJaco de Klerk
Cell: 079 781 6479email: [email protected]
Claire RenckenCell: 082 559 8417
email: [email protected]
InDUSTRY CORRESPOnDEnTFrank Beeton
Tel: 011 483 1421Cell: 082 602 1004
email: [email protected]
TECHnICAL CORRESPOnDEnTVic Oliver
Cell: 083 267 8437email: [email protected]
PUBLISHERTina Monteiro
Cell: 082 568 3181email: [email protected]
ADvERTISInG SALESMargaret PhillipsonCell: 083 263 0451
email: [email protected]
Megan du ToitCell: 060 503 3092
email: [email protected]
CIRCULATIOn MAnAGERBev Rogers
Cell: 078 230 5063email: [email protected]
DESIGn AnD LAYOUTNelio da Silva
email: [email protected]
PRInTInGCamera Press
© Copyright. No articles or photographs may be reproduced, in whole or in part, without specific written permission from
the editor.
4 Steering Column
6 Wheel Nut
8 Vic’s View
52 Global FOCUS
60 Short Hauls
62 Subscription form
64 Naamsa figures
65 FOCUS on Bus and Coach
72 Hopping off
REGULARS
12 DIGITALLY SPEAKInGDigital technologies are changing the ways in which we move around cities, towns and countries. FOCUS speaks to a couple of specialists in the field about some of the latest offerings out there.
16 BIRD’S EYE vIEW OF TRAILERSThe South African trailer industry has a lot to talk about at the moment. FOCUS continues the conversation with some of the country’s top trailer manufacturers.
30 MAKInG FMCG MOvE FASTERSuccess in the fast-moving consumer goods (FMCG) environment is sensitive to issues such as order size and frequency, traffic congestion and vehicle use. We explore an innovative modelling technique that could turn these hurdles into measurable gains.
40 A MEGA COMPAnY’S MEGA COMMITMEnTManline Mega has made history! It is the first South African company dedicated to the transport of abnormal loads to have earned Road Transport Management System (RTMS) accreditation!
48 TRAIn-InG FOR TOMORROWWhile Africa focuses on getting its rail transport back on track, the developed world is looking at ticketless travel, automated freight transport, maintenance drones and faster driverless trains by 2050.
68 WARnInG SIGnSThe recent Southern African Transport Conference brought to light a number of interesting research papers, including how working with minibus taxi operators and delivering public transport systems could be done better.
OCTOBER
4 |FOCUS| October 2014
Charleen Clarke
passion oozes out of his pores.
That’s probably the best way
to describe Scania’s Shein
September. He used to be
responsible for driver training within the
company; now he’s in charge of service sales.
September is, however, not one to limit his
activities to his formal areas of responsibility;
he gets involved in all sorts of stuff. Mention
road safety, for instance, and you won’t get
him to shut up for hours. That’s because
he is truly passionate about road safety.
As such, he’s involved in lots of road safety
initiatives …
Well, it turns out that September is also
passionate about the environment. This
passion led him to wonder all about the waste
from packaging material that is generated
at Scania.
Components, cabs and kits all arrive from
Sweden in robust crates, which are discarded
once they have been emptied. “They can,
of course, go for recycling … but I thought
that, possibly, these crates could be better
utilised,” September tells FOCUS.
Being a rather ingenious fellow, he
wondered if it wasn’t perhaps possible to
use this packaging material to alleviate one
of this country’s greatest challenges: a dire
shortage of housing.
September is neither a trained builder nor
a professional architect, but this didn’t deter
him. “I drew a plan in my notebook, then I
bought a 100-litre compressor, a nail gun, a
circular saw, hammers … all the tools I needed.
I hired one of my colleagues, Nepo Seboko, to
work with me over weekends – because he’s
a qualified builder. And we set out to build a
house!” he explains with a big grin.
That was four months ago. (September
had to check his golf diary to work out how
long he’s been in the house-building business
– and it’s been four months since he played
a round.)
Now he’s built his first house!
Understandably, he’s just like a proud parent.
“The bulk of the house was built using the
lids of the crates. The wood is really good!
It’s obviously been treated; the crates live at
sea for six to eight weeks. The lids are good
because they’re bigger than the sides of the
crates. It takes about 120 lids to build one
house,” he reveals.
The ceiling is made out of corkboards that
were also derived from Scania packaging
material. Insulation is also achieved using
these corkboards, which are packed between
the panels. A thermal sheet is also fitted
between the panels to provide heating and
cooling.
The only substantial part of the house that
doesn’t emanate from the Scania scrapyard
is the foundation. “You obviously need to
invest in a proper foundation; that’s essential.
I also bought some aluminium sheeting, which
Regular FOcUs readers will
know that I am spending a lot
of time with the Scania team,
because these wonderfully
patient people are helping me
to get my truck driver’s licence.
What I didn’t expect (but did
get) was a lesson in recycling
and sustainability …
The house ThaT
scania bUiLT!
Above: A lesson in thinking outside the box … Scania’s Shein September and Nepo Seboko have used waste and packaging to build a house.
STEERInGCOLUMn
October 2014 |FOCUS| 5
STEERInGCOLUMn
I shot into the ground, so that the wood would
not get wet,” September explains.
September is not an electrician or a
plumber, so, while he and Seboko have done
the bulk of the labour, he has enlisted the
services of professional tradesmen for the
finishing touches.
“So the entire building is completely legal,
with all the required certification. We have also
taken the necessary precautions to ensure
that it’s not a fire hazard. The wiring is not
connected; it is one solid wire. The plugs aren’t
mounted in the wood; they’re mounted onto
plastic. We are discouraging people from
using gas – because it comes with electrical
connections. There is even an aluminium sheet
above the stove,” he explains.
Naturally, because September is not
a builder, the house has evolved over the
months. “I’ve never done anything like this
before. My experience is in fleet management
and Scania vehicles!” he says with a laugh.
“So it was a bit of trial and error … but I’m
delighted with the end result.
The final house measures 45 m². It
comprises two bedrooms, a lounge, kitchen
and bathroom (including a toilet and shower).
September is now building shelving and
cupboards for inside the house – using old
pallets that he has scrounged from the
Scania scrapyard, of course.
This is not September’s first foray in
the area of social responsibility. He and his
supportive and understanding wife (who has
not had a husband for four months) visit a
farm each month to buy meat for the poor.
Their daughters always share their lunch with
the underprivileged.
“It’s just our way of life,” he explains. “I
believe in helping people. People don’t choose
to be poor, and when you see the shacks in
our country … I just thought that there had to
be a better way of doing things.”
September believes that this house will
last for 20 years, and he wants to build many
more. “I estimate that we can build 25 to 30
houses a year using the raw materials that
we have at Scania. This is just the beginning!”
he notes with real glee.
Who knows? One day you may drive past
an entire village that has Scania impregnated
into the walls of its houses. And you’ll know
where it all started … |FOCUS
One day you may drive past an entire village
that has Scania impregnated into the walls of its houses.
Producers of luxury and Semi luxury coaches
Head O� ce | T +27(0)12 661 1927 | F +27(0)12 661 1928
Sales Manager | Ryan Levendale | C 082 603 2813 | E [email protected]
Sales | Thomas Spencer | C 082 614 2122 | E [email protected]
Technical manager | Riaan Koster | C 082 602 9619 | E [email protected]
www.irizar.co.za
6 |FOCUS| October 2014
WHEELnUT
as well, or pull as strongly, as the 2,5-litre
engine under the bonnet of my 325i BMW …
even if they actually could.
I was also not too big a fan of forced
induction. As far as I was concerned, it was a
bit of a cheat to make up the numbers. That’s
not to say I was entirely against it – but a C32
AMG Mercedes needed a supercharger to
allow its 3,2-litre V6 to challenge its naturally
aspirated 3,2-litre BMW M3 rival. Why would
you bother with the Merc?
Nevertheless, I did grow up (a bit) and
have learnt a thing or two.
“Sixteen litres! Surely that’s a typing
error?” I remember thinking when delving into
the world of heavy-duty commercial vehicle
engines for the first time. Obviously they
were turbocharged as well, but so was the
monstrous V12 in an SL65 Mercedes – and
that’s only a six-litre … (Yes, these engines are
designed for vastly different tasks; the highly-
stressed Mercedes V12 probably wouldn’t
last too long in a truck.)
By now, I’ve become used to the (very)
large numbers this industry produces. Of late,
I’ve also been privy to a few dinky toys that
have taken that old displacement adage and
turned it on its head. “Downsizing” is what the
car guys call it.
In a nutshell, this is the practice of slapping
on a low-pressure turbocharger to a smaller-
capacity engine – the effect of which is the
low fuel consumption of the small engine
accompanied by power figures one would
normally be used to with a larger-capacity
engine. The practice is sweeping through the
car world (and this year it became the norm in
Formula 1) and the effects are phenomenal.
Just one example is the new Volkswagen
Polo, which packs a 1,2-litre turbocharged
four-cylinder engine with two different power
options. The higher-powered version produces
similar power figures to your average 1,8 (the
lower powered to some 1,4s and 1,6s) and
consumes around half the amount of fuel.
I recently drove one and it is, in all honesty,
utterly fantastic.
By now I imagine you’re reading this and
thinking, “That sounds great and, yes, I might
need to buy something similar one day … but
this is a trucking magazine!” And you’re right …
But, here’s the nub: I recently attended the
local launch of Fuso’s eighth-generation Canter
(which you can read all about on page 38)
where, in his address, Godfrey Hani, head of
Fuso SA, was very keen to talk about the new
vehicle’s three-litre turbodiesel engine. Why?
Its forebear ran a four-litre; yet the new version
outpunches it in both power and economy.
Downsizing, then, is clearly making its
way into the commercial vehicle sphere too.
And why shouldn’t it? While those Vipers
and Vettes will probably take their massive
engines to the grave, BMW’s latest 328i is in
reality a turbocharged 2,0-litre and its latest
M3 now also turbocharged. It is the way of
the internal-combustion future. I wonder how
small an engine might eventually lug a 56-t rig
around. |FOCUS
Given the relentless pace of
technological advancement,
I wonder how long it will be
before we see commercial
vehicles ubiquitously powered by
much smaller engines
Mine’s sMaller Than
yOUrs!
Gavin Myers
There’s no replacement for
displacement … So the saying
goes. There was a time when
I agreed with that adage
wholeheartedly – when I was younger and
wilder and lusted over anything that could
give me some sort of automotive thrill.
The eight-litre V10 under the cavernous
clamshell bonnet of a Dodge Viper (originally
based, incidentally, on a push-rod truck
engine and converted from diesel power
to petrol) was simply better than any five-
point-something V8 Chevrolet could fit into a
Corvette, for example.
The Japanese, though, have always been
good at extracting strong power from small,
high-revving petrol engines (until a few years
ago, oil-burners from The East were practically
exclusive to vehicles with a commercial or
off-road bent). To my mind, however, those
1,6, 1,8 or 2,0-litre engines just couldn’t drive
The latest generation Fuso Canter has a smaller engine than its predecessor. Is this a sign of the future?
??????????????
October 2014 |FOCUS| 7
Johannesburg. Mandela Br idge.
P E R F E C T I N E V E R Y S I T U A T I O N
W W W . I V E C O . C O . Z A
The New Eurocargo. Your ideal business partner, a lways perfect .
More reliabil ity due to outstandingly strong frame
More driving comfort thanks to manual, automatic and automated transmissions
More design, with imposing gril le , large handles and i l luminated, non-sl ip steps
More versati l ity, with 11,584 possible variants : 9 transmissions, 3 types of cab
with 12 wheelbases
vIC’SvIEW
8 |FOCUS| October 2014
vIC’SvIEW
changing a wheel on a heavy-
duty trailer along the roadside
can often be a daunting and
dangerous task. The immobile
truck and trailer is often stranded on a busy
road and causes major traffic congestion, plus
unaffordable downtime for the operator.
In many cases, it is a tyre on the trailer that
goes flat and not one on the truck tractor. This
is due to the common practice of operators
fitting inferior tyres on the trailer and good
tyres on the truck tractor.
An innovative, quick, safe and maintenance-
free trailer axle lifting system, that is also
very simple to use, has recently come on the
market from Trestle Jacks. It appears to be
the answer to getting the truck and trailer
back on the road without much delay.
To find out more about this system, I
contacted Jaco Coetzee and Herman
Pieterse at Trestle Jacks and arranged for
a demonstration. On arrival at the company’s
testing site in Brits, Coetzee told me the story
of how this simple trailer axle lifting system
had evolved.
Pieterse started his career as a heavy-
duty truck driver. Way back in 1999, while
driving a fully loaded truck tractor and semi-
trailer along a lonely road through a forest
plantation, late in the day, one of the trailer
tyres went flat.
He stopped the vehicle and proceeded to
jack up the trailer axle with the hydraulic jack
that belonged to the truck tractor, but the
jack was faulty and was unable to lift the fully
loaded axle.
Being stranded, without any means of
calling for help, Pieterse had to find a way
to lift the axle without the use of a hydraulic
jack. He scouted around and found a log in
the plantation, which he wedged at an angle
behind the axle and then moved the vehicle
slightly until the axle lifted. Now he could
change the wheel, and the concept of the
TrestleJack was born.
In 2002, the company filed for a product
patent, and in 2010 made a decision to
build the first prototype. Between 2010 and
2013, the product was tested thoroughly
and systematically to ensure its safety and
quality, and was then approved by the Council
for Scientific and Industrial Research (CSIR).
In many heavy-duty fleets, hydraulic jacks
are problematic for the owner/operator.
Jacks are often stolen, sold by the driver, not
maintained and fail when needed.
On a fully loaded trailer, where the trailer
axle is higher than the lift point of the truck
axle, the hydraulic jack stroke is often too short
to lift the trailer high enough to remove the
wheel. Drivers then often place bricks or rocks
under the jack to get sufficient lift. This is a
highly dangerous practice, and one that often
leaves bricks and rocks in the road, creating a
hazard for other road users.
The operation of the TrestleJack is simple;
you place it under the axle that has to be lifted,
at a slight angle, and then move the truck
backwards or forwards until the axle lifts.
The TrestleJack is well suited for use
on the road and in the workshop. It is
so simple and maintenance free that
the purchase of this device should be on
the shopping list of all operators running
heavy-duty trailers. |FOCUS
Changing a wheel on a fully loaded trailer is not easy at the best of times. However, an innovative solution
is now available
One of this country’s most respected commercial vehicle industry authorities, VIC OLIVER has been in this industry for 50 years. Before joining the FOCUS team, he spent 15 years with Nissan Diesel (now UD Trucks), 11 years with Busaf and seven years with International. Do you have a comment or thought you would like to share based on this column? Visit www.focusontransport.co.za and have your say!
properly
jacKed Up
October 2014 |FOCUS| 9
COvERSTORY
through the professionalism, passion and
dependability of the people who have been
part of the UD Trucks family, the brand has
reached multiple milestones and successes
over the years.
“As a manufacturer, UD Trucks is extremely
privileged to have a dealer network that
doesn’t merely retail our trucks, but rather
is a network of extremely knowledgeable
and experienced transport experts, who are
also our business partners in every sense,”
explains Schulz.
The 65 accredited dealers in UD Trucks
Southern Africa’s network have to adhere
to stringent quality standards, and are
continuously measured across all disciplines,
from parts to sales, service and admin, in
order to bring customers only the best service
and after-sales support.
“Together with our dealer network, we are
committed to reducing downtime on customers’
vehicles through various strategies – which
include a high level of parts availability and
offering support during breakdowns – when
our customers need it most,” Schulz says.
“In addition, in order to provide customers
with a level of service that adheres to stringent
world standards, staff in our dealer network
are constantly trained and empowered to stay
abreast of the latest developments within the
industry. The training enables staff to assist
customers in finding the right solution, in the
shortest amount of time,” he adds.
Furthermore, UD Trucks offers specialised
transport consultancy services at all its
dealerships to assist customers to select
the correct vehicle for the job at hand.
“The selection of the correct vehicle allows
customers to run their operations efficiently
and also forms the cornerstone of a planned
and dependable service and maintenance
schedule,” Schultz explains.
“The company’s transport consultants are
able to determine vehicle loading and mass
distribution, predict vehicle performance,
estimate operating costs, as well as provide
finance options and maintenance and service
cost estimates,” concludes Schulz. |FOCUS
In the highly competitive southern African truck market, UD Trucks believes the key differentiator is the
level of service provided to customers, no matter the size of their fleet
has your backUd TrUcKs
“To us, it is about adding
tangible value to our
customers’ businesses,”
says Rory Schulz, acting
managing director of UD Trucks Southern
Africa. “It is about building partnerships,
offering smarter transport solutions, and
ultimately providing products and after-sales
assistance that suits each customer’s unique
business requirements.”
Built on a solid foundation of a proven
range of trucks and a team of experts at every
UD Trucks dealership across the region, the
company continually endeavours to develop
strategies, together with its customers, to
ultimately benefit their businesses.
“At UD Trucks Southern Africa we believe
that it is about providing customers with
innovative transport solutions and service
offerings, built on trust, in-depth industry
knowledge and a strong technical skills set,”
says Schulz.
He adds that during the company’s history
of more than five decades in South Africa,
jacKed Up
TRUCK TEST2015
déjà vu, from French, which
literally means “already seen”,
is the phenomenon of having
the strong sensation that an
event, currently being experienced, has been
experienced in the past … Although Truck Test
2015 will shine the spotlight on extra-heavy
commercial vehicles (EHCVs) once more, as
we explained last month, this time round the
test will be more stringent – so as to return
the most accurate figures possible.
Martin Dammann, a managing member
at Hellberg Transport Management (HTM),
adds: “With Truck Test 2014 barely done
and dusted, the preparation for next year’s
test of EHCVs is well under way. The last
time we tested this category of vehicles
was in 2012, which was also the first
instalment of what has now become an
annual event in the industry – and one
which is being taken very seriously by the
truck manufacturers.”
He says that HTM is particularly pleased
to be working with the same partners again;
FOCUS, Engen, Ctrack and Adrian van Tonder
from Barloworld Transport, with each playing
a vital role in contributing towards the
integrity of the overall results.
Dammann continues: “Over the last three
years we have learnt how important it is
to ensure that all measurements are done
accurately and in an unbiased manner, as
there is much at stake for the participants.”
The HTM team will, once again, be
responsible for compiling the test results
– which will report on the technical
specifications of the vehicles, the payload,
fuel consumption, average speed and payload
productivity.
Dammann points out that Van Tonder will
supervise the loading of palletised cement
pockets, at AfriSam, to ensure that the rigs
are all loaded to the same gross combination
mass. “The truck tractors and trailers, from
Afrit and GRW, will be weighed empty and
laden so that we can calculate accurate
payloads for each combination,” he notes.
“As with previous tests, we will be using
our TransSolve software to predict the
performance of the trucks and then use
the actual results to improve our simulation
algorithm,” explains Dammann. “This is also
a good opportunity for us to review all the
data supplied by the vehicle manufacturers
to ensure that the details in our TransSolve
database are correct and up to date.”
He adds that Engen will assist HTM with
the fuel recordings and checking that the
refuelling is always to the same level on a
sight glass, which will be fitted to the outside
of the fuel tanks.
Eugene van Niekerk, business development
manager at Ctrack Fleet Management,
points out that the company will be providing
telematics information to the event’s
organisers once more. “As in the past, Ctrack
will be validating the departure, travelling and
stopping times of all participants as well as
the distances and average speeds.”
He adds that Ctrack will also be providing
fuel consumption information recorded from
the onboard computers of participants’
vehicles, through the CANBus J1939
interface. “This will provide valuable insight
during the event to both participants and
organisers.”
The company will also provide live feed
to all the participants via the Ctrack Online
monitoring software, which will allow them to
view the progress of their own as well as the
other vehicles.
“Ctrack Online allows real-time updates
and a Google map view of the route and the
progress of the vehicles,” Van Niekerk points
out. “Once again the Ctrack tachograph
information will be provided on all vehicles.
This will show the driving style of each vehicle
over the duration of the event.”
He explains that the tachograph
information shows graphically both road and
engine speed values for each vehicle and
provides valuable insight into average speeds,
maximum speeds and stops on route. He
adds: “Ctrack is proud to be associated with
Truck Test 2015 and is looking forward to
another successful event.”
We definitely share this sentiment!
|FOCUS
Believe it or not, next year will be the fourth instalment of the annual Truck Test event … Time sure does
fly when you’re having a blast! This chapter will, however, deliver some scientific déjà vu
We take the DRAG out of TruckingSB THE SCOTT BYERS NETWORK
bigger, again,
and beTTer
10 |FOCUS| October 2014
??????????????
October 2014 |FOCUS| 11
Get your costs in perspective.Over time, you create a lot of scheduled downtime by maintaining your vehicles across numerous suppliers. And lost time equals lost revenue. So doesn’t it make sense to partner with a company who provides you with every service you need in one convenient location?
