FOCUS September 2015

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On TranspOrT and LOgisTicsfocusontransport.co.za

Rianna goes trucking!

Prasa on track to

derailment?

SCOOP! New Eurocargo

breaks cover!

Why fleet managers are losing sleep

LiebenLogistics and

dream team!scania:

www.focusontransport.co.za

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d |FOCUS| September 2015

www.castrolvecton.com

September 2015 |FOCUS| 1

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On TranspOrT and LOgisTics

Through passion, innovation and tenacity, LiebenLogistics has grown from a single-truck operation to one of the most respected transport operators in the land. Read the company’s story on page 10.

COvER

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

Drive, Northcliff, 2195. P O Box 957, Fontainebleau, 2032, South Africa

Tel: 011 782 1070 Fax: 011 782 1073 /0360

EDITORCharleen Clarke

Cell: 083 601 0568email: [email protected]

ASSISTAnT EDITORGavin Myers

Cell: 072 877 1605 email: [email protected]

SUB-EDITORJeanette Lamont


JOURnALISTSJaco de Klerk


Claire RenckenCell: 082 559 8417

email: [email protected]

Thato TinteCell: 081 399 3445


InDUSTRY CORRESPOnDEnTFrank Beeton

Tel: 011 483 1421Cell: 082 602 1004


TECHnICAL CORRESPOnDEnTVic Oliver


PUBLISHERTina Monteiro


ADvERTISInG SALESMargaret PhillipsonCell: 083 263 0451


Gareth SmithCell: 074 113 0329


CIRCULATIOn MAnAGERBev Rogers


DESIGn AnD LAYOUTNelio da Silva


PRInTInGCamera Press

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

the editor.

2 Steering Column 6 Wheel Nut 8 Vic’s View 9 Letters42 Global Focus46 Short Hauls47 Naamsa figures48 Subscription form50 FOCUS on Bus and Coach51 Global bus56 Hopping off

REGULARS

SEPTEMBER

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

EMBELLISHED MOnARCHSEvery king deserves a crown.

It’s not surprising that people

are adorning their long-distance

royalty with that which they love

… Get ready to curtsy as we

feature some extra special extra-

heavy commercial vehicles.

THE PRICE OF PETROLEUMWith crude oil prices currently at

their lowest point since the first

quarter of 2014, we find out what

influences the price that South

African consumers pay at the

pumps and what fleet managers

can do to reduce their fuel spend.

MORE vEHICLES, MORE PROBLEMSOperating a fleet is a stressful

undertaking. We identify the

issues that are keeping fleet

managers awake at night, and

try to find out what can make

their job a little easier.

A (SUPER) ACE UP THE OnE-TOnnE SLEEvE Tata Motors has launched a

renewed version of its Super

Ace mini truck; the EX2. We

took it for a spin.

12 16 22

30

An EXERCISE In EvOLUTIOnBy the time you read this,

Iveco will be just about ready

to take the wraps off its all-new

Eurocargo. We got an exclusive

sneak peek!

WHAT’S THE BUZZ In BRT?South African public transport

has been entering the new

phase of bus rapid transit (BRT)

over the last few years. FOCUS

explores the latest news and

developments.

36 54

Follow us facebook.com/focus_mag twitter @FOCUSmagSA

https://www.facebook.com/pages/FOCUS-on-Transport-and-Logistics/446509198693056



2 |FOCUS| September 2015

STEERInGCOLUMn

i was recently invited to experience the

world of CNH Industrial, which is how

I got to park my butt in the Dragon.

You will be able to read more about

my trip in the October issue of FOCUS, but I

simply couldn’t wait until then to tell you about

my day with Magirus – because it was Simply

The Best (thanks Tina)!

Just in case you’re unfamiliar with

Magirus, the company is based in Ulm,

Germany, and it is one of the top three

companies in the world that specialises in

producing fire engines.

We kicked off the day with a presentation

from Antonio Benedetti, the company’s CEO,

who gave us some insight into this truly

fascinating company, which was founded

in 1864 by a chap called Conrad Dietrich

Magirus.

“He invented the turntable ladder, which

was an incredible wooden ladder that became

essential to firefighting,” he told us. “Magirus

was a special person. He had in mind what

a firefighter was supposed to be. He had a

dream. He wanted to save people. He also

invented the concept of training firefighters

to be professionals.”

Fast forward 151 years and Magirus is a

huge business today. “We employ 1 300 people

and our annual turnover exceeds €300 million

(R4,5 billion). Although most of our fire trucks

are based on Iveco chassis, we do work with

all the chassis manufacturers; the customer

stipulates the chassis that he requires.”