There is a better way.
112801 Scania SA Stage 23 EXTENDED SERVICES r8a.indd 1 2014/06/18 08:41:20 AM
DIGITALTECHnOLOGY
12 |FOCUS| October 2014
DIGITALTECHnOLOGY
steven Sutherland, sales
director for South Africa and
Africa at MiX Telematics,
hits the nail on the head
when he says: “The internet is taking
over all facets of communication, loosely
translating into the ability for data to
be transferred over a network, without
requiring human-to-human, or human-to-
computer interaction.” Telematics service
providers can be seen as early adopters
of this trend.
“Telematics, in fact, integrates
machines, sensors, information, software
instruction and various communications
technologies, facilitating real-time and long-
term connectivity. The benefit of digital
communication bodes well for businesses
and fleet managers, allowing them to track
and monitor drivers, field workers, vehicles
and other mobile assets. Benefits are
tangible – and bring improvements that are
sustainable,” says Sutherland.
In the drive to become a digital business,
fleet managers should constantly be on
the lookout for tailored telematics products
and services that utilise machine-to-machine
technologies. “The benefits in terms of
efficiency, safety, security and compliance
have proved to be far-reaching. From being
able to pin-point the location of vehicles
and drivers, replay routes and analyse trips
from anywhere in the world, and monitor
driver behaviours – all via the web or mobile
phones – operators are gaining more and
more control. The ability for ‘big data’ to
be transferred over a network requires
little human interaction, and so much can
be learned, understood and changed by
analysing this data,” he explains.
In conjunction with efficiency goals, fleet
operators are seeing the value of adopting
Digital technologies are changing the ways in which we move around cities, towns and countries. CLAIRE
RENCKEN speaks to a couple of specialists in the field about some of the latest offerings out there
speakingdigiTaLLy
October 2014 |FOCUS| 13
»
14 |FOCUS| October 2014
DIGITALTECHnOLOGY
a reliable fleet-management solution to
reduce accidents and boost safety levels.
“The industry is currently facing an increase
in road traffic incidents. The high accident
and fatality figures are placing a question
mark against who’s responsible for improving
the situation. Advanced digital technology is,
therefore, bound to become a much-needed
component in the fleet-management mix,”
adds Sutherland.
By combining on-board diagnostics
with tried and tested fleet management
software, it is possible to record and map
exactly how a fleet is performing: from
the condition of each vehicle, to the way
in which it is being driven, or has been
driven.
“Monitoring this in real time, as well as
historically, opens up numerous opportunities
to save costs, reduce risk, enhance customer
service – and, essentially, strengthen your
business. Data is instantly transmitted from
our customers’ vehicles directly to one of our
secure data centres, after which reports are
generated,” he notes.
“In-cab technology also allows drivers to
be alerted to their driving style errors in real-
time, meaning they can rectify poor habits,
which affect fuel consumption and safety.
Such devices or accessories – which include
the RIBAS and the MiX Rovi – monitor speed,
revving, acceleration, idling and braking,” he
continues.
This positive impact that telematics
can have on drivers should also not be
underestimated; being supported by mobile
and in-cab technology can only result in a
better experience for them. “Many of our
customers cement their fleet management
solutions with targeted driver-training
programmes and incentive schemes,” says
Sutherland.
Vincent Gore, CEO of Resource Tracking,
agrees that the main focus of insurance
telematics, over the past three years or more,
has been driver scoring (or measuring the
way a specific driver handles his vehicle), to
better anticipate the likelihood of an accident
and a claim. Driver scoring technology, also
known as usage-based insurance (UBI),
allows insurers to improve price policies and
attract lower risk drivers.
According to Gore, “The success of UBI
has convinced many insurance industry
leaders of the power of telematics, especially
on the underwriting side of the business. We
are now taking telematics one step further
into insurance claims operations, by fully
automating accident reporting and analysis.”
Resource Tracking is set to mark a
global first with the imminent introduction
of ground-breaking crash technology
that alerts local emergency services on
impact. Gore says the introduction of Fully
Automated Crash Technology (FACT) to
the South African market will completely
revolutionise how emergency services
respond to accidents. “The system
immediately alerts emergency services
within seconds of an accident, determining
the level of response required and the
damage to the vehicle,” he explains.
In addition, the technology automatically
and accurately predicts the possible injuries to
the occupants of a vehicle, thereby providing
actionable data to inform the dispatching
of response teams. FACT is also able to
quantify the mechanical damage to a vehicle,
calculating the angle of the impact, vehicle
crush, bill of materials and a preliminary cost
to repair the vehicle. “Being able to provide
insurance companies with a report that can
calculate these factors, all in real time, is truly
cutting edge,” says Gore.
He says that several major telematics
companies in South Africa have now
completed technical due diligence on the
technology and are entering into pilot
projects. “It’s been an exciting journey to date,
and we’re looking forward to working with our
partners to bring this technology swiftly to
the South African market.”
Gore believes that crash management
technology can make a significant difference to
the fatality rates as a result of road accidents.
In conclusion, Sutherland sums it up well:
“When you consider the many business
advantages being driven by our digital era,
businesses should be willing to jump aboard.
It’s almost a case of ‘now or never’ for those
forward-thinking competitors who have the
edge to stay ahead of the pack.” |FOCUS
SPECIALIST MANUFACTURERS OF: Truck bodies and trailers that are relied
Supported by national manufacturing and after-sales repair service 36-month warranty.
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In the drive to become a digital business, fleet managers should constantly be on
the lookout for tailored telematics products and services.
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October 2014 |FOCUS| 15
The BPW Group - System Partners for Vehicle Manufacturers and Mobility Partners for Vehicle Operators.
Telematics from:EUROTELEMATIK
BPW Running Gear Systems Axles and SuspensionsBrake technology incl.
Composite Solutions from:HBN TEKNIKMudwingsSpray Suppression
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TAKLER Side Protection Pull-out Ladders Water Tanks
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Trailer Superstructure from:HESTERBERG
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16 |FOCUS| October 2014
TRAILERS
“Unfortunately we do it the wrong way
around in our market … Ideally, we should
have our vehicles in the market for two
to three years and see what actually
happens during operation,” he continues.
TRAILERS
Van der Walt explains that, with 3D
design, the whole model can be tilted,
flipped and inspected from every possible
angle. The design process is, therefore,
a lot more efficient. Warren Marques,
MD of Paramount Trailers, agrees: “The
trailer can be fully viewed in 3D and
tested on the computer using stress
analysis tests. This enables the designers
to identify areas of concern prior to
manufacture.”
The manufacturing process is also
changing with the times. Robotics, laser
technology and dedicated production lines
are buzzwords for these two juggernauts
– allowing more dedicated, focused work
on each trailer, while at the same time,
significantly improving quality and speed.
“Technology is allowing us to build trailers,
that are neater and lighter, more quickly,”
says Marques.
“We’ve always tried to stay ahead
with regard to technology and materials,”
explains Van der Walt. “The biggest
component is Domex steel. It’s the best
material you can get. We buy it directly
from the mill in Sweden. Besides this, we
source everything else we need locally.”
Marques says that most of
Paramount’s trailers are built using
carbon steels. “The technological
advancement in steel is allowing us to
build trailers using thinner materials,
The South African trailer industry has a lot to talk about at the moment. GAVIN MYERS continues the
conversation with some of the country’s top trailer manufacturers
bird’s eye view of
TraiLers
PRIMED AnD READY FOR BODIESThe corner of Boundary and Trichards roads, Boksburg,
is where Serco’s customers can now find the company.
The trailer and body builder moved into its new Gauteng
headquarters in early September. Located about 20 km
from O.R. Tambo International airport and easily accessible
from the N3 and N17 highways, the 13,4 hectare site gives
the company much needed space for expansion.
The facility includes about 3 400 m2 under cover and
extensive outside working areas. Important features of the
new premises include a generator that could power the
entire plant in the event of electricity disruptions and fibre
optic and satellite links for the IT infrastructure. The high-
tech plant also features an environmentally friendly trailer
washing and irrigation system, fed by an on-site borehole.
Space has been set aside for a soccer pitch and there is
also a canteen on site. “At a later stage we plan to convert
one of the spare existing buildings into a dedicated on-site
training centre,” says Serco MD Clinton Holcroft. “The
exciting thing is that, as and when demand increases, we
have plenty of space for expansion,” he continues.
Serco is also continuing extensions to its Durban truck
body and trailer plant in Phoenix Industrial Park, which
should be completed by the end of the year.
Thanks to the increasing
power of computerised
technology, it is becoming
easier, quicker and more
efficient to design and build trailers –
from the biggest beams to the smallest
nuts and bolts. This is a common theme
across specialisations, but, while this
positive is undoubtedly making life better
for trailer manufacturers, allowing them
to build vehicles comparable to the best
in the world, the industry is suffering a few
challenges at the moment.
The design requirements are uniform
across most of the applications. The
process begins with an interview to
ascertain the needs of the client, find out
exactly what will be transported, where
the trailer will be used, how many drops
it’ll make in a day and how far it will be
travelling. Those specs are then fed to the
engineers, who make use of sophisticated
AutoCAD and 3D modelling programs
to come up with the ideal design for
durability and longevity – if a solution
doesn’t already exist.
Unfortunately, in the case of a new
design, testing isn’t always possible.
Time and costs preclude this. (The
enthusiastically driven Performance
Based Standards (PBS) project – a topic
deserving of its own full feature – is an
exception.)
Some manufacturers, like Afrit and
Paramount Trailers, will offer prototypes
to valued clients for real-world evaluation.
“That’s probably only ten percent of the
time in South Africa,” says Tjaart van der
Walt, Afrit East Rand branch manager. »
18 |FOCUS| October 2014
TRAILERS
while not compromising on the strength of the
trailer,” he notes.
Van der Walt points out that there is also a
move towards the fitment of Electronic Braking
Systems (EBS) instead of the standard anti-lock
systems fitted to trailers over the past few years.
This results in extra benefits for the customer,
such as enhanced stability. “Our products are
directly comparable to European standards,” he
says proudly.
Despite all these efforts, both Van der Walt
and Marques say there are operators that
need to pay more attention to their trailers. A
managed maintenance programme is often
lacking. The vehicles also have to be spec’d
for the correct application and environment in
which they’re expected to work, and then used
for the intended application.
BODIES“The transport industry will continue to grow as
living standards and demands increase,” says
Ettiene Tukker, GM of Icecold Bodies (a finalist for
the 2014 Truck of the Year “Best Body/Trailer
Builder” award). He notes that the company has
an obligation to ensure its customers can serve
their own customers properly.
“Setting new trends in production and the
supply chain will allow us to become leaders in
the field. But respect between manufacturers
will benefit everyone – the pie is big enough and
all can share in this multibillion-rand industry,”
he says.
He warns, however, that surviving in the
transport industry over the next five years
(the company increased its capacity by 50
percent in the last year) will be difficult if body
builders do not commit to comply with new
regulations and standards. “With current
government involvement and initiatives, such as
implementing refrigeration standards, and with
full industry support, this will become an ever-
changing process.”
Tukker notes that the industry has
already changed significantly over
the years; with greater demand
for logistics and increasing running
costs. “It’s become essential for us to ensure
that our customers can remain competitive. We
must, therefore, constantly adapt our designs
and operations to suit new demands from the
industry in order to ensure our customers can
run at optimum performance,” he says.
In this regard, materials are a critical
consideration. Tukker gives an example:
“Poor insulation has the potential to affect the
perishable goods being transported and higher
fuel costs result from having to keep the goods
at stable temperatures.” The build process is
also important. Icecold Bodies is implementing
a production management system using tools
such as Lean and Keizen to improve reliability,
lead time, cost and quality.
SPECIALISED APPLICATIOnS John Harding from Martin Trailers, a specialised
trailer manufacturer for over 30 years, says
that, if designed and maintained correctly, even
those trailers operating in arduous conditions
can expect a long and productive lifecycle.
“Our low-bed trailers have a design life of
20 years, but there are Hyster trailers (as the
company was originally named) that were built
in the 1970s and are still running daily!” he says,
noting that the key to preserving the life of a
trailer is regular maintenance and operating only
within the manufacturer’s design specifications.
“In other words, don’t overload,” he stresses.
Harding notes that Martin Trailers’ core
design philosophy has for decades been based
on the use of high-quality, high-tensile steel – but
the company has begun experimenting with
even stronger steels in an effort to gain an extra
margin of payload. This, he says, is becoming
ever more difficult.
“The quest for additional payload using
traditional South African configurations is near
exhaustion, yet machines continue to get bigger
and heavier. A major challenge, for example, is
moving mining equipment in the range of 100 to
120 t. These machines are becoming more and
more common …” Harding notes the last big shift
was in the 1990s when operators moved from
the folding gooseneck design to the removable
gooseneck concept (which he is proud that the
company pioneered in South Africa).
“It is inevitable that we will start to see many
more European-type extendable and steerable
trailers on South African roads. This can already
be evidenced by the number of imported
trailers in the Western Cape. Unfortunately, a
lack of certainty and assurance by transport
authorities is hindering local manufacturers
from recouping this lost market share.
“Manufacturers and operators are
desperate for a modern, concise, clear and firm
set of guidelines on these types of trailers so
that they can accurately plan their equipment
designs and purchases,” he says, adding that:
“we are entering an exciting period where a
handful of trailer manufacturers are likely to
set new boundaries in design and innovation
in response to the recent tide of European
imports.”
All that’s then needed is strong guidance and
support from the transport and roads
authorities … |FOCUS
??????????????
October 2014 |FOCUS| 19
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19100-2 012 460 8545
20 |FOCUS| October 2014
Kearney Payloader is in the
process of re-engineering its
operations to give commercial
truck transport operators a
new generation of trailers where safety,
productivity and overall profitability are
enhanced through innovative design
concepts and the fitment of premium-quality
components.
“I don’t believe the trailer manufacturing
industry has been keeping up with the
advances being made in truck-tractor
technology,” says Marius Kearney, sales and
marketing director at Kearney Payloader.
“Transporters have been far too focused
on the purchase price of a new trailer, rather
than considering the cost of its total lifecycle.
Our philosophy now is to offer ‘intelligent’
trailer technologies to our customers, by
providing solutions that are safer, bring lower
cost per kilometre to the operator, have
improved longevity and boost productivity.”
The Johannesburg-based operation has
appointed new management personnel in
recent months, including a new managing
director, Jo du Toit, a new financial director,
Stephen Gapko, and Loodewyk Schoeman –
its new in-house engineer.
Kearney Payloader owner and chairman,
Eddie Kearney, states: “Our new management
personnel bring the necessary expertise
and experience in the trailer industry to
give us the intellectual capital to meet the
objectives of our refined company vision,
which is to offer true value to our customers
through the provision and support of trailers
that outperform and outlast competitor
offerings.”
With customer-driven innovation as a
cornerstone of its new approach, Kearney
Payloader has developed a manufacturing
process that utilises the best design tools,
materials and components available on the
world market.
Du Toit explains: “By using the best
imported products available, from 3-D
animation design tools to high-tensile steel and
premium-quality running gear and ancillary
equipment, we are able to significantly push
the payload envelope without compromising
on build strength.”
“Lowering trailer tare mass and total cost
of ownership simultaneously is the ‘holy grail’
of trailer fabrication and we have an exciting
basket of products to really drive the industry
forward in terms of safety, durability, overall
cost efficiency and payload productivity,” he
adds.
Leading the Kearney Payloader foray
into the vanguard of South Africa’s trailer
manufacturing industry is a new range of
interlink side-tippers featuring a unique,
patented, constant-velocity hydraulic tipping
action that eliminates stresses, shock
loads and stability issues during the tipping
process.
“This is the only side tipper of its kind
in South Africa and its merits are being
proved in top fleets like NiDa Transport and
Despite tough trading conditions within the South African truck trailer manufacturing sector in recent
years, Kearney Payloader has weathered the storm
over quanTiTyQUaLiTy
TRAILERS
October 2014 |FOCUS| 21
TRAILERS
Imperial Logistics,” adds Du Toit. “It has a low height and,
therefore, a lower centre of gravity, making it the most
stable side tipper currently on the market. Technologies
like Electronic Braking System (EBS), roll-over prevention,
Electronic Stability Program (ESP) and automated tyre
inflation also boost overall vehicle safety.
“The constant-velocity 45-degree tipping action
discharges product away from the vehicle in a smooth
stroke, effectively improving vehicle longevity by reducing
stress on the hydraulic rams, load bins and trailer
chassis. The use of Domex steel and low-maintenance
European running gear has brought the trailer tare mass
down significantly, allowing for a class-leading payload of
38,4 t.”
With a portfolio of 165 homologated trailer designs
suited to African conditions, Kearney Payloader is geared
to service the demand from key domestic and cross-
border operators, particularly in mining, agriculture, low-
bed and long-haul applications.
After-sales support is a vital ingredient in the building
of ongoing customer relationships and Kearney Payloader
has established a network of accredited trailer servicing
agents in every major city in the country, which will
conduct on-site repairs if necessary.
“We also have a dedicated repair and warranty
facility at our head office and we offer genuine original
equipment manufacturer (OEM) spare parts at cost. Our
trailers come with a standard 12-month warranty and all
components are covered by respective OEM warranties.
All these factors lower overall cost of ownership and
bring peace of mind to the operator,” says Marius
Kearney.
With its revised approach to specialisation, Kearney
Payloader is looking forward to playing a leading part
in the transformation of South Africa’s truck trailer
industry. “The industry needs to be better regulated.
Manufacturers need to start by using quality components.
We would like to challenge our competitors to join us in
our quest to fix the industry,” he adds.
“The Kearney Payloader approach has evolved over
the years to where we are today, which is to work
really closely with our clients from the concept and
design stages through the manufacturing process to
final delivery, to ensure the customer has a safe and
genuinely profitable business tool in his fleet,” concludes
du Toit. |FOCUS
Clockwise from left: High-tensile steel is fabricated and welded to make chassis rails. The finishing shop, where
trailer brake systems and other ancillary components are fitted and checked for final quality. A computerised plasma cutter cuts
trailer body components with precision. The trailers are fitted with the patented Kearney Constant Velocity Tipping System and
the automated tyre-inflation system, Tire Pilot.
22 |FOCUS| October 2014
ITOYExCLUSIvE
maintenance and appropriate driver training to
comply with health and safety requirements.
Interestingly, the fitment and use of lifting
equipment is one that touches all sectors of the
industry, from light vans to trailer operators,
and includes the passenger transport sector.
With all transport equipment, what you intend
to do with it deserves serious consideration,
and with handling equipment there are many
issues to consider – not least lifting capacity.
Lifting capacity is obviously important,
though some transporters are finding that
customers are under-declaring the weight of
pallets, and that pallet sizes are increasing as
customers try to save on transport costs.
This has the potential to be more than just
a slight deception on the customer’s behalf –
it can be inherently dangerous. If the stated
weight exceeds the rated Safe Working Load
(SWL) of the lift, the consequences could prove
expensive at best, or in the worst case result in
personal injury.
One thing new-dimension equipment
providers have to deal with is the fitment of tail-
lifts to double-deck trailers. While not the most
common of applications, they are becoming
more frequent. In general the same rules and
operational procedures apply. However, due to
the increase in working height, any potential
dangers and hazards are greatly exaggerated
and, therefore, potentially more serious.
In the drive to save weight, increase
payload and save fuel, rear-closure tail lifts have
increased in popularity. Ballinlough Refrigeration
has supplied the highly regarded DHollandia
brand of tail lift products for almost twenty
years.
Ballinlough’s Neil Bannon explains: “The
main benefit of rear-closure models is that they
eliminate the need for rear doors or a roller
shutter. Because the platform itself becomes
the rear frame and doors, it seals the cargo
bay. Using the tail-lift platform as the rear
frame delivers the weight reduction, and is of
particular benefit for the weight-sensitive light
commercials.”
Bannon adds: “The units are easy to fit and
simple to operate, making them flexible and
cost effective.” He also notes the additional
benefits for vehicle security the rear closure
model offers.
Another respected name in the supply of
Correctly and efficiently loading and unloading a vehicle is an important consideration for transport
operators. Irish commercial magazine, Fleet, published this report
JusT
yourselfLiFT iT
The common purpose of all
commercial vehicles is to load,
transport and deliver goods,
passengers or services. While
problems can arise at any stage throughout the
journey, problems and delays at the loading and
unloading points are often the most frequent,
and many of these problems are out of the
operator’s control.
The solution may be for operators to take
back control of the loading and unloading,
by using their own vehicle-mounted handling
equipment.
Lifting equipment allows a great deal of
flexibility and can increase vehicle utilisation
by reducing wasted time at each end of the
journey. This makes the economic argument
quite clear; if a driver can deliver immediately
without having to wait for equipment to become
available, hours can be saved over the working
day.
However, as with most aspects of the
transport industry (and lifting equipment is no
different) there are the ups and downs, so to
speak. The pros of flexibility must be weighed
against the cons of extra weight, additional
October 2014 |FOCUS| 23
ITOYExCLUSIvE
tail-lift equipment is Zepro. TSS Refrigeration
& Tail Lifts is the Irish agent for Zepro, and
the brand has proved popular with operators
due to its reliability and durability. The Zepro
range will adapt to most regular vehicles
on the market. TSS offers a wide range
of accessories that will adapt the lift to an
operator’s specific needs.
TSS’s Mark Grange says: “We always strive
to reduce the weight of our products to keep
the fuel consumption to a minimum, to save
both money and to reduce the effect on the
environment.”
Grange points out that regular maintenance
is necessary to ensure trouble-free operation,
as any downtime of the tail lift can mean
downtime of the whole vehicle. “TSS provides a
comprehensive parts service. We have complete
archives to assist quickly and accurately with
spare-part requirements,” adds Grange.
To reduce the risk of accidents, a driver
or operator of truck-mounted tail lift should be
correctly trained and certified on the specific
piece of equipment. However, due to the wide
range of vehicle attachments and operational
environments, some training companies
recommend that operators undergo training
from the original equipment supplier. Their
reasoning is that, because of variations in
delivery points, it is almost impossible to cover
all possibilities.
Another widely used type of self-lifting
equipment is the truck-mounted crane. It has
long been a regular feature in certain segments
of transport, in particular on the
construction supply side.
A global supplier of cranes across
all industry sectors is Palfinger,
which this year celebrated 50 years
in business. The Palfinger product
range covers small access platforms,
tail lifts, truck-mounted and off-shore
marine cranes.
The company offers a vast range
of attachments for its cranes,
which greatly widens the scope of
applications for which any one crane
(and therefore truck) can be used.
Seamus Kane of Palfinger
Ireland notes: “The training situation
for truck-mounted cranes is slightly
different from some other transport
equipment.” Palfinger also supplies
a selection of truck-mounted
forklifts and remotely operated lift trucks. The
truck-mounted forklift is an alternative to a
crane or tail lift.
Always having the ability to deliver the load
can dramatically improve vehicle productivity.
Although the initial cost can be off-putting for
some operators, the longevity of the equipment
must be considered. In real terms the part-
time operation cycle is generally not as tough
as that experienced by a full-time forklift, in
that a smaller percentage of the time is spent
working.
Selecting the right model from a recognised
company like Manitou (with its highly versatile
TMT range) ensures the unit will remain in
service for a long time. As a rule, once operated
within its design specification, and provided the
unit is properly maintained, it should operate
trouble free over the lifetime of two or more of
the trucks on which it is carried.
Moffett Engineering began manufacturing
in Dundalk in the 1940s and changed the face
of the transport industry when it mounted
a small forklift to a truck in the 1980s.
The company is now part of the Cargotec
Corporation.
The Moffett truck-mounted forklift became
a synonym for this type of equipment and was
an Irish engineering success on a global scale.
The three-wheeled units have a lifting capacity
from 1,5 to 3,5 t. They can be equipped with a
variety of attachments, which allow them to be
used in almost every industry.
Within the Cargotec Corporation the
Moffett brand sits alongside other company
names such as Hiab, Kalmar and McGregor.
It is important to note that once a truck-
mounted forklift is detached from the carrying
vehicle, it becomes a standard forklift under
the general applications regulations, and is
subject to the normal rules governing this type
of equipment. Employers have an obligation
to ensure that drivers are properly trained to
operate the forklift.
The issue of correct maintenance is an
important factor for all truck-mounted forklifts,
cranes and tail lifts. Proper maintenance
checks include the annual testing of equipment
for correct operation of all components and a
weight test.
One point brought to our attention is that,
in addition to the annual test and certification,
equipment that can carry a person (even
inadvertently), should be serviced and checked
tested every six months along with the annual
test. All testing must be carried out by a
recognised competent person.
All the major recognised brands of lifting
devices appear to retain a high residual value
and there always seems to be a market for
well-maintained used equipment. In most
cases lifting units can be transferred from one
vehicle to another. Equipment that is operated
within capacity, remains undamaged and is
maintained correctly, can significantly add to a
vehicle’s value.
For some operators (depending on the
nature of the work) lifting equipment is an
absolute necessity, as there is often no
alternative method of unloading at the delivery
point. The benefits of self-lifting devices, in
terms of improved vehicle utilisation and driver
productivity, can dramatically outweigh the
investment. |FOCUS
As regular readers of FOCUS know, this magazine has been appointed an associate member of the International Truck of the Year (IToY)! FOCUS is the sole South African magazine to have joined this prestigious body. One of the advantages of this association is access to exclusive articles, specially written for FOCUS by ITOY jury members. This is one such article.
2014
??????????
24 |FOCUS| October 2014
Maintenance costs are one of
the biggest expenses faced
by transport operators as
they have to pay for the
actual service, replace affected parts and deal
with the downtime. Technology is, however,
helping to curb these overheads.
SAvvY SOFTWARE Various systems are now available that monitor
trucks while they operate, enabling preventative
maintenance – with some even informing
the workshop on what needs to be replaced
before an operator is even aware that there’s
a “problem”. Two examples can be found at the
truck stables of Mercedes-Benz, with its Telligent
Maintenance system, and Volvo, which offers
Telematics Gateway.
The former takes cues from the actual wear
and tear of the vehicle – calculating service
dates for the engine, the transmission and the
axle oil-change intervals. It also determines the
dates for general service components – based
on the operating conditions of the vehicle.
As we reported in FOCUS July: “This ensures
optimum utilisation of operating fluids and service
parts without risk to the service life or reliability
of the engine and driveline.”
“Telligent Maintenance tells the driver exactly
what needs to be serviced, and when. This leads
to less time spent in the workshop. Effective
usage of the system can realise a saving of up
to 14 percent in service costs.”
Volvo’s Telematics Gateway follows the same
principals; a remote workshop monitors the
parameters pertaining to the vehicle’s condition.
FOCUS assistant editor Gavin Myers elaborates
in the report Viva Volvo! (FOCUS November
2013): “Fault codes can be read before a
technician is sent to physically diagnose and
repair a stricken vehicle, and servicing and
maintenance can be scheduled in relation to the
condition and use of each individual vehicle.”
A DIGITAL “HOW TO” LAYERED OvER REALITY The motoring world is, however, also filled with
other “space-age” solutions to enhance vehicle
maintenance … enter Mobile Augmented Reality
Technical Assistance (MARTA) – an augmented
reality service support for Volkswagen’s (VW’s)
XL1, a diesel-powered, plug-in hybrid concept car
(turned limited production) that consumes fuel
at less than 1 l/100 km.
Today’s commercial vehicles are
characterised by continually growing complexity.
This means that service employees will need
more extensive support in servicing new vehicles
and their innovative functions.
“This requires advanced development of the
classic repair instructions that show the employee
how to perform the tasks of the specific job, step by
step, with relevant supplemental information such
as the tools to be used, assembly configurations
and test specifications,” states VW.
And this is exactly what MARTA does.
Using the built-in camera on a tablet device, the
program displays the real and virtual parts, in
three-dimensional relation to one another, while
offering service information in real time. So the
technician is led through the whole maintenance
process with a virtual “how to” guide while he
is doing the actual servicing, eliminating the
need to take a break and go back to the repair
instruction manual …
MARTA shows the possibilities that
augmented reality could hold for vehicle
maintenance!
Just imagine how this could speed up the
training process, technicians could receive a
whole new level of “on-the-job training”. Workshop
processes could also be speeded up, as the
program identifies exactly which tools should
be used for each application and technicians
would be able to work on models that they’re
unfamiliar with.
A BRIGHTER TOMORROW It seems that vehicle maintenance will be a lot
less menacing in future; parts are being designed
to speed up the process; systems are being
implemented that inform a workshop when you’ll
need what, before you even know you’ll need it;
and augmented reality will be utilised to speed
up whole maintenance process.
Bring it on you loathed duo … |FOCUS
Vehicle maintenance – possibly two of
the most loathed words in a transport
operator’s world … but technology is
helping to manage this menace, while parts
are becoming “smarter”. JACO DE KLERK
dives into the digital domain of augmented
reality and finds that components are
also doing their part to overpower
this necessary “evil”
Managing MainTenance
vEHICLEMAInTEnAnCE
MayheM
??????????????
October 2014 |FOCUS| 25
COMPOnEnTS DOInG THEIR
PART
Original equipment manufacturers
(OEMs), however, aren’t just
combating maintenance costs by
using some savvy software, they’re
fighting it through the actual parts
that they’re producing as well …
MAN’s new 15,2-litre, six-cylinder,
in-line D3876 engine is a stellar
example.
It is said to be the top model in
MAN’s Euro-6 engine range – with
torque from 2 500 Nm to 3 000
Nm, and power output between 520
hp (around 380 kW) and 560 hp
(around 410 kW) for long-distance
and towing vehicles, and 640 hp
(470 kW) for heavy-goods vehicles.
The maintenance magic isn’t
due to its power output, but is a
result of how it’s been designed.
Development of the D3876 was,
reportedly, monitored at an early
stage by experts from the company’s
Service Engineering department,
with the aim of achieving the most
maintenance and repair-friendly
design possible.
“For example, the valve train is
accessible without prior removal of
the air filter,” MAN relays. “Also,
the extended diagnostic capability of
the injection system provides more
detail and hence reduces workshop
effort.”
Things didn’t stop there. In certain
assemblies, MAN also used proven
components from the D20/D26
engine series; including the fuel filter,
oil filter module and oil separator,
the coolant pump, throttle valve,
control cylinder for the exhaust gas
recirculation system, the fan drive,
auxiliary drive, alternator, starter and
air conditioning compressor.
“This has enabled the company to
incorporate the servicing and repair
friendliness of the smaller engines
into the 15,2-litre engine,” states the
OEM. “And it is also a sound basis for
straightforward parts provision.”
vEHICLEMAInTEnAnCE
COMPOnEnTS DOInG THEIR PART
Original equipment manufacturers (OEMs) aren’t just
combating maintenance costs by using some savvy
software, they’re fighting it through the actual parts that
they’re producing as well … MAN’s new 15,2-litre, six-
cylinder, in-line D3876 engine is a stellar example.
It is said to be the top model in MAN’s Euro-6 engine
range – with torque from 2 500 to 3 000 Nm, and
power output between 520 (around 380 kW) and
560 hp (around 410 kW) for long-distance and towing
vehicles, and 640 hp (470 kW) for heavy-goods vehicles.
The maintenance magic isn’t due to its power output,
but is a result of how it’s been designed. Development
of the D3876 was, reportedly, monitored at an early
stage by experts from the company’s Service Engineering
department, with the aim of achieving the most
maintenance and repair-friendly design possible.
“For example, the valve train is accessible without prior
removal of the air filter,” MAN relays. “Also, the extended
diagnostic capability of the injection system provides
more detail and hence reduces workshop effort.”
Things didn’t stop there. In certain assemblies, MAN
also used proven components from the D20/D26
engine series; including the fuel filter, oil filter module
and oil separator, the coolant pump, throttle valve,
control cylinder for the exhaust gas recirculation system,
the fan drive, auxiliary drive, alternator, starter and air
conditioning compressor.
“This has enabled the company to incorporate the
servicing and repair friendliness of the smaller engines
into the 15,2-litre engine,” states the OEM. “And it is also
a sound basis for straightforward parts provision.”
26 |FOCUS| October 2014
FOCUS OnEHCvs
having thus far grown 8,9
percent year-on-year, it
appears the local EHCV
sector is set for another year
of solid performance. This is good news for
the sector as this major, positive trend is set
to continue.
“We’ve witnessed continual growth in
the EHCV sector since January 2013, so
it’s a very positive trend in the market
currently,” notes Jason Brunninger, national
sales manager at Freightliner.
Rory Schulz, acting MD of UD Trucks
Southern Africa, concurs, noting that
the company forecast only 4,5 percent
growth in this segment. “However,
the segment has been consistently
performing well (at six to eight
percent growth), so far this year,” he
says, indicating that a backlog (following
recent strikes in the platinum sector)
should drive the segment, currently
numbering around 8 087 units, for a few
more months.
The segment, says Schultz, should
continue showing above-average growth,
driven mainly by the recovery in mining, long-
haul and construction (energy, road, rail and
water related).
That’s not to say the year so far has
been smooth sailing. It’s been something of
“a double-edged sword”, notes Brunninger.
“Even though we’ve seen good performance
from Freightliner and the EHCV market as a
whole, it’s been challenging as the market is
directly affected by foreign exchange rates
FOcUs speaks to a few local original equipment manufacturers about the current status of the local
extra-heavy commercial vehicle (EHCV) sector
news for exTra-heaviesexTra-gOOd
October 2014 |FOCUS| 27
FOCUS OnEHCvs
– it’s continuously about overcoming those
challenges. In the last two years we’ve seen
depreciation with the rand/dollar, euro,
kroner and all the major currencies.”
Schultz explains that external factors–
such as slow economic growth, widespread
labour unrest, rising interest rates and
inflationary pressures– continue to dampen
growth in the local truck market.
Why the big upward trend within the
EHCV sector, then? Brunninger says: “Some
of the current purchasing is possibly the
result of replacement cycles. The last major
year for sales was 2008, which is in line with
a general five-year replacement cycle that is
also driving sales this year.”
Schultz expands with an interesting
observation: “Due to the postponement
of Euro-5 implementation to 2020, fleet
replacement cycles will be influenced towards
the end of the year and going into 2015.
“‘European’ fleets will see the biggest
impact. Operators will probably hold onto
current vehicles in anticipation of replacing
them with Euro-5 vehicles during the next
two years … This will not happen anymore,
so they might as well replace vehicles in the
immediate future and plan to replace them
again when the new emissions legislation
does come in.”
Another very important factor to
consider is the drive to improve efficiencies
and the recent trend of consolidation of
freight – something which (as we reported
last month) is affecting sales in the heavy
commercial vehicle (HCV) sector.
“A lot of freight is being consolidated now
and moved in bulk rather than by individual
operators with smaller applications,”
says Brunninger. “I think that is having a
considerable influence on EHCVs at the
moment as well – if you look at medium
commercial vehicle (MCV) and HCV sales,
their growth is not as positive.”
Schultz adds yet more food for thought
to the mix, stating that the growth in the
EHCV market so far this year is also due
to continued spending on infrastructure-
related projects. Government has spent an
estimated R1 trillion over the past five years
in this sector, and a further R847 billion is
budgeted for infrastructure construction
over the next three years. “Truck models that
are suited to supporting the development of
exTra-gOOd
»
28 |FOCUS| October 2014
these infrastructure projects will continue to
sell well,” he enthuses.
“Gross Fixed Capital Formation, or GFCF
– the new value that is added to the economy
– is set to increase slightly during 2014,
with the main gains coming from several
construction and infrastructural projects,”
he continues.
“Government’s New Development Plan
(NDP), although it met with mixed reactions,
has also now, for the first time, been
included in the state budget. This bodes
well for the development of a number of the
Strategic Infrastructure Projects identified
by government,” adds Schultz.
These include 18 projects ranging from
geographically focused developments, to
social infrastructure, knowledge, water
and sanitation. “Most of these projects
require heavy involvement by the transport
industry, which could once again have a
positive impact on the potential growth of
the market,” he says.
Whichever why you dissect it, the
market certainly is showing great resilience.
Brunninger sums it up thus: “The nature
of transport is that product needs to be
moved on road and thus we’re seeing
a positive trend in our sector and our
segment.” |FOCUS
The South African extra-heavy sector is expcted to continue showing above-average growth.
FOCUS OnEHCvs
??????????????
October 2014 |FOCUS| 29
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30 |FOCUS| October 2014
FOCUSOn FMCG
according to Quinton van
Heerden – an industrial
engineer and researcher in
spatial planning and systems,
at the Centre for Scientific and Industrial
Research (CSIR), for commercial vehicle
transport modelling – commercial vehicle
movements are the result of decisions and
interactions between different stakeholders
in the supply chain. It is these decisions that
affect the efficiency of the supply chain and
the eventual costs of getting the goods to the
end consumer.
Between 2011 and 2013, says the 2013
CSIR State of Logistics survey, transport
accounted for 61 percent of the costs of
logistics – with 88 percent of freight in South
Africa being moved by road. It stands to
reason, therefore, that increased efficiencies
should help drive down costs.
At the recent Southern African
Transport Conference, Van Heerden
presented a new modelling system that he
has been developing, for the FMCG sector,
which aims to do just that. The system is
based on a case study conducted with an
actual transporter in the Nelson Mandela
Bay region.
“Freight vehicles are considered a minority
road user group in transport models, even
though their impact on pavement damage
and emissions is disproportionately large.
Consequently, decisions to fund multi-billion
rand projects are often based on sub-optimal
models that are not really representative
of the movements of freight vehicles,” says
Van Heerden, noting that collaborative
planning, forecasting, Just-In-Time deliveries
and economies of scale all influence the
frequency with which vehicles move and when
orders are delivered.
“We want to understand the stakeholder
interaction in a supply chain, and capture this
behaviour in freight models that are more
representative of freight movements,” he
explains.
This form of modelling (also currently
being developed in Germany) has multiple
benefits; including increased efficiencies
for the transporter through far more
detailed analysis of its business and vehicle
movements. It also allows government to
make better decisions for infrastructure
spend.
For the case study, Van Heerden obtained
the subject transporter’s distribution data for
analysis. The receivers (customers) included
in the study were situated around the Eastern
Cape.
In order to run the simulations, the
sophisticated software required further
information including a road network, agents
Success in the fast-moving consumer goods (FMCG) environment is sensitive to issues such as order
size and frequency, traffic congestion and vehicle use. GAVIN MYERS explores an innovative modelling
technique that could turn these hurdles into measurable gains
Making fMcg
MOve FasTer
This form of modelling has multiple benefits;
including increased efficiencies for the transporter through far more detailed analysis
of its business and vehicle movements.
FOCUSOn FMCG
October 2014 |FOCUS| 31
(public transport, private and freight agents
– including carriers and receivers) and
configuration data with specific values, such
as traffic counts. “We were looking at total
tonne-kilometres moved, operating costs,
travel time and distance details as well as
which vehicles delivered which products to
which customers,” Van Heerden says.
“We took one product and looked at the
behaviour of two different customers in terms
of order frequency (number of days between
orders),” he explains. “One customer typically
ordered twice a week, the other once a week.
Order sizes also differed between the two
customers, with quite big orders from the
one that was further away. You’d expect this
to influence the type of vehicle used by the
carrier.”
Orders were dispatched from the
transporter’s distribution centre using a
range of different sized trucks (each with
its own fixed and variable operating costs),
operating during the 06:00 to 09:00
timeframe. To begin with, the carrier planned
routing and scheduling for the specific day.
“Traffic congestion, for instance, has
an effect on vehicle utilisation,” says Van
Heerden. “We modelled three scenarios;
between 07:00 and 09:00 and 16:00 and
18:00, reducing free speed to 60, 20 and
15 km/h.”
The carrier planned its routing and
scheduling accordingly, using nine vehicles,
including one of each type. In the case of
the 15 km/h limit, the fleet couldn’t deliver
all the products in time – as congestion
increased, more vehicles were needed to be
able to deliver all the orders. Interestingly,
total distance covered did not differ much.
Customer order frequency was then
considered to determine its impact on fleet
utilisation. Although it stands to reason, it
was proved that the more frequent orders
were of a smaller size – the transporter thus
used smaller and fewer vehicles to fulfil these
orders. “When the order frequency was
lower, however, customers ordered larger
quantities and the total order size increased
by almost three tonnes!” Van Heerden
exclaims.
With this basic case study showing that
a transporter’s behaviour is sensitive to both
traffic congestion and changes by the receiver,
modelling could help the transporters to plan
around these factors.
“They could introduce another distribution
centre to service other customers, depart
earlier, take different routes or use other
modes of transport,” says Van Heerden. “The
process should be repeated until all iterations
are complete and the results can then be
analysed.”
Finding the right balance will allow
transporters to reduce the time and cost
of delivering goods and modelling might
even allow transport and road planners to
make better decisions in key areas – at the
end of the day saving the consumer from
footing the bill. |FOCUS
An open road such as this is but a dream in modern-day cities. Transport, therefore, requires careful and detailed planning.
FLEETMAnAGEMEnT
it’s no secret that it’s sometimes very
difficult to do business in Africa, as
red tape can be found “around every
corner” – especially when travelling
regionally …
Michael Frans, head of business
development for the automotive sector at
T-Systems South Africa, agrees. “It is very
frustrating to do business in Africa – when you
go to Europe, you need one visa to get in and
travel around the continent.” He adds, however,
if you’re a Cameroonian in Africa, you need a
visa to visit Kenya and do business there.