While firefighting has been around for

a long time, Benedetti revealed that the

last decade has seen a huge acceleration

in technology. For instance, Magirus has

launched the ML68L, which just happens to

be the highest ladder in the world (68 m), and

it has also unleashed the Super Dragon X8 –

and I got to play with both later.

Let’s get the scary bit out of the way first.

I need to reveal that I am utterly terrified of

heights, so when I was offered the chance to

ascend the 68 m ladder, I declined – politely

and firmly. It is, after all, about 28 storeys

high. And me? I’m a terra firma gal.

I have just experienced THE most exceptional vehicle ever. It weighs 52 t, does zero to 80 km/h in less

than 25 seconds … and it’s yours for a mere €1million or so (about R15 million depending on the woes

of our much-embattled currency). Meet the Superdragon X8!

sLayer!dragOn

»

The Superdragon X8 (that refers to the truck in the background, not the FOCUS ed).Below left to right: FOCUS editor Charleen Clarke gets to grips with the art of firefighting, before being strapped in a cage for her ride up the fire ladder.


STEERInGCOLUMn

dragOn

2497 MBSA Birds & Bees Print_Focus_210x297.indd 1 2015/08/21 6:42 PM

www.mercedes-benz.co.za/newvito


STEERInGCOLUMn

But then … ag you know the deal … peer pressure

kicked in, and suddenly I found myself strapped in an

ascending cage, en route to my 68-m vantage point. It

was utterly terrifying – to put it mildly. “Don’t look down,”

was my mantra as I soared to places where only eagles

should be residing. It did help to stare at the horizon …

but apparently I was clinging to that cage so tightly that

I bent the metal (just kidding).

On a serious note, this experience really made me

think about firefighters and how incredibly brave they

are – because I truly don’t think I could ever summon

the courage to repeat that exercise.

My dragon slaying exercise, on the other hand, was

something I would love to repeat – each and every day

for the rest of my life; the Superdragon X8 makes any

super car look just plain silly.

Essentially the Superdragon is aimed at airports.

As we all know, when an aircraft is on fire, the fire

trucks need to get there in a bit of a hurry – and that’s

exactly what the Superdragon does.

It is powered by two 412 kW Iveco engines that

deliver a combined output of 824 kW of power,

and it blasts off like a rocket! Floor the accelerator

and you’re literally thrown back in your seat … and

soon the fire truck reaches its maximum speed of

135 km/h.

It is nothing short of staggering to hurtle around

a test track in a 52-t behemoth travelling at the

speed of a sports car. Of course, the Superdragon

isn’t about having fun; it’s about saving lives – and

that’s exactly what it achieves, because it allows firefighters

to access emergencies as fast as possible.

If being a firefighter means driving the Dragon

every day … well, you can sign me up for the job

immediately. |FOCUS

Above right: The highest ladder in the world. Been there, done that, got the T-shirt.Right: The Dragon is a truly effective firefighter.Below: The Dragon is exceptionally quick – especially for something weighing 52 t.

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WHEELnUT

goes along with it. As they say, it’s all about

the journey …

It doesn’t matter much where you’re

going, or whether you’ve travelled the route

before (can you count how many times you’ve

driven the N3?); there is always more to see

and do.

Getting hold of a detailed, up-to-date

tourist’s map will allow you to easily spot

interesting places to visit not far off the

beaten track. It’ll also probably lead you on

to alternate routes, where you’ll discover

so much more that the country has to offer

– little dorpies, scrumptious food, fantastic

views and interesting people.

Sure, those routes and the stops along

them will lengthen your journey somewhat,

but, if you’re travelling for pleasure, why

not? It gives you the chance to stay over

somewhere you’ve probably never heard of

before.

Oaklands Country Manor, in Van Reenen,

was our overnight stop on the N3TC tour. I

can highly recommend you make some time

to spend there on your next adventure.

The area is steeped in history, and the

manor, itself, has been in existence since

before the First Boer War. Even if you don’t

want to extend your stay and explore the

heritage, you can enjoy a good book, delectable

food and the company of the manor’s Great

Danes as you take in the splendour of the

rolling hills that surround you.

You can read a full review of this hidden

gem by visiting FOCUS’s online sister

publication, Cyberstoep.co.za; but, really, any

place that tickles your fancy will do. It all adds

to the experience.

That brings me to the next essential

ingredient for the perfect road trip: good

company. Taking a trip with good friends will

only mean laughs, smiles and a good time.

The journalists and our hosts from the N3TC

– Con Roux and Anita Heyl – were a friendly,

jovial bunch, so we had no problems there!