To illustrate his point further, Frans shines
some more light on the matter from his
own personal experiences (sharing it at the
Transport Forum’s recent Special Interest
Group meeting in Cape Town, themed:
Regional Expansion: Overcoming logistical
challenges to enable southern African
supply chains).
Before he joined T-Systems – a German
global IT services and consulting company, with
the South African derivative being one of the
most successful T-Systems companies outside
of Europe – Frans was responsible for rolling
out the Volvo Group’s dealer network for its
truck operations in sub-Saharan Africa …
“When I’d meet dealers and undertake
partnership negotiations with Angolan
companies, we met in Namibia, because it is
the one country for which both South Africans
and Angolans don’t need visas,” he recollects
– adding: “We Africans are really making it
difficult for ourselves.”
Restricted movement isn’t the only thing
plaguing African logistics, however, as data
isn’t always readily available – making for
some congested environments.
Anyone who has been to an African port
(and this includes the one in Durban) knows
how chaotic things can be. Congestion hampers
efficiencies, but headway is certainly being
made. “T-Systems has a global solution called
TelematicOne. This system aggregates data
between all the stakeholders in the supply chain
– from the moment a consignment is loaded
onto a ship to when it reaches the customer,”
explains Frans.
So, instead of transport operators having
data only from when they pick up a shipment,
all the interested parties know exactly where
the goods are – all of the time. “The idea is to
create a portal for the presentation of logistics
objects and for central data visualisation,” says
Frans. “What this means, in English, is one
platform, into which everybody pushes their
data and then extracts what they need, allowing
all users in the system to see their particular
data throughout the region.”
He continues: “It isn’t just about picking up a
consignment at the harbour and knowing when
it is on the truck, before I can give you all the
information about that shipment … it is about
when the ship is going to dock, when it is going
to be offloaded, when the truck needs to pick
up the consignment and then push it through
to the customer.”
Frans says: “T-Systems believes that the
aggregation of data is important to ensure
efficiency and better communication, planning
and execution – but confidentially is still key.
T-Systems is part of Deutsche Telekom – and
Germans are fanatical about governance and
data integrity and security,” he reassures. “So
we follow and comply with those legislative rules
that are already written. We are probably going
to wait a while for our own government to put
those legislative processes in place and then
manage them.”
The system was also piloted in Germany,
in the Port of Hamburg. “Here we created a
cloud, which is an IT term for a data centre that
everybody can plug into and use the information
– no matter where you are. We provided the
infrastructure and we feed the system with
up-to-date information that enables users to
make smarter decisions.”
The system also has the potential to plug
into various telematics systems – it could be
an aftermarket system, such as Ctrack, or
an original equipment manufacturer’s own
unit. “It also doesn’t matter what hardware
you use, be it a Samsung tablet, iPad, or a
monochrome cellphone with SMS technology,”
Frans points out. He says that the data can
also be presented in different formats –
depending on what you would like to know.
TelematicOne also includes non-traditional
supply chain stakeholders as T-Systems aims
to include the cities that are part of the logistic
cog. “For example the City of Cape Town, which
is in the process of bumping up its smart
status,” explains Frans. Here the city can feed
information into the cloud and drivers can see
on their devices what is happening around
the port.
This system really is a one-stop shop for
the data needs of the whole supply chain,
as all the interested parties have access to
everything that they need to know about their
consignments – from delays at sea due to
weather, to the time it will take to get to the
port by road in current traffic. This intermodal
traffic management system has the potential
to save time and money across the southern
African region. |FOCUS
Telematics makes the world go round for fleet managers and freight forwarders, but these systems might be wanting for the African continent … until now! Enter TelematicOne, an integrated, manufacturer-neutral portal for logistics service companies
for souThern-africa TeLeMaTics
??????????????
October 2014 |FOCUS| 33
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34 |FOCUS| October 2014
W ell, I can’t really
remember the last time
I got on a pedal-powered
bike … So, to be honest,
the prospect of taking part in a 357 km “mini
Epic” mountain bike race – no matter how
stunning the terrain – is not too high on my
“things to do at my current fitness level” list.
Mercifully, Isuzu Trucks was kind enough to
let me watch from the sidelines instead.
Dubbed the PE to Plett mountain biking
challenge, this four-day event is now in its
second year and attracted close on 100 teams.
Isuzu Trucks was the title sponsor this year
(and is likely to be for the next three years).
“Isuzu Truck South Africa has a long and
prosperous heritage in the Eastern Cape
and is always seeking innovative ways to give
back to the local community of Port Elizabeth
and, ultimately, to the province,” says Isuzu
Truck South Africa’s chief operations officer,
Craig Uren. The PE to Plett mountain biking
challenge afforded us the ideal platform to
support the region that is known as the home
of Isuzu Trucks.”
Of course, that long, prosperous heritage
stretches back to 1929! But more on that
later …
The company also took the opportunity
to sponsor the PE to Plett teams under
the LumoHawk banner. Started by former
Springbok Joel Stransky, the LumoHawk
charity channelled all proceeds raised from
the race (the teams also won a great deal of
prize money) to assist the Diepsloot Mountain
Biking Academy to build a BMX track in order
to attract younger children to the club.
Stransky notes that the foundation was
based on the premise of former president
Nelson Mandela’s belief that education is
the cornerstone for society. “The Diepsloot
Mountain Biking Academy does not only focus
on the sport, part of the initiative is that the
children who attend must also attend extra
maths and English classes after all their
rides,” he adds.
The company’s involvement in the race
also granted it a perfect opportunity to
show off its 44 000 m2 Kempston Road
assembly plant.
Following Isuzu’s majority share takeover
of Isuzu Truck South Africa from GM last year,
R17 million was invested to consolidate all the
assembly operations of Isuzu Trucks under one
roof. This was aided by GM moving to a new
facility in Struandale – having been located at
the Kempston Road facility for 85 years!
Having taken over the General Motors (GM) Kempston Road plant in Port Elizabeth (PE) last year, Isuzu
Truck South Africa is also pedalling investment in the area by sponsoring an increasingly popular race.
GAVIN MYERS hops on his bike to find out more
build a Truck,
race a biKe
PLAnTvISIT
October 2014 |FOCUS| 35
ISUzU
The result has been an increase in
production, efficiency and, subsequently, a
rejuvenated workforce. Production has gone
up from 13 to 20 trucks a day (4 500
per year). Uren credits the consolidation
of the production lines and the aggressive
implementation of the Kaizen philosophy
for this success. “We believe in Kaizen;
it’s powerful and it works,” he says. “We
have managed to decrease wasted time
by increasing optimal working conditions,
benefiting our employees.”
Run by Masakiyo Arai, executive for
manufacturing and engineering, and Sipho
Sandla, truck plant manager, the plant
currently employs 110 people and adheres
to ISO 9001 and ISO 14000 standards in
assembling the N, F and FX series trucks.
Each week, 55 containers of truck
components are received (enough to build
120 trucks). Their contents are then sent to
the commodious 12 000 m2 warehousing
facility adjoining the plant. (It actually has
enough space for 250 containers!)
From there it’s on to the sub-assembly
lines; for cab trimming and engine-gearbox
marriage (among others), that border the main
line. Seventeen medium and heavy chassis are
prepped on another line each day, while three
extra-heavy units are done on yet another.
Once all these components are ready,
they meet on the main assembly line, where
a complete truck rolls off every 20 minutes. It
doesn’t end there, though, as rust protection
is applied to the chassis and components
before the vehicle passes through a final
testing station. Each vehicle’s testing records
are kept for over 15 years, as are its quality
control reports garnered from multiple points
in the assembly process.
According to Uren, for every N series
(the company’s local volume seller) produced,
at least 100 people are supported from
an employment perspective. “As part of our
brand and culture, you don’t just buy a truck
from us … we like to work as a team with our
suppliers, customers and everyone connected
to the economy of a truck,” he says.
“If we can grow the market and put more
trucks into the economy, we’ll employ more
people. We need to put cost-effective vehicles
into the market that generate volume and
make a difference in the economy,” he adds.
With this attitude and the provisions made
for increased volume from the Kempston
Road plant, it’s clear that Isuzu Truck South
Africa is not only intent on giving back to its
home community, but to the country at large.
Maybe a national cycling challenge is in
order? |FOCUS
Above and left: Isuzu Trucks has invested R17 million in its Port Elizabeth assembly plant.
Below: Sponsorship of the PE to Plett mountain biking challenge is one way Isuzu Trucks is giving
back to its home region.
36 |FOCUS| October 2014
nEWvEHICLES
it’s no secret that Ford is on a global
charge with its commercial vehicle
range. With its One Ford strategy
forming the basis, models, such as
the previously Eurocentric Transit range, are
now being developed to tackle North America
(we know the United States traditionally likes
to do things its own way …) and other world
markets. Happily, South Africa is bearing the
fruit of this strategy as well.
Following the launch last year of the
successful, “mid-range” Transit and Tourneo
Custom models, the company launched the
“full-size” versions during August – known
simply as Transit and Tourneo. Next year will
see the introduction of the “baby”, Volkswagen
Caddy-rivalling Transit and Tourneo Connect.
The latest range consists of six new
derivatives – a Transit panel van in medium
wheelbase (MWB), medium-roof and extended
long-wheelbase, and high-roof (known as the
Jumbo) configurations; a Transit chassis cab
featuring the same wheelbase options, both
with low roofs; and the Tourneo bus, in 12-seat
MWB medium roof and 18-seat Jumbo.
Each derivative is fitted with a version of
the company’s 2,2-litre, four-cylinder Duratorq
diesel engine, coupled to a six-speed manual
gearbox. The different versions are also
designed with both front and rear-wheel drive
(RWD) configurations.
MWB Transits get 92 kW and 350 Nm in
FWD; Jumbo versions get 114 kW, 385 Nm
and RWD; while both versions of the Tourneo
make do with 100 kW and 350 Nm, driving
the rear wheels.
The spec sheets read impressively. Load
volumes of the Transit panel van total 10 500
and 14 800 litres in the MWB and Jumbo
versions respectively. Gross vehicle mass
ratings for both van and chassis cab versions
are 3 300 and 4 700 kg, respectively for
MWB and Jumbo versions. Van payloads
count in at 1 325 and 2 270 kg, while those
figures for the chassis cab models are 1 597
and 2 691 kg.
The chassis cab can be ordered from
the factory with a R4 000 float (a body-
equipment mounting manual is available from
the dealers), while the panel van models are
accessed by split rear doors that open to
207° and a single, 1 300 mm left-hand side
sliding door.
Aimed at shuttle services and schools,
the bus features removable rear seats
for wheelchair accommodation, opening
rear windows and the option of rear air-
conditioning.
I was able to sample the MWB chassis cab
and panel van (which both require a normal
code 8, or EB, licence) as well as the Jumbo
panel van (that needs a code 10, or C1,
licence) at the launch event.
All versions have a comfortable, functional
cabin for the driver and two passengers. In
addition to the usual parcel shelves, electric
Ford Motor Company of South Africa is steadily expanding its local commercial vehicle offering.
GAVIN MYERS gets acquainted with its largest range to be introduced yet
The esTablishMenT?rOcKing
October 2014 |FOCUS| 37
nEWvEHICLES
windows and 12 v power sockets, other innovative
features include 92 litres of under-seat storage,
a tray and storage compartment in the middle
seat back, and an integrated phone holder in the
driver’s door. This is designed to keep the phone
out of reach so that the driver can only use the
standard Bluetooth hands-free system.
A full suite of safety features includes ABS
anti-lock brakes with Electronic Brakeforce
Distribution; Electronic Stability Program, Load
Adaptive Control, Roll Over Mitigation, Trailer
Sway Control and Hill Launch Assist.
On the road, the chassis cab rides exceptionally
smoothly and comfortably, even unladen. Each
(including the Jumbo models), proved very wieldy
and nimble around the obstacle courses Ford
had set up for us to tackle.
A very interesting challenge was an alley-
docking parking manoeuvre that we had to
complete using only the Jumbo panel van’s
optional reversing camera. It was a piece of cake
– it even tells you exactly where to stop so that
there is enough space to open the rear doors!
The new Transit and Tourneo range is priced
from R359 900 for the Transit Single Chassis
Cab 2.2 TDCi MWB, rising to R559 900 for
the 18-seat Tourneo 2.2 TDCi. Both ranges are
covered by a standard four-year/120 000 km
comprehensive warranty, a five-year/unlimited km
corrosion warranty and three-year/unlimited km
roadside assistance. Service plans are offered as
a dealer option. |FOCUS
Below: Alley docking the Jumbo model using only its reversing camera was a cinch.Bottom: The chassis cab model is smooth and comfortable on road.
38 |FOCUS| October 2014
nEWvEHICLES
points to South Africa’s poor fuel quality –
the correct engine had to be made available,
meaning other markets at the level of Euro 5
or 6 took priority.
The engine available in South Africa is
rated at Euro 3. It is essentially the same
three-litre, 16-valve 4P10 common-rail
turbodiesel unit as offered on the higher
Euro-rated models, but without the Selective
Catalytic Reduction and its required AdBlue
urea solution.
Five model options are offered at launch
with payload ratings ranging from 2,5 to
five tonnes: the FE6-130 manual (96 kW
and 300 Nm), FE7-150 manual and Duonic
(110 kW and 370 Nm) and FE8-150 Duonic
in single and double cab (110 kW and
370 Nm).
The engine is fitted with a three-stage
exhaust brake as standard, and also
features a new cartridge-type
oil filter to improve
service costs. Regarding gearbox options, the
Canter LIFT brings another first to the South
African market: a double-clutch gearbox. You
might have already fathomed that it’s called
Duonic – and it’s a rather clever piece of kit.
Unlike a conventional automatic or
automated-manual (AMT) gearbox, a dual-
clutch unit pre-selects the next gear so that,
when it is engaged, there is no loss of torque
or any shift-shock – a boon for maintaining
momentum when lugging around a
heavy load.
The Duonic offering is quite intelligent. It
features a maintenance-free wet clutch for
reduced maintenance costs. There is an Eco
mode that keeps a strict eye on engine revs,
shifting earlier and keeping the engine in the
The next generation of the popular Fuso Canter has been launched locally. GAVIN MYERS attended and
found the whole shebang quite LIFTing
we have
LiFT-OFF
The decision-makers at Daimler
Trucks and Buses must’ve
known they were on to a good
thing when, in 2003, the decision
was taken to buy equity in Mitsubishi Fuso.
Ten years down the line, global Fuso sales
accounted for 37 percent of Daimler’s total
truck sales …
Not only was 2013 a good year for
the brand’s sales, but it was also the 50th
anniversary of its Canter range; of which
there have been seven previous generations.
And, now, the latest eighth generation –
known as the Canter LIFT (for Light-Duty
International Future Truck) – has landed on
the African continent.
Having sold over 100 000 units, since
originally launching in 2010, the LIFT enters
the South African market with an impressive
reputation. It was subject to three-million
kilometres of testing, was the first commercial
vehicle to win a Car of the Year special
award in its home market last year and
was awarded Ireland’s Best Energy Efficient
Product Award.
At this point you may be asking why
it took four years for the LIFT to arrive
on local shores. The answer, according to
Fuso product manager Duncan Prince, again
October 2014 |FOCUS| 39
Canter LIFT rides exceptionally comfortably.
Standard wide-angle mirrors on the larger
models make for easy manoeuvrability.
The company says that safety, driver
comfort, extended reliability, high durability
and low cost of ownership are what make
the Canter so popular. We were able to
experience the first two and, to prove
its seriousness about the rest, Fuso is
offering the LIFT with service intervals of
up to 25 000 km and a two-year unlimited
kilometre bumper-to-bumper warranty.
Pricing is also exceptionally keen, the FE6
starts at R295 000, while the FE8 Double Cab
rounds the range off at R403 000. Clearly
the Canter is not the best-selling truck in the
Daimler stable without good reason. |FOCUS
green band at all times. The transmission also
has a creep function for easy parking and the
driver can shift gears manually if required.
The gear lever has been relocated
to the dashboard; one of the numerous
improvements the Canter’s interior
has benefited from and one that allows
comfortable seating for two front passengers.
A “multi-info” display takes centre stage in the
instrument binnacle, conveying all manner
of pertinent information to the driver. The
cab also gets a driver’s airbag, enhanced
storage capacity, power windows, central
locking, air-conditioning and a radio/CD with
two speakers.
On the road the Canter lived up to its
promise of an easy drive. Left to its own
devices, the Duonic box shifts so seamlessly
and smoothly that the only indication of this is
the continually lowering revs. In Eco mode it
shifts into the highest possible gear without
delay and rides the engine’s torque plateau
to maintain momentum.
Braking is strong thanks to the exhaust
brake and dual-calliper disk brakes fitted all-
round, these aided by the ABS anti-lock system
with Electronic Brakeforce Distribution. Fuso
has also fitted as standard front and rear
stabiliser bars for better chassis stabilisation
with a heavy load.
Although the launch units were fitted
with bodies, they were unladen, so the effect
of this suspension improvement wasn’t
apparent. However, it can be noted that the
nEWvEHICLES
Clockwise from left: Good looking and easy to drive, the Canter LIFT is also comfortable and spacious in single and double cab. Godfrey Hani, head of Fuso Trucks SA, says the launch of this vehicle is a defining moment for the company.
40 |FOCUS| October 2014
FOCUS OnRTMS
rogan Brent, managing director
of Manline Mega, is a man
on a mission – he wants to
lead the way in the abnormal
loads industry and says that Manline Mega’s
accreditation shows its commitment
to operational excellence, continuous
improvement, governance and sustainability.
With depots in Durban, Johannesburg,
Harare and Lusaka, Manline Mega is a
substantial player in the market. It runs
50 trucks (Mercedes-Benz and Volvo; soon
to be exclusively Mercedes-Benz) with the
capacity to move a maximum payload of
90 t. A total of 20 new trucks are on order
to cope with growth and, by the end of
October this year, the entire fleet will be
under a year old.
But back to the game in which Manline
Mega participates. Abnormal transport
has a rotten reputation – in some cases,
deservedly so. Manline Mega, on the other
hand, prides itself on being a reputable
and ethical company. As Brent notes wryly:
“I’m the world’s biggest worrier. I need to
do things right – otherwise I lie awake at
night.”
Practically, this smoothed the road
to RTMS accreditation – because this
industry-led, government-supported,
voluntary, self-regulation scheme is, after
all, about doing things right and sticking
to the rules of the road. As one of the
founders of RTMS, Paul Nordengen, from
the Centre for Scientific and Industrial
Research (CSIR), explains: “RTMS is not
rocket science. It’s about doing things the
right way.”
Still, this accolade is not to be sneezed
at – otherwise there would be scores of
abnormal trucks proudly brandishing the
distinctive yellow RTMS logo.
To all intents and purposes, Manline
Mega sprang out of the RTMS running
blocks in June last year, when the company
(previously called TCS Logistics) was
acquired by Barloworld Transport.
As Adrian van Tonder, chairman of the
RTMS national committee and senior
manager at Barloworld
Manline Mega has made history! It is the first South African company dedicated to
the transport of abnormal loads to have earned Road Transport Management System
(RTMS) accreditation. CHARLEEN CLARKE celebrates this success at the company’s
head office in Durban
coMpany’s Mega coMMiTMenTa Mega
October 2014 |FOCUS| 41
??????????????
Transport, notes, RTMS is a way of life
within the group. “We have the greatest
number of RTMS-accredited vehicles in the
country. As a group, we are sticking our
hands up and saying we are doing things by
the book. We are voluntarily complying with
the rules of the road,” he explains.
Now that the company has made history
within the abnormal transport industry on
this continent, Brent would
like to see the
entire sector lift its game. And it’s clear
that the sector as a whole has quite a long
way to go …
According to Brent, abnormal transport
is the most complicated and difficult sector
in the transport industry. “Customers
rely on us to move their machines safely,
reliably and ethically, but the environment
is complex and, unfortunately, filled with
challenges. The risks are monumental and
high-value loads are expected to move
through Africa with no consideration for
anything but price,” he reveals.
“Our RTMS is not a marketing or tick-
box exercise. This is a statement to the
industry, the public and the Department of
Transport that we will be compliant. We will
do it right and we will move the loads.
“RTMS is Manline Mega’s commitment
to the public in South African and our
neighbouring states that we are committed
to doing business the right way and
the smart way. We will not play in this
industry with anything other than 100-
percent commitment to this system,” Brent
stresses.
Can RTMS and its increased support
from the industry make a difference
within this industry? We’d bet
on it … |FOCUS
The Manline Mega team celebrates its RTMS accreditation. RTMS contributes to preserving road infrastructure, improves road safety, ensures driver health and well-being and improves productivity. Pictured from left are: Andrew Nicholson (Barloworld Transport), Paul Nordengen (CSIR), Rogan Brent (Manline Mega) and Adrian van Tonder (Barloworld Transport).
“RTMS is Manline Mega’s commitment to doing business the right way and the
smart way. We will not play in this industry with anything other than 100-percent
commitment.”
42 |FOCUS| October 2014
Making a
spLash
PMA
The annual Professional Movers Association (PMA) Congress delivered a mix of fun and business for its
delegates. TONY MILLS reports
Friday morning saw the business side of
the congress take place in the conference
hall. Delegates were entertained by two
motivational speakers; Myan Subrayan,
with his “Never give up – the best lies
ahead” presentation and Wolfgang Riebe
who presented “Discover your magic”.
Both presentations were filled with humour
and each carried its own message of
inspiration.
Sponsors were also given the opportunity
to showcase their products and give
updates on the latest developments in the
industry.
In the evening, a trip around the bay on
board the cruise boat, the Jester, included
the “Pirates of the Caribbean” dress-up
theme party, with splendid costumes worn
by the enthusiastic delegates. The prize
for the best-dressed couple went to Johan
and Maryna Muller. Shaft Packaging kindly
sponsored the wine for the cruise. The only
casualties reported were a couple of queasy
tummies caused by motion sickness!
The Boardwalk Hotel and
Casino, in Port Elizabeth, was
the venue for the 2014 PMA
Congress. Port Elizabeth,
known as the “windy city”, contradicted its
reputation and gave the delegates almost
perfect conditions for the duration of the
congress.
Thursday, registration day, was followed
by a Hawaiian evening, held at the pool deck,
complete with a Hula Hula competition,
kindly sponsored by PETport.
October 2014 |FOCUS| 43
PMA
Above, clockwise: The Pirates of the Carribean cruise and Hawaiian evening showed that the removals industry knows how to have fun!
The traditional golf day took on an interesting twist. Numerous awards and special prizes were handed out.
2
Saturday dawned with perfect weather
for the golfing event held at Wedgewood
Golfing Estate, some 30 km west of Port
Elizabeth. Sponsored by MiX Telematics,
the competition took on new rules of
engagement. The golfers were responsible
for getting the ball from the tee to the
green; the non-golfers then took over and
had to finish off with the putter.
Non-golfers were, therefore, more than
just spectators; they were participants
sharing in the fun and excitement that goes
with the game. Judging from some of the
antics on the green, it was evident that the
desired mix of camaraderie and enjoyment
had been achieved.
The prize giving was held later that
evening at the “Phantom of the Opera Ball”,
sponsored by Mercedes-Benz, and what a
wonderful event it turned out to be! Once
again, stunning costumes were on show.
Those not dressed for the theme were
impeccably turned out in formal evening
dress, giving the event an “oldie world”
feeling.
During the evening, numerous merit
awards were handed out to sponsors
and partners, the grand prize being the
presentation of a key for a Mercedes-Benz
Actros 1844 LS/36 for a three-month
period, which was handed over to the lucky
winner, Ian Pettey, by Mpho Nkhumeleni,
national sales manager, Mercedes-Benz
Truck Division.
Biddulphs International was also
presented with a certificate in recognition
for its loyal and longstanding support of
the PMA and its Congress.
Martin Oosthuizen delivered the PMA
President’s report in which he highlighted
the achievements made by PMA during
the year.
Oosthuizen also gave a special thanks to
all the sponsors that supported this year’s
Congress: Mercedes-Benz, MiX Telematics,
AMI, Pets en Transit, Trudon/Yellow Pages,
Fuso, MSC, Volvo, PETport, Shaft Packaging
and Boxlee.
At the conclusion of the President’s
report, sincere thanks were extended to
Congress coordinator Catherine Larkin
and her amazing team at CVLC, for keeping
the event running smoothly and taking
so much pressure off the PMA National
Executive. |FOCUS
numerous merit
awards were handed out, the grand prize being a
Mercedes-Benz Actros.
not very often do I get to put
a light vehicle to the test so
thoroughly that it could be
considered actual work. The
primary precluding factor: most commercial
vehicles must carry some sort of load to be
thoroughly evaluated. Working for a magazine
(and not a transport entity) makes regularly
finding such a load tricky. Seats and seatbelts
make people movers the exception …
So I certainly got lucky when the delivery,
to our offices, of a long-wheelbase (LWB)
Volkswagen T5 Transporter Crew Bus
coincided with my moving house. The Crew Bus
attempts to be all things to all people. It has five
comfortable, spacious seats and a separate
load area. I could move the household contents,
load in everyone lending a helping hand and
put the vehicle through, possibly, the most
thorough FOCUS LCV review yet.
The passenger and load compartments are
separated by a sturdy metal cage bulkhead,
secured with six sets of nuts and bolts. Out it had
to go; it’s possible for one person to do. Removal
and installation would definitely be easier and
less cumbersome, however, if it were fixed by a
series of latches instead.
A simple pull of a strap unlatched the rear
passenger bench seat so it could be to be tipped
forward and removed.
We were now close to the maximum
6 700 litre load volume (up from 4 800 litres).
Incidentally, the load compartment measures
2 000 x 1 692 x 1 394 mm (1 244 mm
between wheel arches); gross vehicle mass
is 3 000 kg, gross combination mass is
5 300 kg and payload is 925 kg.
Loading and unloading through the
two side sliding doors and standard rear
tailgate was an easy affair. For commercial
applications, though, the fitment of the
optional side-opening rear doors (at R3 700)
would be better suited and more convenient.
The vehicle’s floor is padded rubber
throughout – fantastic to prevent damage to
property – and six lashing points are fitted.
The front passenger compartment features
numerous stowage spaces including double door
pockets and a paper tray on the dashboard.
Our test vehicle was fitted with Volkswagen’s
superb 132 kW, 400 Nm four-cylinder
turbodiesel motor, à-la BiTDI Amarok. This sweet,
smooth and powerful motor provides sustained
urge throughout the rev range (max torque is
produced between 1 500 and 2 000 r/min)
and didn’t raise a sweat moving the multiple
loads. VW claims fuel consuption of 8,2 l/
100 km and CO2 emissions of 217 g/km.
It is coupled to a six-speed manual
transmission, our version also sporting VW’s
4Motion all-wheel drive. The stretched wheelbase
and traction from the 4Motion system ensures
the vehicle is stable and surefooted. It rides
exceptionally comfortably, too.
Visibility and manoeuvrability are
very good for a vehicle this size (rear
park distance control is another option
worth ticking).
The Transporter is fitted with an impressive
array of safety features including: daytime
running lights; dual front airbags; ABS anti-
lock brakes with EBD (Electronic Brakeforce
Distribution) and EBC (Engine Brake Control);
ESP (Electronic Stabilisation Programme)
with Brake Assist and Hill Start Assist; and
traction control.
At R478 900, with a two-year/unlimited km
warranty and a 12-year anti-corrosion warranty,
it is a bit more expensive than rivals like the new
Toyota Quantum Crew Cab, but on par with the
Mercedes-Benz Vito. (Watch out for a similar
competitor from Ford, expected around the time
you read this.)
So, following a couple of days of thorough
transportation work, how did the Transporter
fare? It’s large, well spec’d, comfortable, and
has a fantastic engine. Our main gripe is the
cumbersome bulkhead and, locally, the 4Motion
system really is superfluous. Nonetheless, it
performed faultlessly.|FOCUS
GAVIN MYERS puts Volkswagen’s Transporter Crew Bus through
one of our most thorough reviews yet
TransporTing wiTh The
TranspOrTer
LIGHTBRIGADE
44 |FOCUS| October 2014
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October 2014 |FOCUS| 45
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46 |FOCUS| October 2014
FOCUS OnSHIPPInG
it is said that early human migration
began when the pre-modern Homo
erectus first migrated out of Africa
over the Levantine corridor (a relatively
narrow strip between the Mediterranean Sea
to the northwest and an expanse of deserts
to the southeast) and the Horn of Africa to
Eurasia – about 1,8 million years ago.
As for the Americas … it is noted on
HowStuffWorks – a site with nearly 40 million
visitors each month – that, at the time, some
icy conditions helped humanity’s migrating
endeavours into this region.
“A massive sheet of ice, combined with
lower sea levels, formed a bridge between
Siberia and Alaska,” writes Ed Grabianowski, a
contributing writer for HowStuffWorks, in his
piece How Human Migration Works.
“There have long been competing theories
that early humans crossed the Atlantic Ocean,
from Africa to South America, or via the
Caribbean, or from Europe to Greenland and
then on to North America,” Grabianowski
adds. “While it may have been possible to
make such a trip using available seafaring
technology, it is unlikely that a large-scale
migration occurred in such a way.”
Nonetheless, sea travels have etched
themselves into history with tales of the Vikings
(who raided and traded from their Scandinavian
homelands across wide areas of northern and
central Europe), Christopher Columbus (whose
voyages led to the first lasting European contact
with the Americas) and Jan van Riebeeck (who
established the initial Dutch settlement in the
future South Africa).
These days, although it still plays a major
role, exploration isn’t the main purpose
of seafaring. “Even in our modern, speed-
Humanity has been crossing oceans for millennia, initially in search of
new lands and later for trade … it’s no wonder that transporting goods
by sea freight still plays a major role in the global economy. JACO DE
KLERK casts his net wide to reel in the lowdown of the effects of this
form of transport and its related activities
successharbOUring
October 2014 |FOCUS| 47
driven and globalised economy, 90 percent
of everything still travels as it did almost
500 years ago,” writes Natasha Geiling on
Smithsonian.com – which looks at topics and
subject matters researched, studied and
exhibited by the Smithsonian Institution (a
group of 19 museums and galleries and nine
research facilities administered by the United
States government).
In her piece How the Shipping Industry is
the Secret Force Driving the World Economy,
Geiling speaks to Rose George – an author who
spent several weeks aboard a container ship,
sailing from England to Singapore, resulting in
her book Ninety Percent of Everything.
“You’d be surprised at how many people
think that everything comes by aeroplane,
which it doesn’t because it’s so expensive,”
George tells Geiling when discussing the
public’s perception at large, during her
interview. “Even a freight aeroplane can carry
an absolute fraction of what a ship can carry.”
The shipping industry isn’t only a cog in
the global economy because of its freight
forwarding capabilities, however, as it also
serves as a massive employer …
Rob Deane, general manager of Elgin
Brown & Hamer South Africa (EBH SA), part
of the DCD Marine Cluster (which includes
EBH Namibia and DCD Marine Cape Town),
notes that the shipbuilding and ship-repair
industries, internationally, employ millions of
people and thus have the capability to add
substantially to a national economy. This is
because of the forward and backward linkages
associated with job creation, also known as
the “multiplier effect”.
“It is not just about a shipyard creating
jobs, it is the entire shipping industry supply
chain that creates forward and backward
linkages in relation to job creation,” explains
Deane. “For example, if a growing shipyard
requires more steel, the steel company will
require more people, as will the steel mill and
so on, all the way back to the mine.”
He adds that transport, fuel, electricity and
administration will also all be impacted by growth
and job creation. “The forward linkages relate to
increased spend by employees on houses, fuel,
electricity, water, and so on – which, in turn,
generates income in those sectors.”
One example, within the DCD Marine
Cluster itself, is EBH Namibia’s investment in
infrastructure in Walvis Bay. “As long as there
is sustainable growth, the knock-on effect is
job creation, not only for employees, but for
subcontractors and suppliers as well – the
impact is felt down the line,” says Deane. “In
Walvis Bay we are seeing this effect already.
The whole town is benefiting as a result of the
growing shipyard.”
This isn’t the only economy that has been
influenced by the Cluster’s activities. The other
example landed DCD Marine Cape Town and
its client Saipem an award from the Western
Cape provincial government in recognition for
the recent work done on the Scarabeo 7 – a
semi-submersible drilling rig.
“It is an honour to be recognised by the
Western Cape government for the hard work
and time that DCD Marine Cape Town has
invested to ensure that we put Cape Town on
the global map as a rig repair destination of
choice,” says Gerry Klos, general manager of
the company. “The award also recognises our
valued client Saipem for the role it has played,
by bringing in this significant project and
thereby boosting the local economy.”
The Scarabeo 7 project consumed a total
of 3,2-million man hours, brought in more
than R1 billion in revenue to the province
and created 1 193 jobs. It also provided
downstream employment through the
subcontractors assigned to the venture.
Alan Winde, Western Cape minister of
economic opportunities, adds: “This project
has delivered a massive boost to economic
growth and job creation in the Western Cape.
The DCD Marine shipyard is an important
player in the province’s maritime industry and
is attracting significant foreign investment,
specifically in the rig repair industry, which is a
key growth sector.”
He says that the oil and gas sector employs
8 500 people, of which 3 000 work in rig repair
and maintenance. “We are grateful to both
companies involved in this massive project for
the role they have played in helping to build a
sustainable local economy. The world-class
service DCD Marine Cape Town offers makes
it an asset to the Western Cape.”
Jan van Riebeeck would be
proud … |FOCUS
harbOUring The shipbuilding and ship repair industries,
internationally, employ millions of people and thus have the capability to add substantially
to a national economy.
FOCUS OnSHIPPInG
at the turn of the century, Africa
was still referred to as the
hopeless continent, but this has
changed drastically over the
past decade. Unprecedented growth rates
are a dime a dozen.
Stellar examples can be found in sub-
Saharan Africa, as the World Bank points
out: “The region’s growth prospects remain
favourable despite emerging challenges, such
as weaker commodity prices and tighter global
financial conditions. During the period from
1995 to 2013, the region performed strongly,
with an average annual gross domestic
product growth rate of 4,5 percent.”
The organisation adds that there are
variations in economic performance across
different groups of countries. “Within the
‘resource-rich’ group, the gap in growth
between oil and non-oil countries has
narrowed. At the same time, several countries
within the ‘non-resource-rich’ group, such as
Ethiopia, Mozambique and Rwanda, have
achieved sustained high growth rates for over
a decade.”
South Africa is, however, one of a few
countries with a growth rate lagging behind
the levels achieved before the start of the
global crisis. This ties in perfectly with what we
reported in The transporter’s guide to Africa
in June 2013 … Here Russell Lamberti, chief
strategist at ETM Analytics – an independent
consulting firm in Johannesburg – states
that South Africa’s role as the gateway to the
continent is being challenged.
“There is this perception that South Africa
is the gateway to Africa for investors, but I
don’t think that is true at all – in the modern
world you can fly to Lagos or Nairobi, get all
the information you need on the ground there,
and do business,” he notes.
He adds that there are exciting
developments taking place in eastern and
western Africa while South Africa and the
southern African region are at risk of being left
behind. “As it stands, South Africa is the most
well-capitalised and sophisticated economy on
the continent – with great institutions, a great
banking sector and some great interest rates.
We don’t need to be told that South Africa is
a more developed place than the Democratic
Republic of Congo or Ghana, but the rest
of the continent is changing more rapidly in
terms of dynamism.”
All hope isn’t lost, however. We southerners
are doing our part – especially when it comes
to railway development, with “billions” making
the headlines. One example is the Trans-
Kalahari Railway project, a 1 500 km heavy-
railway line estimated at N$100 billion (R100
billion) that will link Botswana’s coalfields with
the existing railhead at Gobabis in Namibia
and, thus, Walvis Bay.
Another is the R51-billion deal that the
Passenger Rail Agency of South Africa
(Prasa) and Gibela Rail Transportation – a
It’s no secret; Africa is no longer the “Dark Continent” as it
houses countries that feature some impressive economic
expansion, but the “dark ages” did leave their mark … While
Africa focuses on getting its rail transport back on track,
the developed world is looking at ticketless travel,
automated freight transport, maintenance drones
and faster driverless trains by 2050
for ToMorrow Train-ing
48 |FOCUS| October 2014
FOCUS OnRAIL
joint venture led by Alstom and co-owned
by local shareholders Ubumbano Rail and
New Africa Rail – have for the supply of 600
commuter trains (3 600 coaches) over the
next ten years.
This is but the tip of the iceberg of things
to come, however, if you look at what the
developed world has in mind … Arup – an
independent global consultancy providing
professional services in management,
planning, design and engineering – has
revealed a vision of the future of rail travel in
light of trends such as urban population growth,
climate change and emerging technologies.
Future of Rail 2050 foresees predictive
maintenance of rail lines by robot drones;
driverless trains travelling safely at high
speed; freight delivered automatically to its
destination; and smart technology able to
interface with mobile and wearable devices
to improve passenger experience and enable
ticketless travel.
The report is based on developments
from current Arup rail projects, as well as
insight from Arup’s Foresight + Research +
Innovation team (a multi-disciplinary group of
researchers, scientists, academics, strategists
and consultants) and global contributors.
The company has been involved in many
of the world’s high-speed rail, metro and
driverless train projects; including High
Speed 1 (which connects the international
high-speed routes between London and Paris
and London and Brussels), the Heathrow
Personal Rapid Transit system in the United
Kingdom, Cityringen Metro in Copenhagen, as
well as the creation of Beijing South Railway
Station and the redevelopment of St Pancras
International Station.
With the increasing frequency of extreme
weather events, the report looks at future
construction and maintenance techniques
to reduce travel delays and shape railway
resilience.
It predicts intelligent robots building new
(and retrofitting old) rail infrastructure. Swarm
robotics, a theory based on swarm behaviour
among ant and bee colonies, could see small
robots working collaboratively on major railway
repair and structural testing. Monitoring
drones would enable rail operators to perform
advanced maintenance on tracks, eradicating
lengthy journey delays and line closures.
To further increase efficiency and speed
of travel, Future of Rail 2050 suggests that
automated systems will optimise the running
time of passenger trains and increase the
reliability and safety of the network.
Driverless trains, for example, would
be in constant communication with one
another with sensors embedded in rail
infrastructure; travelling in close succession
and responding in real time to their location
on a given track.
On the freight side of things, Arup states
that this activity is due to increase globally
by up to 250 percent by 2050. The report
foresees dedicated elevated platforms and
underground pipelines to transport goods,
freeing up rail and highway infrastructure for
passenger travel.
Freight pipelines would, according to Future
of Rail 2050, use intelligent aerodynamic
pods and embedded sensors to provide an
energy efficient and low-maintenance method
of delivering goods in heavily populated urban
areas.
However, even if things are freed up for
commuters, intermodal transportation is the
name of the game when it comes to a smooth
and convenient passenger experience. Rail
needs to be fully integrated with other modes
of transport … Arup says that greater internet
connectivity will provide passengers with
accurate, real-time updates on train times
and connections to other transport modes,
complete with optimum pricing.
Ticketless technology will also remove
gate lines in stations. Authorisation to travel
will be universal and payment processed
automatically when the journey is taken,
allowing a seamless connection between
various modes of transport.
Future of Rail 2050 points out that this
could be achieved through interoperable
electronic passes (valid for trains, businesses,
car sharing schemes and bicycles) or through
personal accounts, which would authorise
travel and automatically process payment –
removing congestion at ticket barriers and
eliminating unauthorised travel.
“The global urban population is growing
rapidly and by 2050, around 75 percent
of the world’s population will live in cities,”
says Colin Stewart, Global Rail Leader at
Arup. “This places huge pressure on transport
infrastructure and resources, but also creates
a significant opportunity for rail, which relies
on passenger density to function most
effectively.”
He adds: “The challenge will lie in juggling
the responsibility of providing reliable travel
for millions while simultaneously tailoring each
journey for the individual.”
Stewart concludes: “However, by rapidly
developing technology and taking bold steps
to overcome capacity and cost challenges,
through maximising efficiencies, the rail
renaissance can deliver a future where rail
is the backbone of our travel system, linking
major urban hubs and feeding into multi-modal
transport networks for the benefit of the
passenger.” |FOCUS
Train-ing
October 2014 |FOCUS| 49
FOCUS OnRAIL
There are exciting
developments taking place in eastern and western Africa while
South Africa and the southern African region are at risk of
being left behind.
??????????
50 |FOCUS| October 2014
WHEELSWORLD On
how much do you know
about the Middle East? You
probably know that the region
has strong historical and
religious significance; that it’s characterised
by constant fighting between the Israelis and
Palestinians and wars against the Iranians
and Iraqis; and that the endless deserts
of its oil-rich Arab states are dotted with
ultra-modern, nod-to-excess cities that are
growing at a substantial rate.
But did you know that the region is
made up of 18 individual countries; including
Bahrain, Cyprus, Egypt, Lebanon and
Turkey? Did you know that it is home to the
lowest point on earth – the Dead Sea – at
427 m below sea level; as well as the tallest
building in the world: the Burj Khalifa in the
United Arab Emirates (UAE)? At 829,8 m, it’s
twice as tall as the Empire State Building!
What about the fact that 89 percent
of the UAE’s population is made up of
immigrants? Or that the country’s capital,
Abu Dhabi, is building a city with no cars,
zero carbon emissions and a university that
will specialise in green technology? (As you
may have noticed, the UAE has a lot to boast
about …)
It would stand to reason, then, that the
region’s transport make-up is wide and varied.
Well, if you can imagine it, then in the Middle
East, it will serve as some form of transport
… While the region’s location would make it
ideal for trade between north Africa, Europe,
Russia and Asia, years of turmoil in many
of its countries has hampered its transport
and logistics development in many areas.
Nevertheless, delving into its commuter and
commercial transportation provides for some
fascinating reading.
Air transport is currently the subject of
large investment in the region. According
to the World Bank, it plays an important
role in the economies of the Middle East,
contributing US$ 116 billion (R1,2 trillion) to
the region’s gross domestic product.
In fact, according to the International
Air Transport Association (IATA), the region
reported an increase in air freight tonne
kilometres of 16,5 percent at the end of
2013 – well above the global average of
6,5 percent.
Should you find yourself on the streets of
Turkey or Northern Cyprus, you might decide
to travel by dolmus (pronounced dol-moosh).
These are similar to South Africa’s own
minibus taxis (packed to the brim, they too
Connotations of the Middle
East abound, but the region is
also poised to be a significant
transport and logistics hub.
It also offers its commuters
some very interesting modes
of transportation
poised for
greaTness?
??????????????
October 2014 |FOCUS| 51
WO R L D O N W H E E L
S
WORLD ON WHEE
LS
like to stop wherever is convenient which, in
some cases, is highly regulated in Turkey.).
These “share taxis” run set routes, which are
cleverly identifiable by the colours in which
the taxis are painted.
Formal bus services are, however, quite
a reliable and respectable form of transport
in the region, running regular local, long-
distance and cross-border routes.
Commuter rail services seem to be quite
limited in the region, this mode of transport
predominantly serving freight. Some areas,
such as Israel and the UAE, are rapidly
expanding their rail networks with a mix of light
and heavy rail, while neighbouring Jordan and
nearby Kuwait and Yemen have (respectively)
little and no rail infrastructure at all.
Turkey’s rail network is far more
impressive though; transporting 9 000
million tonne-kilometres of freight in 2010
and offering a comprehensive mainline and
high-speed commuter service.
Of course, the region is not all desert,
and travel by boat or ferry is often also an
option. The abra (a traditional boat made of
wood) provides a cheap and easy trip across
the Dubai Creek. Dhows in various forms are
also a familiar sight in areas including the
Red Sea and Persian Gulf. Ferry services are
widely described as “practical” … Of course, if
you find yourself at the Dead Sea, you could
always just jump in and float across …
Last, but not least, I’ll bet that one of
your first mental images when reading the
words “Middle East” was of camel-back rides
across the desert. Well, away from the main
centres, that is still an option … Camels (and
horses) are very popular for tours in areas
such as the ancient Jordanian city of Petra,
for example.
There’s no doubt that transport in the
region, ranging from centuries-old boats to
modern air transport, is as varied as it
comes. The region is highly accessible by air,
sea and land but, while it is moving forward
in some pockets of excellence, as a whole it
requires massive investment to reach its full
potential as the logistics hub it could be.
Global management consulting firm, Booz
and Company, notes that the region requires
the development of a strong domestic
transport and logistics sector, a “strategic
must for further economic development of
Middle Eastern countries” – its favourable
location an opportunity waiting to flourish.
Imagine then, what wonders might be to
come in countries like the UAE … |FOCUS
greaTness?
This modern dolmus runs on a Marmaris (in
Turkey) route – identifiable by its blue colour.
GLOBALFOCUS
52 |FOCUS| October 2014
back in 2001, when preparing
to write my first article on
the global commercial vehicle
industry, I did some research
into its history. On consulting my copy of
The Complete Encyclopedia of Commercial
Vehicles, by Georgano and Marshall Naul,
published in 1979, I discovered that more
than 2 500 separate manufacturers had
been active in the industry since 1886.
In more recent times, however, many
formerly independent names have been
absorbed into major groupings, while others
just quietly slipped away. Pressures from low
margins, intense sales competition, expensive
compliance with ever-tightening environmental
legislation, rapidly advancing technology and
numerous global and regional economic crises,
have caused a contraction in the number of
participants – to the point where there are a
great many less operating today.
One of the problems facing any
commentator, looking at this industry from a
global perspective, is the absence of a credible,
independent, single source of information
providing the absolute volumes of product
produced and sold by each manufacturer, or
group of manufacturers. One of the reasons
for this is the lack of unanimity on the definition
of a “commercial vehicle”.
Ideally, we should be able to separate
pickups (bakkies) and car-derived vans from
broader analysis, but opinions differ widely on the
parameters of light commercial vehicles (LCVs),
with particular reference to the larger European
integral vans and the Asian light trucks, which
fit conveniently into the South African medium
commercial vehicle (MCV) category.
One of the better reference documents
that we have seen is KPMG’s Competing in
the Global Truck Industry, published in 2011.
But the vintage of this study, and the fact
that it only considers vehicles with a gross
vehicle mass (GVM) of six tonnes and above,
thus excluding significant chunks of the two
categories mentioned previously, compromises
its value to any 2014 commentary.
For this reason, we have decided to use the
participant list from the South African truck
market, as reflected in our Quarterly Reviews,
as the basis for this analysis. In many ways,
the local market is a microcosm of the global
market, although its very small size (around
one percent of the world total) must always be
borne in mind when considering the broader
picture.
The one problem with using this methodology
is that it largely ignores the rapidly growing
importance of several Chinese manufacturers
in the global context. However, we will make
every effort to ensure that our comments and
predictions reflect the global perspective. Please
also note that we have used light, medium and
heavy commercial vehicle terminology as the
segmentation model in this review, which would
approximate to South African medium, heavy
and extra-heavy categories, respectively.
DAIMLERIn terms of this particular article, the Daimler
family is made up of Mercedes-Benz trucks,
buses and vans, Freightliner trucks and vans,
Fuso trucks, Western Star trucks, Thomas Built
buses, BharatBenz trucks and Setra buses.
From most points of view, Daimler is held
as the global leader in the commercial vehicle
business, and its constituent brands cover
all geographic regions and every segment of
In his monthly review of global news for local truckers, FRANK BEETON takes a step back from his usual
newsgathering to discuss the future prospects for global truck makers. Controversial? You bet!
Truck ManufacTurers – who will
endUre?
October 2014 |FOCUS| 53
GLOBALFOCUS
the global market. It has also adopted a policy
of great transparency in the evolution of its
global family, with no effort to disguise the inter-
dependency of its brands, and the considerable
mobility of products and components across
these brands.
In recent years it has developed a successful
rationalised global engine family for its heavy-
duty products, and this is being progressively
rolled out across Europe, North America and
Asia.
Daimler is a technology leader in the
industry, and its most recent innovation is
Future Truck 2025, which has been used to
demonstrate autonomous vehicle technology in
a heavy-duty truck application.
There can be little doubt that the Daimler
family is fully committed to its commercial
vehicle business, and has a well-established
and clear strategy that should position it for
continuity into the future.
Its biggest challenge, however, is likely to
be maintaining its grip on industry leadership,
particularly in the face of growing Chinese
influence, both inside and outside of global
alliances. To counter this, Daimler may well
consider additional acquisitions of smaller
companies to bolster its global throughput.
In January, 2009, Daimler announced that
it was to establish a truck joint venture with
Beiqi Foton Motor Company, and in February,
2012, the Chinese government issued a
business licence for the two companies
to commence operating the US$ 1 billion
(R11 billion) 50/50 partnership now
known as Beijing Foton Daimler Automotive
Company, Limited.
Daimler had also established an earlier
Chinese joint venture to build Vito, Viano and
Sprinter vans with Fujian Motor Industry Group
Company, and this has subsequently been
renamed Fujian Benz Automotive Company.
vOLvO GROUPIn slightly more than a decade, Volvo AB has
risen to become one of the most influential
groups in the global commercial vehicle
business – a process that is not yet complete.
In a complex series of acquisitions, share
trades and cooperative arrangements, the
Group has acquired a product portfolio that
includes Volvo Trucks and Buses, Renault
Trucks, UD Trucks, Mack Trucks, Eicher Trucks,
Prevost Buses and Nova Buses, in addition
to some marine and construction-related
products.
Initially, the individual brands appeared to
retain considerable independence, but this has
progressively evolved into a situation where
component exchanges, particularly in respect
of engines and transmissions, have become
commonplace.
In 2012, the Group announced a new
global structure, with clear lines of geographic
responsibility allocated between the Americas
(Mack), Europe/Middle East/Africa (Volvo/
Renault) and Asia Pacific (UD). This arrangement
is apparently evolutionary, with considerable
crossover between brands still evident, but
recent developments have given strong hints
that the strategy is taking hold.
Early in 2013, it was announced, in a
highly significant move, that Volvo had paid
US$ 890 million (R9,9 billion) for a
45 percent shareholding in Dongfeng
Commercial Vehicles in China. This association
was a logical progression, given that UD Trucks
and Renault Trucks already had connections
with Dongfeng, but the implications of a Group
association included the creation of a potentially
world-leading alliance (in 2010, Dongfeng was
already at the top of the >six tonne GVM world
rankings with more than 300 000 unit sales).
Recent media reports have suggested
that the formalisation of this relationship is
imminent, and its subsequent rolling out into
the global environment will be of immense
interest to industry observers.
During the past two years, Volvo has
introduced some revolutionary technology into
the commercial arena, including the first series-
production applications of independent front
suspensions, and dual-clutch transmissions in
heavy trucks.
The Group’s main issue, moving forward,
appears to be over-concentration by its
principal brands at the upper end of the payload
spectrum. This has been exacerbated by the
loosening of equity ties between it and the
Renault-Nissan light vehicle alliance.
Although some cooperation still prevails,
the ready availability of European van and
Asian light-truck products from Renault and
Nissan can no longer be taken for granted, and
alternative sources for entry-level products,
such as Eicher in India and Dongfeng in China,
are coming more sharply into focus.
With the enormous critical mass that will
be brought into the Volvo family by DFCV, the
Group’s future seems to be secure, but we still
anticipate some brand reshuffling to achieve
a more even coverage of important market
segments in the years to come.
ISUzUIsuzu Motors is the first independent
manufacturer to be reviewed in this analysis.
A 45-year period of equity association with
General Motors started in 1971, when GM
bought a 34-percent shareholding in the
Japanese company, and ended with the sale of
GM’s last shareholding in 2006.
Today, cooperation between the two
organisations only persists in some marketing
and product joint ventures. The 5,9 percent
Isuzu shareholding, purchased by Toyota
following GM’s exit, is hardly large enough to be
greatly influential, and has left Isuzu very much
the master of its own destiny.
This Japanese manufacturer is a
substantial business, having sold some
690 000 vehicles in the 2013 fiscal year,
although this figure also includes pickups
(bakkies). Nevertheless, Isuzu is a global
leader in the light-truck market, has good
coverage of the cruiserweight category,
and a reputation for being a leader in diesel
engine design and manufacture.
However, the operating characteristics
of the domestic Japanese heavy-duty truck
market calls for vehicles that differ somewhat
from broader global standards of engine
displacement, power output, drivetrain
configurations, crew sleeping accommodation
and payload capability. This makes it difficult
for Japanese manufacturers outside global
partnerships to provide competitive heavy-duty
export products for overseas markets.
Isuzu’s business profile would, in our
opinion, make it an ideal candidate for inclusion
in a broader global alliance, and it is notable
that, in 2011, the company acknowledged
that it had held discussions with Volkswagen
(VW) over possible non-equity co-operation,
involving “pickup trucks, diesel engines and
larger trucks”. Isuzu’s strong global position
in light and medium trucks, and its continuing
North American business – despite erstwhile
This group has enormous energy and potential, and may yet gather further
manufacturers into its fold.
»
54 |FOCUS| October 2014
GLOBALFOCUS
partner GM’s withdrawal from the heavier
truck market – would fit snugly into the VW
business model (discussed further on).
However, with VW’s well-publicised quest
for global industry leadership, it is unlikely to
team up with any smaller manufacturer on a
purely cooperative basis, as this would reduce
the benefit of incremental sales volumes being
added to the VW family tally. We advise readers
to be on the lookout for further developments.
HInOIn some respects, Hino is in a similar position to
Isuzu, being a Japanese-domiciled manufacturer,
without international allies in the commercial
vehicle industry apart from a residual connection
to Scania, which currently involves support for
the Swedish product in Japan, and some joint
truck marketing in South Korea.
However, Hino differs radically in that it is
positioned wholly within the giant Toyota family,
and, as such, seems very unlikely to enter any
partnerships falling outside of that area of
influence, and is apparently not vulnerable to
any takeover threats.
Hino is a strong participant in the global
light and medium truck market, and has even
produced its own unique products to suit the
North American preference for bonneted
cruiserweights.
Hino has also paid more than average
attention to the heavy-truck arena, when
compared to other Japanese competitors,
with the development of double sleeper cabs
as an example, but faces a similar lack of
suitable high-power engine options to compete
internationally with vehicles in this category
sourced from Europe and the United States
(US).
Future in-house development of such
options seems unlikely, given the Toyota Group’s
massive concentration on the light vehicle
categories, and the extremely high development
costs associated with creating solutions to
the stringent environmental requirements of
First World markets. Although the buying-in
of components from independent suppliers
cannot be ruled out, this option does not seem
to fit well with general Toyota family DNA.
vOLKSWAGEn GROUPAlthough Swedish heavy-truck and bus specialist
Scania is next in the South African pecking
order, it is now common knowledge that this
manufacturer has recently moved wholly within
the Volkswagen sphere of influence, joining MAN
Nutzfahrzeuge and Volkswagen Commercials to
form another potentially world-leading alliance
of commercial vehicle enterprises.
As currently constituted, the Group is
strongly represented across most vehicle
categories, including buses, in Europe and
South America, while MAN has established a
wholly owned medium/heavy truck presence
in India.
In 2009, it also acquired a 25-percent-
plus-one-share interest in leading Chinese
truck manufacturer Sinotruk (Hong Kong)
Limited, part of China National Heavy Duty
Truck Corporation (CNHTC), for €560 million
(R8 billion).
In terms of the accompanying agreement,
MAN licensed its TGA truck, engine, chassis and
axle technology for inclusion into a new SITRAK
product series tailored to emerging markets,
and undertook to provide Sinotruk with ongoing
support for production and localisation.
The Indian and Chinese arrangements
have plugged important gaps in MAN’s,
(and, by extension, VW’s) geographic global
coverage – although, up to now, only the Indian
products have found their way into international
distribution through the Group’s official channels.
Notwithstanding, the Group’s global product
portfolio is still strongly biased towards heavy
trucks, buses/coaches, and integral vans, with
some medium-truck coverage in Europe, and
strong light/medium truck participation in
South America.
With Volkswagen’s well-publicised quest
for overall global motor industry leadership,
it seems likely that more comprehensive
coverage of the global light and medium truck
segments will be an early priority for the Group.
This is supportive of the contact with Isuzu,
mentioned previously.
Isuzu’s great strength in these areas, and
the potential benefit of its influence on VW’s
Amarok pickup, are compelling arguments in
favour of a VW/Isuzu alliance. In return, Isuzu
would presumably obtain access to MAN/
Scania technology in the heavy truck arena, to
the benefit of its HCV performance in markets
such as Australia and South Africa.
In our view, these are still very early days
for the Volkswagen Group’s truck empire. The
recent finalisation of VW’s takeover of Scania
The Volvo Group has become one of the most influential in the global commercial vehicle business.
October 2014 |FOCUS| 55
will result in a higher degree of rationalisation
between MAN and the Swedish truck maker
than has been possible up to now, although this
is likely to be well below the radar in terms of
marketplace awareness.
The need to optimise market coverage may
lead to some realignment of brand positions,
and there is also potential to roll out the VW
Brazilian Constellation and Volksbus ranges to a
wider global audience, possibly using alternative
branding. This group has enormous energy
and potential, and may yet gather further
manufacturers into its fold.
TATAIndependent Indian manufacturer Tata Motors,
which absorbed the Korean Daewoo heavy-
truck operation in 2004, has ploughed its
own furrow in the commercial vehicle arena
since shaking off the last vestiges of Daimler
shareholding in 2010.
Tata established a diesel engine-building
joint venture with Cummins in 1994, which
enabled the replacement of some elderly
Daimler-derived engine types. The Korean
Novus heavy-duty range was subsequently
extended downmarket to include cruiserweight
models, powered by Iveco engines, reflecting
the parent company’s car-building relationship
with the Fiat Group. In 2009, Tata revealed
its new Bertone-styled medium-to-heavy-duty
Prima “World Truck” Series, to be built in both
India and Korea.
Tata remains the dominant player in the
Indian domestic market, but is facing increasing
competition from global players, including
erstwhile partner Mercedes-Benz’s indigenous
BharatBenz products, the Volvo Group, through
its Volvo-Eicher associate, and MAN.
The Tata industrial empire is vast,
and seems fully capable of keeping its
vehicle manufacturing subsidiary out of
foreign hands. However, should Tata have
ambitions to expand its export business
outside of its present sphere of influence in
and around the Indian sub-continent, South
Korea and Africa, it may need to consider a
partnership.
The Fiat/Tata relationship seems to have
lost momentum, and Fiat Chrysler Automobiles
is fully occupied with getting its own house in
order, but some future cooperation involving
Iveco still seems a possibility.
IvECOGlobal Focus recently reported on the
emergence of CNH Industrial as a major global
force in the mechanised world. To recap, the
group is now the holding company for the Fiat
empire’s capital goods manufacturing interests,
and includes an agricultural equipment division
(Case-IH, New Holland Agriculture and Steyr),
a construction equipment division (Case
Construction and New Holland Construction),
and a commercial/industrial vehicles division
(Iveco, Magirus, Iveco Astra, Iveco Bus (formerly
Irisbus), HeuliezBus and Iveco Defence
Vehicles).
It is also the home of FPT Industrial,
the supplier of engines and powertrain
components for automotive, industrial and
marine applications to both Fiat-related and
other independent brands.
As the commercial vehicle manufacturing
member of this substantial family, Iveco would
seem to have a secure future, and it also has
an important opportunity to build business in
North America in concert with Fiat Chrysler
Automobiles. Parent CNH Industrial already
has a substantial presence in North America,
through its Case-IH, Case Construction and New
Holland branded operations, so the addition of
a commercial vehicle element should not be
too difficult.
FCA’s Ram Commercial Truck operation has
already absorbed some of Fiat’s European van
products into its line-up, so a move upmarket
using Iveco or Astra products must be under
consideration.
While the North American obsession with
“conventional” or bonneted cabs will need to
be taken into account, the existence of Iveco’s
suitably configured PowerStar extra-heavy
truck tractor in Australia provides one possible
avenue to satisfy US requirements.
Although based in Europe, where it has
a strong presence across most commercial
vehicle categories, Iveco also has extensive
operations in Asia and South America. In 2009,
Iveco reportedly built and sold more trucks in
China than in the rest of the world combined.
Iveco’s single-partner Chinese joint ventures
include Naveco Nanjing, producing Daily vans
and the Yuejin range of 3,5 to ten tonne GVM
cab-over-engine models, SAIC-Iveco Hongyan
(SIH) building Genlyon, Tampa and Hongyan
heavy trucks, and SAIC-Iveco FPT Hongyan
manufacturing engines.
The recently introduced Iveco Leoncino cab-
over truck design is built by Naveco to cover
the GVM range from 3,5 to six tonnes, and is
exported to Eastern European, Middle East and
African markets.
The visually similar, but larger nine to 13 t
GVM Iveco Vertis is built in Cordoba, Argentina,
for the Latin American market, while the heavy-
duty on-road Iveco 682 tractor, recalling an
iconic Fiat model name from the past, is a
tailored edition of the Chinese SIH Genlyon, for
Chinese and international markets.
Iveco also recently announced an
aggressive move into the South American
passenger vehicle market, using a full range
of bus and coach chassis built at Iveco’s plant
in Cordoba.
With these extensive offshore operations,
and the strength of CNH Industrial behind
it, Iveco looks well positioned to survive and
expand its operations in markets where it is
presently under-represented.
GLOBALFOCUS
»
56 |FOCUS| October 2014
FAW
This Chinese group is a substantial business by
any standard, with annual production running at
nearly three million units, many of which carry
the branding of joint-venture partners including
VW/Audi, General Motors, Mazda and Toyota.
Unlike its own light-vehicle operations, and a
number of rival Chinese truck manufacturers,
FAW has chosen to keep its truck business
separate from joint ventures with foreign
partners. This has probably delayed progress
to some extent in the export market, but it has
left the company the master of its own destiny.
The recent opening of an assembly plant at
Coega in the Eastern Cape, following a 20-year
presence in South Africa, is indicative of its
determination to succeed.
FAW’s product line-up is extensive, covering
most market requirements, and, in our opinion,
the group is destined to become a major force
in the global commercial vehicle industry over
time.
POWERSTARBeiben-Truck, the Powerstar product source, is
a much smaller vehicle-building operation than
FAW, with annual production at around 40 000
units, these being primarily heavy-duty trucks.
However, it is part of the huge and highly
diversified Norinco Group, which is also heavily
involved in armaments and military equipment
manufacture. This association may be
sufficient to insulate Beiben from the Chinese
Government’s oft-repeated call for greater
consolidation of its domestic motor industry.
AMH/AADThis group is the South African representative
of South Korean manufacturer Hyundai,
and its Kia subsidiary. The Hyundai family
participates across all sectors of its domestic
Korean commercial vehicle market, including
buses, but its export activities are currently
concentrated on HD Series light trucks shipped
to neighbouring South-East Asian countries,
Australasia and Africa.
Some Hyundai coaches were shipped to
South Africa for use during the 2010 Soccer
World Cup, but, despite their continuing
presence, there has been no apparent follow-up
attempt to capitalise on those initial sales.
The Hyundai family is growing as a global
vehicle manufacturer, currently being ranked
number four in the world pecking order, but
there has been little indication, up to now, of any
ambition to pursue a similar growth trajectory
for its heavier commercial vehicle activities.
The recent announcement of local South
African assembly of HD Series trucks for the
African market, however, may be an early sign
that corporate strategic thinking is shifting in
that direction.
FIAT/PEUGEOT/CITROEnThese three European-style integral van
manufacturers are primarily major players
in the light vehicle arena. Their futures are,
therefore, not substantially dependent on
the commercial vehicles that fall within the
parameters of this article, so we will not
venture any comment on their prospects for
survival in this context.
DAFBabcock DAF in South Africa is the sole
representative of Paccar, the only remaining
US-controlled family of multi-national truck
brands. The group currently consists of
Peterbilt, Kenworth, DAF and the last vestiges
of the once mighty Leyland truck empire,
although this name now only adorns Paccar’s
UK assembly operation.
Paccar’s main areas of interest lie in North
and South America, Europe and Australasia.
Notably, the Kenworth brand is the long-running
leader in the Australian heavy-duty segment,
while DAF is a market and segment leader in
a number of European countries, including the
United Kingdom.
In terms of vehicle size, the Paccar product
range is biased towards the upper end of
the payload spectrum, although DAF medium
trucks do well in the markets where they are
sold. The group, however, has no presence
in the light truck and European van areas of
the global market. Whereas the American
brands have traditionally embraced the “kit
truck” philosophy using bought-in driveline
components, recent efforts to popularise
Paccar’s own DAF-designed engines have met
with some incremental success.
Paccar’s business profile suggests that
possible suitors looking for cooperation or
outright acquisition cannot be ruled out, and
there have been recent rumours that the
omnipresent Volkswagen is showing some
interest. Predictably, these have been denied
on both sides, but VW’s hunger for global
leadership does tend to increase the frequency
of such reports.
Paccar’s trend towards increased in-house
component sourcing, and the headlong
industry race to greater complexity in First
World markets will, however, place additional
financial burdens on this traditionally profitable
group, so its future may depend on fair winds
in its principal markets, which have not been
too prevalent of late in Europe. Our position
would be to put Paccar on watch for further
developments.
JMCJiangling Motors Corporation is another
Chinese enterprise, which builds around
200 000 passenger and light commercial
vehicles per annum. However, it has gained
The Constellation from Brazil may extend its global footprint as Volkswagen’s truck strategy rolls out.
GLOBALFOCUS
»
58 |FOCUS| October 2014
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.
significance recently through its association
with the Ford Motor Company, which now holds
a 32 percent shareholding in JMC.
Regular readers will recall our earlier
reports of Ford’s apparent renewal of interest
in the truck business, through activities in
South America and Turkey. In April 2013, it
was announced that Ford Otosan (Turkey) had
licensed Ecotorq engine technology to JMC,
and its affiliate JMC Heavy Duty Vehicle Co.,
Limited, for use in domestic Chinese and export
commercial vehicle applications.
Notably, the two companies have cooperated
in the Chinese production of Transit vans since
1995, and it follows that any expansion of Ford’s
trucking revival outside of South America, the
Middle East and China may well involve a pivotal
role for JMC.
vDLVDL Bus and Coach is a specialist manufacturer
of bus chassis and fully built buses and coaches,
producing much smaller volumes than the other
manufacturers covered in this survey. VDL’s
bus chassis manufacturing division has its
roots in DAF’s formerly spun-off bus operation,
and it still draws some major components from
Paccar.
As a stand-alone commercial vehicle entity,
VDL would appear to be an obvious takeover
candidate, but the VDL Group has diversified
into other areas such as the contract mass
assembly of light vehicles for major car brands,
so its future is not wholly dependent on bus and
coach sales.
InTERnATIOnALAlthough not ranked in the South African market
since the third quarter of 2013, Navistar
International Corporation is the elephant in this
particular room, and we need to include the
American manufacturer in this discussion.
We have frequently expressed our dismay at
International’s sudden, and largely unexplained,
disappearance as a vehicle supplier from the
local truck market. This highly respected brand
has been present in this country for nearly a
century, and, until last year, it still maintained
a significant presence, especially in the extra-
heavy commercial vehicle (EHCV) segment.
We fully understand the difficulties which
afflicted Navistar’s pivotal engine manufacturing
business in North America, and its need to
stabilise its home business, but we do not
understand why it has continued to develop
new Caterpillar-branded products for Australia,
where it had a minimal market presence,
while seemingly abandoning the South African
market where, in a good month, it regularly sold
100 units or more!
On the surface, Navistar International
looks ripe for a takeover, and there have been
rumours of predatory interest, once again from
VW, which already has a link through MAN’s
2008 licensing agreement that has enabled
the building of Navistar’s MaxxForce 11 and
13-litre engines for its US product range.
However, as pointed out frequently in
Global Focus, the widely held perception of
this company, as primarily a manufacturer of
extra-heavy trucks, is somewhat inaccurate,
because it also holds a significant presence
in the lighter payload segments of the North
American market, in school bus manufacture,
and as a leading global manufacturer of diesel
engines.
The Navistar Engine Group also includes the
South American diesel engine manufacturing
concern MWM International, supplying
power units to a number of other prominent
original equipment vehicle and equipment
manufacturers.
However, Navistar’s position as a major
supplier of vehicles and power units to the US
military may well be pivotal in determining its
future, with the US government insisting on
American ownership for security reasons.
COnCLUSIOnReaders must please note that this article
reflects the perceptions of one observer. Given
the scope of the article, it is quite impossible
to cover every possible angle, or to always
foresee the decisions taken in a multitude of
smoky boardrooms. It should also be noted
that some significant manufacturers do not
operate in our market, so they are absent from
the discussion.
This does not indicate disrespect, but simply
an effort to contain an already lengthy article.
We must also recognise that merger and
acquisition activity is sometimes limited by anti-
monopoly legislation that sometimes extends
across national borders.
Our knowledge of the Chinese business
environment, with its many unique
considerations, is also still in its infancy,
so the opinions are offered with no malice,
but after a great deal of consideration, and
research. We do not expect everyone to
agree with our views, and we look forward to
the many debates and discussions that will
inevitably follow. |FOCUS
Hyundai is a rapidly growing force in the global car market. What’s in store for its trucks?
GLOBALFOCUS
60 |FOCUS| October 2014
HAULSSHORT
DAF’S BIGGEST SInGLE ORDER TO DATE
Ngululu Bulk Carriers (NBC), a company involved in the logistics and transport
of raw and beneficiated mining commodities (mostly for export via the ports
of Maputo, Richards Bay and Durban), is enjoying 133 new DAF XF105.460
FTT 6x4 truck tractors – the biggest single order for new DAF trucks in
southern Africa to date.
The order, valued in excess of R180 million, was placed in March 2014
and the trucks have been delivered to NBC’s Steelpoort and Phalaborwa
operations in batches, over a six-month period, to allow sufficient time to fully
enrol the entire fleet. The final delivery took place in October.
“We’re delighted to have entered into a partnership with a fleet of
the calibre of NBC,” says Jan Maritz, senior sales executive for DAF. “We
attracted this order based on our understanding of NBC’s needs and our
ability to match these requirements.”
He continues: “We expect our relationship with this company to provide a
long-term showcase of DAF performance and our team’s back-up capabilities.
In addition to the size of this order, it is also significant because it proves that
DAF can compete on an equal footing with other European brands in South
Africa.”
DAF sales director, Mark Gavin, adds: “Since Babcock was appointed sole
importer and distributor of DAF trucks in the southern African market, four
years ago, sales have seen impressive growth and the DAF brand will soon
begin to reflect its market leading performance in Europe.”
Maritz says that the order followed the utilisation of a demo DAF
XF105.460 truck in the NBC fleet, which effectively demonstrated the
vehicle’s excellent fuel consumption and general all-round performance.
Soon afterwards, a comprehensive transport solution was negotiated,
which includes technical backup, a repair and maintenance contract and a
finance option. By year end, NBC will have established fully-fledged workshops
at Steelpoort and Phalaborwa, where DAF personnel will be permanently
deployed to maintain the fleet.
The deal also incorporates extensive driver training, both at the DAF
facility in Gauteng and via on-the-road driver education, as well as a “train-
the-trainer” component that will see DAF driver trainers instructing NBC’s
driver trainers.
POWER PROJECT GETS A LIFT FROM vAnGUARD
The heavy-lift, abnormal-transport and plant-relocation
specialist, Vanguard, has completed a successful
turnkey project for the R3,5-billion Dedisa peaking power
plant. Vanguard carried out the transport, offloading and
final positioning on site of the major power-generation
equipment for the plant, located in the Coega Industrial
Development Zone (IDZ) near Port Elizabeth.
Two sets of 191-t gas turbines, 231-t generators and
140-t transformers were transported from the Port of
Ngqhura to the project site at the adjacent Coega IDZ,
where they will help stabilise the national electricity grid
from 2015.
The Dedisa peaking power plant, which will operate in
times of high electricity demand or shortfalls of supply,
will produce 335 MW from the two open-cycle gas
turbines.
The six heavy units arrived at the Port of Ngqhura
in two shipments, according to the Vanguard project
manager Dale Huddy. “After directly discharging the
vessels, we staged the heavy units in our port yard
– in order to relocate the equipment in the required
sequence for delivery. The turbine needed to arrive at the
Dedisa site first, and was loaded onto our 16-axle, three-
file Goldhofer trailer.”
Each Goldhofer multi-axle combination, loaded with
the heavy units, was powered by a push-pull combination
of Mercedes Actros horses.
The generator and transformer were then relocated,
offloaded and positioned on site in a similar fashion, using
a second set of Vanguard’s 600-t gantries in the yard at
the port to lift the units onto trailers.
“The use of our gantry system has several advantages
over the traditional jack and slide technique, including
speed and safety,” says Huddy. “We were able to
complete the transport, offloading and positioning on
site of the first line of units – turbine, generator and
transformer – in just six days, while the second line took
us only three days.”
??????????????
October 2014 |FOCUS| 61
SInGInG FAW’S PRAISES What more can a truck manufacturer wish for than a customer
who sings the praises of its brand and after-sales support, while also
claiming that, for his own operation, there is “only one truck that works
in Africa”?
Buks van Rensburg, managing director of Buks Haulage Limited
(BHL), which primarily uses FAW units in its 130-vehicle fleet, is
referring to the FAW 28.380FT (commonly called the J5).
The MD’s claim, however, isn’t mere lip service … he has put his
money where his mouth is and ordered a further 100 FAW J5 vehicles
– adding to the 99 units already operating in the BHL fleet.
“I took the decision, in October last year, that in future all my
replacement vehicles will be the same FAW 28.380 truck tractor,”
Van Rensburg points out. “We use it in two configurations – one with
a side-tipper trailer, supplied by Afrit Trailers, and the other with a flat
deck.”
BHL has been using 70 of the FAW J5 side-tippers to transport
copper concentrate from the mines in Zambia to the country’s
smelters. The additional 29 FAW flat decks then transport the
beneficiated material from the smelter, over 2 400 km from Ndola,
Zambia, to Walvis Bay, Namibia, for export to China.
In 2015, a new smelter will be commissioned in Zambia, adding to
the haulage business. “I am focusing on Walvis Bay as the export point
for my clients – owing to the faster, more efficient border clearance
procedures and through times, which give my clients faster turnaround
and gives me optimum uptime for my fleet.”
Van Rensburg continues: “We have planned further expansion over
the next 18 months, owing to the new smelter and other increased
mining opportunities. This has enabled BHL to extend our FAW fleet by
a further 100 units, both side-tippers and flat decks. These are due for
delivery through 2014 and into 2015.”
SHORTHAULS
PROUDLY SOUTH AFRICAn! Iveco first began the import, sales and distribution
of its vehicles in South Africa over 20 years ago,
in 1993, but it has entered a new era … Iveco
South Africa Works, a manufacturing facility based
in Pretoria’s Rosslyn suburb, has been up and
running for a few months now. The joint-venture,
which includes Larimar Group, will be inaugurated
in November.
In anticipation of this milestone event, which will
see the manufacturing of Iveco vehicles in Africa,
the brand is launching the Born in South Africa
campaign, which spotlights the local manufacture
of specific Iveco products for the local market.
“The new Born in South Africa logo depicts
a ‘stamp of authenticity’, certifying the quality of
the Iveco commercial vehicles assembled at the
new facility, all by a local workforce,” the company
points out.
“The commercial vehicles bearing this logo will
be tailored for the African continent to suit the
varied terrain and challenging driving conditions,
which carry a demand for specific vehicle
requirements.”
Medium, heavy and extra-heavy commercial
vehicles, as well as front-engine and low-floor city
buses will be assembled on the premises.
TIME TRUCKInG FLEETS UP WITH nEW vOLvO TRUCKSZambia’s Time Trucking, a subsidiary of Time Trucking Limited,
recently took delivery of three new Volvo Trucks FH models – one of
the first fleet operators to do so in southern Africa.
The company already has 54 Volvo trucks in its fleet and transports
goods to Malawi, Mozambique and South Africa. A subsidiary, Time
Commercial Motors Limited, is also an accredited Volvo agent in
Zambia, and is thus responsible for the maintenance and service of
Volvo fleets in the region.
Time Trucking’s managing director, Umesh Patel, says: “We
always aim to provide the best service, on time, all the time. We also
don’t compromise when it comes to quality. That is the reason why we
always choose Volvo Trucks. If you want to be the best, then you have
to have the best trucks and the best people.”
Torbjörn Christensson, president of the Volvo Group SA, adds:
“Volvo Trucks SA is proud to be associated with a regional fleet
operator of Time Trucking’s calibre. We believe that the southern
African region holds untold potential. We are therefore committed
to contribute to its successful development by providing products
and services that suit southern Africa’s very unique business and
operating conditions.”
The three new FH 520 6x4 truck tractors, with high chassis
height, are ideal for the company’s long-haul operations, providing
driver comfort and safety. These units feature the FH Globetrotter
sleeper cab, which boasts a sleeper control panel, roof hatch, ample
storage and air-conditioner.
Technological features include a 3G and WLAN telematics gateway,
I-Shift long-haul and fuel economy gear-changing software, as well as
cruise control.
62 |FOCUS| October 2014
SHORTHAULS
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EnGEn IS nUMBER OnE … AGAInEngen, South Africa’s most popular fuel and retail convenience company,
has again strengthened its brand leadership. The company has won
the Sunday Times Top Brands award for a record fourth time running,
beating competitors including BP, Shell and Total in the petrol station
category. After rising to joint first place with BP in 2010, Engen won the
award outright in 2011, and then again in 2012, 2013 and now 2014.
Engen attributes its long reign at the top to continued investment
in meeting customers’ needs. “We remain focused on providing a
great forecourt and convenience service experience, and on developing
products that are relevant to our customers,” says Joe Mahlo, general
manager, Engen sales and marketing.
Engen has provided customers with some innovative convenience
partnerships over the years, and pours significant investment into
customer-service training, with interventions including its annual Phambili
Roadshow, Smile customer-service programme and iPad-based distance
learning programme; Engen Learn.
“We have worked very hard to deliver a unique ‘branded’ customer
experience and appealing convenience package,” says Mahlo.
He adds that Engen is optimistic about building momentum for the
brand as recessionary pressures continue.
HYUnDAI CLIPS THE APEx
Hyundai Automotive South Africa has begun production
of its HD series of medium trucks with the opening
of its Apex production plant in Benoni, in Gauteng.
Following an investment of R110 million by Hyundai
Motor Company (HMC) Korea, Imperial and Associated
Motor Holdings, the brand’s HD series of medium-duty
trucks is now being assembled at the 32 000 m²
plant.
Alan Ross, CEO of Hyundai Automotive South Africa,
says that the plant will offer quality comparable to that
which Hyundai strives for at its other plants. “HMC is
sending us qualified engineers from Korea and we have
assistance from our regional headquarters in Dubai, so
we are 100-percent confident of producing vehicles of
the same standard and quality as those coming out of
Korea,” he says.
In due course, the plant will also build the popular
H100 bakkie at the rate of around 4 200 units per
year. About 600 HD series are expected to roll off the
line each year.
Wade Griffin, commercial vehicles director for
Hyundai Automotive South Africa, adds that the current
staff complement of 30 people will expand to 60 at
full production. “These 30 jobs will directly improve a
further 230 lives,” he notes.
Also on site is Tailor Made Truck Bodies, which will
manufacture a range of aluminium bodies so that a
complete package can be delivered to customers.
Further exciting news to come from the company
is that its new vehicle in the extra-heavy segment,
the Excient, is undergoing viability studies for local
introduction.
??????????????
October 2014 |FOCUS| 63
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64 |FOCUS| October 2014
nAAMSA
Light Commercial Vehicles < 3 501 kg Total: 14 942AMH 791Fiat Group 74Ford Motor Company 2 717GMSA 2 607GWM – estimate 181Jaguar/Land Rover 33JMC 26Mahindra 234Mercedes-Benz SA 12Mitsubishi Motors SA 90Nissan 2 798Peugeot Citroën SA 11Renault 15TATA 112Toyota 4 747Volkswagen SA 494
Medium Commercial Vehicles 3 501 – 8 500 kg Total: 1 006AMH 22FAW 1Fiat Group 13Ford Motor Company 6GMSA 203Iveco 40JMC 12Mercedes-Benz SA 227Peugeot Citroën SA 17TATA 50Toyota 280UD Trucks 63Volkswagen SA 72
Heavy Commercial Vehicles 8 501 – 16 500 kg Total: 508FAW 21GMSA 116Iveco 6MAN 8Mercedes-Benz SA 37Powerstar 2TATA 60Toyota 128UD Trucks 130
Extra-Heavy Commercial Vehicles > 16 500 kg Total: 1 205Babcock DAF 40FAW 30GMSA 46Iveco 34MAN 119Mercedes-Benz SA 304Powerstar 41Renault Trucks 29Scania 178TATA 19Toyota 47UD Trucks 122Volvo Trucks 196
Buses > 8 500 kg Total: 108GMSA 2Iveco 4MAN 40Mercedes-Benz SA 17Scania 32TATA 5Volvo Bus 8
*Source: National Association of Automobile Manufacturers of South Africa (Naamsa).
cOMMerciaL vehicLe saLes repOrT FOr aUgUsT 2014Note: For the time being, Great Wall Motors SA (Pty) Ltd will only report aggregated sales data. The GWMSA market split volumes are estimates based on historical trends and forecasting techniques.
On bUs and cOach
The rocky road to IRPTN/taxi industry cooperation
Irizar: 125 years and just getting started
Man Turns The Jacaranda ciTy
green
66 |FOCUS| October 2014
COvERSTORY
resplendent in bold green livery
(even the seats are bright green),
the city’s intentions of realising a
revitalised commuter bus service
was bright and clear – and, to make this happen,
MAN Truck & Bus is its partner of choice.
Together, over the next three years, the two
entities will drive new vigour into both TBS –
used by an average of 488 441 commuters
every month – and public transport in the city
at large.
TBS took delivery of the first batch (44 units)
of its new fleet of buses during August, at an
auspicious handover ceremony at the operator’s
depot. Present were the City of Tshwane’s
Executive Mayor, Kgosientso Ramokgopa, and
MMC for Roads and Transport, Councillor
George Matjila.
The full fleet of 120 Lion’s City A84
rear-engine, low-entry, Euro-5 buses will be
operational by December. Twelve of the buses
are compliant with the National Land Transport
Act Universal Access Public Transport policy,
providing easy access to the handicapped and
disabled. The full fleet has been procured on a
three-year, full-maintenance lease, after which
the city will take full ownership.
With MAN vehicles already making up the
bulk of the TBS fleet, the two entities have a good
working relationship which, as MD of MAN Truck
& Bus South Africa, Geoff du Plessis, notes,
is made easier by the company being South
Africa’s market-leading bus supplier.
“MAN has worked extensively with local
municipal commuter bus operators. These
relationships provide solid platforms for future
transport projects. The fact that MAN is the only
‘one-stop bus shop’ means greater synergies,
efficiencies and swifter turnaround times.
Today’s event is testimony to the synergies
derived from that competitive advantage,” he
said before handing the key over to Ramokgopa.
“We couldn’t have hoped for a better
partner in MAN. Over the passage of time, the
relationship we have has succeeded in offering
our people the best service. I hope and pray
that this relationship continues to grow,” said
Ramokgopa.
“To ensure the city functions in an efficient
manner we need to avoid gridlock. One of
the best ways of doing that is to ensure
that we introduce safe, affordable and reliable
public transport – that’s the contribution
of these buses,” he continued. “We want to
make sure the offering meets international
quality standards. We’re going to be biased
towards mass public transport and significantly
reconfigure the physical construction of the
city space.”
Matjila explained: “The introduction of
this new fleet represents the first step in the
re-engineering of the Tshwane bus service. As
part of the strategy, in the near future we
Green is the new purple in South Africa’s “Jacaranda City”. This much was apparent when the
City of Tshwane’s commuter bus operator, Tshwane Bus Service (TBS), recently took delivery of
a new fleet of buses. GAVIN MYERS reports
Man drives Tshwane
green
October 2014 |FOCUS| 67
COvERSTORY
will look into expanding the reach of our bus
service further afield into areas not serviced
before. For this purpose, 11 new routes have
been proposed and submitted for approval. It is
therefore necessary that, when the new routes
are approved, we are ready to service them with
our new fleet.” TBS will also be a complementary
service to the upcoming “Areyeng” Tshwane
Rapid Transit system.
With many of its ageing buses (some as
old as 26 years) now being retired, the new
fleet is just one key in the plan to drive TBS to
new levels of efficiency. The 45-seater buses
(with capacity for 20 standing passengers)
benefit from several high-tech features. Fitted
to boost passenger ergonomics and comfort
are interior and exterior destination boards and
electronically controlled air suspension.
A door control harness is fitted to prevent
the doors from being opened while the bus is
in motion. The bus is also fitted with grab rails
mounted in key positions, which allow safe entry,
exit and movement in the bus. The passenger
seats are customised and exclusively configured
to support the City’s go-green initiative.
Safety is increased by the fitment of ABS
anti-lock brakes, traction control and on-board
tracking and monitoring systems. Another
feature that will ensure a smooth-running
service, will be the new automated fare collection
system. To be introduced at the beginning of the
next financial year, this will ensure that drivers no
longer handle cash, but merely focus on driving.
MAN is proud that the new fleet is locally
assembled in Olifantsfontein, Centurion, and is
comprised of 80-percent local content. “This is
a proudly South African bus. It has world-class
styling similar to other markets in the world.
These are great examples of how first-world
technologies can be adapted to the needs of
emerging economies such as ours,” said Du
Plessis.
The full-maintenance lease is yet another key
to increase efficiency at TBS. This will see MAN
technicians handle all maintenance of the fleet
over the next three years at the TBS premises.
At the same time, the company will transfer skills
and knowledge to the City’s own technicians.
(MAN will also conduct driver training.)
“We’ll be transferring skills to young people,
so it’s important that we have an appreciation
that we are growing the City’s pool of skills,”
noted Ramokgopa. “As we migrate to mass
forms of public transport, we know that the
important issues of reliability and maintenance
are taken care of, thanks in part to the work
MAN is doing.”
Ramokgopa closed the ceremony thus:
“Future generations must continue to enjoy the
same benefits that we do today. We must give
them the best possible opportunity to resolve
the challenges they’ll meet in the future.”
With a revitalised public transport fleet
and increased efficiencies to come from
TBS, future generations can – literally and
figuratively – look forward to a much greener
City of Tshwane. |FOCUS
Geoff du Plessis, MD MAN Truck & Bus SA, celebrates the handover of 120 new buses to City of Tshwane executive mayor Kgosientso Ramokgopa and MMC for roads and transport, councillor George Matjila.
68 |FOCUS| October 2014
according to Ross Esson,
economist at Pegasys Strategy
and Development, there are
three constraints hindering the
delivery of improved public transport: trust,
capacity and time.
“We have a one size fits all approach that
doesn’t factor in the different requirements of
the metros,” he says of South Africa’s current
drive for IRPTN implementation.
“It is a detailed high-spec, high-cost
system that requires a complete and radical
transformation of the industry. To do that,
we get into a long discussion about how it will
happen and, within that, there are conversations
about transformation,” he continues, adding
that municipalities themselves are ultimately
responsible for funding, while there is currently
a massive skills shortage in public transport.
“Some of these issues represent the
nature of the beast, but there are others
we need to start addressing more clearly,”
he notes. Esson and his colleagues advise
a staged approach, but, before that can be
implemented, trust and capacity (between and
within government and the taxi industry), need
to be addressed.
Esson again points to the fact that local
governments are suffering from funding
constraints and the lack of local skills. “That, in
itself, is difficult for a local government that has
been tasked with this responsibility,” he says.
Pointing to what is required from the
minibus taxi industry, Esson notes that the first
constraint is a change in the way the industry
does business.
The recent Southern African Transport Conference brought to light a number of interesting research
papers, including how working with minibus taxi operators and delivering public transport systems could
be done better. We explore how South Africa’s approach to implementing Integrated Rapid Public
Transport Networks (IRPTNs) could be improved
signsWarning
TRAnSPORTSYSTEMS
October 2014 |FOCUS| 69
TRAnSPORTSYSTEMS
“Currently, fares come directly from
customers, while, in the future, funds will come
directly from government on a structured
basis. The relationship between government
and the industry is important because,
currently, the industry exists in a regulatory
environment. In the new system it will be on
a contractual basis with constant feedback
between the parties.”
He notes that while taxi owners are
currently individual businesses, they will become
shareholders within the new system. “But what
happens after the 12-year contracts have
expired? There is uncertainty … Thus, because
of this, and the trust relationship between the
two parties, this process will take time.”
During this time, Esson notes, there is no
real improvement in public transport services
… The process must take place before full
implementation.
Esson’s staged approach suggests a way
of implementing pieces of the puzzle according
to the available capacity of government and
the taxi industry at each point in time. “We
get to the same place, but we see a constant
improvement of the passenger experience
over that time,” he suggests.
“We need better infrastructure, service,
customer experience and subsidies of services.
So what can we achieve now?” he asks.
“First, we need to look at infrastructure:
bus shelters, passenger information systems,
improved taxi ranks, call centres. In the second
stage, we propose a business model that
doesn’t completely change the industry’s
current model – offer a limited amount of off-
peak contracts and contracts for routes that
are not currently subsidised. By creating that
relationship, you provide subsidy and create
an understanding in the industry about the
benefits of formalisation.
“The final stage is the establishment
of a vehicle operating company, managed
by government, with a revised, upgraded,
capitalised fleet with a limited number of
contracts and drivers, who are formalised with
medical aid and pension.
“This staged proposal allows us to see
an incremental improvement in passenger
services, allowing us to get commuters used
to the quality of service, without all the upfront
transactional costs,” he notes.
Cost, warns Neeth Leitner (also from
Pegasys Strategy and Development), is another
element that is going to make full, successful
implementation of the system difficult – especially
when compensation is such a big factor.
“We need to be cognisant of the fact
that each project doesn’t operate in a
bubble. There are countrywide implications,”
he begins, describing compensation as an
exchange for the owner-operators’ surrender
of their current economic rights, to generate
a livelihood through their licences and
businesses.
“If we assume that there are 150 000
taxis in South Africa, it amounts to
R170 billion if all those taxi-owner operators
are compensated. That number doesn’t
include compensation for private bus
operators, which would also be significant.
“With the current funding restrictions –
and what needs to be spent on in terms of
infrastructure, planning fees, vehicles, and so
on – it will take up to 170 years to fund the
compensation obligation for the whole country.
“It’s not a viable way forward. It’s
unaffordable to the country. We’re effectively
paying double, and setting precedents from
which it will be very difficult to remove ourselves
as we move forward,” he warns.
Leitner adds that the result will be an “over-
capitalised inability to expand” as there will be
no money left. “The rest of the country will be
left unchanged because of the precedent set
in the first phase of these projects.”
Leitner suggests that, in a new public
transport system, accessible value should
be the focal point; starting with the vehicle
operating company, the shareholding
of which will lead to profit share, capital
value, employment and network value-chain
opportunities.
“Compensation must be considered as
a package and not just a cash payment
from government. This moderates upfront
expenditure of cash compensation, and
cash flow issues are mitigated. It also taps
into previously neglected areas of value and
reduces the overall cost of compensation.
“It offers true long-term empowerment
and gives us the ability to mix and match; one
size fits all is a difficult approach to take.”
With 21-million trips per day taken on
public transport, 15 million of which are
by taxi, the poorer part of the population
is hardest hit. These people spend up to
40 percent of their income, and 25 percent
of their time, on transport. “We’ve taken a
particular approach and this is an opportune
time to reflect and start seeing if there are
alternatives or ways to add to and improve on
it,” Esson notes. His and Leitner’s papers both
illustrate the importance of this. |FOCUS
FROM THE FLOOR“What if subsidies were some sort of
incentive, for example, for good performance
or grants for the cooperative? Subsidies can
be a deterrent to improvement.”
“We need to be a bit more modest in
interpreting what the public transport policy
says and actually allow for a more modest
approach in developing these systems.”
“If we have trust between the taxi industry
and municipal governments the project will
build itself.”
“One needs to look at the process of an
incremental approach in the space it’s
implemented. In some instances there may
need to be radical interventions.”
“The current solutions don’t take into account
how to build government and industry
capacity.”
70 |FOCUS| October 2014
bacK seaT
TRIBUTE
“My decision to
retire came from
something my
father told me
many years ago …” Mansingh tells me. “Retire
before it’s too late, while you still have the time
and money in the bank to enjoy life,” the 61-
year-old says.
A well-known figure in the local bus industry,
Mansingh has lived his passion for the industry
since 1987.
Jan-Cees Santema, managing director
of VDL Bus & Coach, recalls: “VDL entered
the South African market in 2004. We felt
the front-engined product was a good fit for
the local market; it had enjoyed success in
Ethiopia, Ghana, Ivory Coast, western Africa
and Zimbabwe for many years.” The company
decided to enter the market with Tyco (then a
subsidiary of Imperial) to import VDL chassis.
That’s where the company met Mansingh.
“Tyco and Imperial then parted ways,”
Santema continues. “Sam was responsible for
sales and we asked him to join forces with us
in Holland. Together we started the company
VDL Bus & Coach SA – the sole importer of the
product to South Africa.”
Santema is full of praise for his colleague
(not necessarily former colleague, mind you,
as, although Mansingh will not be involved in
running the business, he still owns a share of
the company). “I’m proud that he and the staff
have been very dedicated to us, they work very
hard and have a lot of fun.”
That sense of fun – palpable among
the company’s staff – is clearly a result of
Mansingh’s influence. “I’ve always had a
philosophy that, when I come to work, I don’t
come to work – I come to play,” he explains.
“And it’s been excellent, I’ve enjoyed being
here. VDL has been so exciting to work with.
Yes, we’ve had ups and downs, but we always
achieved whatever we set out to achieve. The
market has been good to us and the product
is respected; I think that is the most important
thing.”
Together, Mansingh’s philosophy and VDL’s
culture are clearly the drivers of this success.
“One of the advantages is that VDL doesn’t
have a huge company hierarchy, we can get
a decision made immediately. There’s no such
thing as us and them. VDL’s motto is ‘strength
through cooperation,’ you need harmony and
cohesion. It’s important,” Mansingh says of the
local concern’s working relationship with its
parent company.
“It’s part of our culture. The business is family
owned and we see the South African operation
as part of the family,” Santema continues, as
Mansingh explains that his colleague will take
the post of managing director, based in Holland,
while Sharon Coopsamy will be responsible for
running the local office. “It really will be business
as usual,” he assures.
Mansingh is happy that he’ll be able to
witness the company’s continual move forward.
“But first, my three-month round the world
cruise …” he concludes. |FOCUS
Sam Mansingh (left)
and Jan-Cees Santema
have built VDL Bus
& Caoch SA into a
respected company.
At the end of August, VDL Bus & Coach South Africa said farewell to its managing director, Sam Mansingh, the man who brought the brand to our market. GAVIN MYERS attended the party and got one final interview
“It’s been excellent, I’ve enjoyed being here. The
market has been good to us and the product is respected.”
Taking a
October 2014 |FOCUS| 71
STOPSBUS
IRIzAR CELEBRATES DUAL AnnIvERSARYIt may have entered the South African market only ten years
ago, but, as Irizar celebrates that milestone this year, the
company also celebrates 125 years of existence.
“To date, we’ve delivered 820 coaches in all the countries
in and around southern Africa including Namibia, Botswana,
Zimbabwe, Zambia, Malawi, Tanzania, Mozambique,
Swaziland, Lesotho and South Africa,” says Paul Nel, director
of Irizar South Africa.
“We have walked a path with our customers and
suppliers while the Irizar product has continued to evolve
to suit their, and Africa’s, requirements,” he says of the
journey thus far.
“Operators are looking for a reliable partner – not just
a good product, but a good after-sales network as well,”
adds Gotzon Gomez, export sales director. “We consider
ourselves a premium manufacturer and there is a segment
of operators in Africa looking for such a product and a good
after-sales service. Our African customers are as important
as our European customers and that’s why we offer them
exactly the same products.”
Gomes is confident the continent’s coach market will
continue to grow and says the company will continue to
invest, offer the latest products and improve service. “Irizar
has been continuously growing since 2008. We’ve been in
a very strong financial position and are investing a lot in new
products and technologies,” he adds.
Technology is a very important aspect of Irizar’s future, so
much so that the company has invested in Creatio, its own
research and development centre that focuses on future
technology. The centre has developed the Irizar Electric City
Bus, the multiplex software that manages every aspect of the
vehicle, as well as technology such as adaptive cruise control,
lane-departure warning and a driver-fatigue detector.
All its vehicles are also tested for durability at the Idiada
Applus+ facility in Barcelona as well as being driven for up
to two million kilometres on the open road. “We design our
coaches to last a minimum of 15 years,” notes Gomez.
“The key is to offer our customers an attractive package,”
he says. Clearly this is what the company has always done,
and will continue to do, quite successfully.
GETTInG THE RRT DUCKS In A ROW
Bus rapid transit (BRT) systems are
popping up across South Africa in most
of the major municipalities … Some are
delivering better results than others. In
Rustenburg, best known for its surrounding
platinum mines, preparations for the 2016
launch of the Rustenburg Rapid Transport
(RRT) system is well underway – despite a
few challenges.
During 2013, a four-phase project
implementation programme was
announced, which has now been further
defined. Amogelang Kgoathe, design and
construction manager for the RRT system,
explains: “This is a major infrastructure
programme and so it makes sense that we
introduce services in smaller phases. The
first reason is that we do not want to
wait until all the infrastructure is complete
before starting services, as this will be an
ongoing project and we want to deliver to
the residents sooner rather than later.”
She continues: “Also, with each phase,
we know we will be learning and gathering
insight to make the next phase better and
more efficient, thereby strengthening our
business model.”
Phase 1 will now be divided into three
operational launch dates (Phase 1A, 1B
and 1C), while Phase 2 remains unchanged.
Phase 1A and 1C will see operations start
in March and October 2016, Phases 1B
and 2 will come into effect in 2017 and
2018 respectively. Phase 3 and 4 will
follow.
Kgoathe adds that the RRT team
remains committed to ensuring that
local residents are employed and benefit
from the infrastructure investment. Since
the start of the project’s construction, in
mid-2012, a total of 926 jobs have been
created on the infrastructure programme.
According to the RRT, the platinum
strike earlier this year had a noticeable
effect on the construction programme, as
mine waste was being provided at no cost
and being used as fill for the roads.
During the strike, these materials could
no longer be accessed, and the project had
to source alternative fill material at a cost
that impacted on the project. “We are now
back on track and are able to recycle mine
waste for use in the road construction.”
72 |FOCUS| October 2014
vIC’SvIEW
HOPPInGOFF
Vaughan Mostert is a senior lecturer in the Department of Transport and Supply Chain Management at the University of Johannesburg. He developed a love for public transport early in life, which led to a lifelong academic interest in the subject. Through Hopping Off, Mostert leaves readers with some parting food for thought as he continues his push for change in the local public transport industry.
been warning us about the high cost of moving
freight around South Africa (SA) – R227 billion
at the last count – but no similar calculation has
been done for people in motor cars.
My guess is that it is around R400 billion
a year. “So what?” I hear you say. “It’s private
expenditure and we can spend it any way
we please.” Fair enough, but 50 percent of
motor car travel is work related – a South
African National Roads Agency Limited (Sanral)
statistic. So, whether we like it or not, another
R200 billion or so should be added to the cost
of “doing business” in SA.
Sadly, for CoJ, Busa, the Opposition to Urban
Tolling Aliance (Outa) and just about everyone
else opposed to e-tolls, scrapping them won’t
make the problem go away. You don’t create
a strong middle class by giving people cheap
cars, cheap fuel and free roads. You can only
do it by making it unnecessary for so many of
them to go to work by car in the first place.
The richest countries today got there because
grandpa went to work on the train.
So, the message to CoJ, the Chamber
of Commerce and Industry and any others
who have strong views on e-tolls is this: our
focused denial about private motoring costs
has provided fertile soil for the awarding of
contracts for questionable transport projects
such as Gautrain, GFIP and BRT.
CoJ, as the biggest municipality in South
Africa, should be giving leadership by fixing the
appalling state of public transport within its
jurisdiction. Business groups should be robustly
questioning the failure of local, provincial and
central government to sort out the ongoing
fragmentation of public transport throughout
the country.
The role (or absence) of the academic world
should also be scrutinised. Remember that one
university thought that e-tolling was a good idea
… That’s what happens when universities place
“sponsored” and “contractual” research above
their real mandate, which should be to carry out
rigorous, independent research.
It remains to be seen whether the e-toll
panel will recommend ground-breaking
measures to stem the mismanagement,
neglect and corruption in transport matters.
These measures are not rocket science.
Several government policy documents, as
well as previous columns in the Hopping
Off series, have spelt out what should be
done, but we lack the will to actually make
it happen.
I am not optimistic that the e-toll panel
will connect the dots, given our history of
denial and ignorance of transport issues. Nor
do I believe that bumper stickers, websites,
slogans and legal action can fix our transport
problem.
So, we are between a rock and a hard
place. Our “aspirant middle class” is in for a
long wait. |FOCUS
It’s still too early to predict the outcome of the e-toll review process, although, at the time of writing, all
indications are that everyone is against the scheme – with one exception …
of aspiraTions and
cOrrUpTiOn
That will, predictably, be the “cosy
club” of civil engineers and
consultants.
Let us never forget that this
debacle has its origins in the Gautrain, which
was forced through without proper analysis.
It provided useful experience for “the cosy
club”, which then pushed the Gauteng Freeway
Improvement Project (GFIP) through its various
stages.
At the moment, similar comments apply to
the different bus rapid transit (BRT) schemes
now underway in certain South African cities.
BRT should be robustly questioned, but that
isn’t happening, allowing “the cosy club” to
continue in business.
In the meantime, however, some
interesting submissions have been made to
the review panel. Let’s briefly look at two of
them. First, the City of Johannesburg (CoJ)
has apparently learnt that the “aspirant
middle class” is being hurt by e-tolls. Another
group, Business Unity (SA) (Busa), has told
the panel that the “unprecedented rise
in the cost of doing business” will have
“consequences” for economic growth.
(Saturday Star, August 30.)
Well, it’s about time someone woke up to
the already high cost of private motoring and
its corrosive effect on the economy. For ten
years the Council for Scientific and Industrial
Research (CSIR) State of Logistic Survey has
??????????
74 |FOCUS| October 2014
Urgent delivery for 23 New Rd
Re-route to Long Ave to pick up load
Collect parcel from 45 Hope St
Accident at corner of Church and Main St
Deliver parcel to 5 Short St
Heavy traffic on N1 outbound
Collect parcel from 8 Albert St
Collect parcel from 8 Albert St
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