Of course, a road trip has the potential

to open your eyes to so much more. One of

the most magical sights this time, on Van

Reenen’s Pass itself, was the train of over

fifty trucks (we lost count) heading down the

pass. I suppose it was a case of good timing

on our part, so we made our way to the head

of the train (a good couple of kilometres) to

enjoy the parade as it came past.

At one point, a much smaller train made

its way up at the same time, adding to

the spectacle. I’m willing to bet even the

most ardent truck adversary would’ve been

impressed, but for us “truck nuts” it could not

have been more perfect.

Well, it could have. We discovered that

the reason for the convoy was that a cross-

border truck had taken a break on the side

of the road, as his brakes were beginning to

overheat.

Admittedly, that wasn’t the only malady

on the trip (at least he had the sense to pull

off the road before causing a major incident),

but you’ll just have to wait for the full feature

to find out what else happened …

I suppose it can’t be entirely smooth

sailing (or should that be going?), but that’s

undoubtedly the fourth aspect that makes

the perfect road trip: the unexpected. So,

next time you need to get away, be a bit

whimsical – and enjoy the journey. |FOCUS

A long winding road and wide open

spaces; good food, good company

and giant Great Danes … these

are a few of my favourite things

Gavin Myers

i’ve just completed an eye-opening

road trip along the N3 corridor with

the N3 Toll Concession (N3TC). The

company was keen to demonstrate all

the various aspects that go into maintaining

and managing one of the country’s most

important arteries. Unfortunately, though,

you’re going to have to wait for the October

issue to get all the juice.

However, the two-day trip from

Johannesburg to Pietermaritzburg gave me

the opportunity to, once again, fall in love

with the allure of the open road and all that

you can’t beat a good

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vIC’SvIEW

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

ever since the side-tipping

interlink type of trailer

combination became available

on the South African market,

they have been the most popular choice of

tipping trailers. However, comments and

rumours in the transport industry seem

to indicate that end-tipping semi-trailers

are regaining their popularity, and that the

demand for side-tipping trailers is declining.

The side-tipping interlink trailers became

a popular choice for a number of reasons.

First, they carry a bigger legal payload

compared with the two- and three-axle end-

tipping semi-trailers.

Second, the interlink side-tipping

combination is more stable when tipping and

the risk of the trailers and truck tractor falling

over while tipping is reduced.

Finally, the interlink side-tipping combination

conforms to the South African Road Traffic

Bridge Formula when operating at a gross

combination mass (GCM) of 56 000 kg, due to

the seven axles that are well spread.

Conversely, end-tipping trailer lengths

have to be kept reasonably short to ensure

maximum stability when tipping and,

therefore, the axle spread and spacing limits

the permissible GCM of the rig, when the

Bridge Formula is applied.

Bigger payloads can be loaded and

transported by the side-tipping interlink

combination, making these units well suited

to transport commodities like iron ore,

chrome ore and coal. They are, however, only

economical to run when they are fully loaded

and operate every working day.

The slowdown in the world economy

has caused a reduction in the demand for

South African commodities, resulting in less

transport demand for these big units. This

may be one of the reasons why transport

operators are now relooking at the purchase

of end-tipping semi-trailers, which are less

expensive to run and more suited for other

industries where there is still a demand for

tipping trailers.

A good example, where the demand

for tipping trailers is still buoyant in South

Africa, is the construction industry; driven

by the government’s commitment to build

new homes, water storage dams, sewage

facilities and increase the distribution of

electricity.

End-tipping semi-trailers offer the following

benefits to the operator:

• The initial purchase price is less than the

interlink side-tipping trailer combination;

• Operating and maintenance costs are lower;

• Fuel consumption is less;

• End-tipping semi-trailers are much easier to

manoeuvre and reverse, making them very

well suited to operate on building sites.

Good driver training on the proper

procedure that must be followed while

discharging the load from an end-tipping

trailer will reduce the risk of the unit falling

over.

Readers are invited to comment on

whether or not we are going to see a

slowdown in side-tipping trailer sales and

an increase in end-tipping trailer sales in

the future.

So have your say and assist the trailer

manufacturers to prepare and gear up for

your future trailer demands. |FOCUS

The Tip?

A SLIGHT ADDInG ERROR

Vic’s View in the July edition of

FOCUS featured a table comparing

the running costs of six- and seven-

axle rigs. The legal payload quoted

for the seven-axle rig was 55 984 kg,

which is obviously the figure of

the gross combination mass. The

correct payload figure for this rig is

35 984 kg. All other figures quoted

are correct.

side-tipping traiLers get

Are end-tipping semi-trailers regaining their popularity in the South African transport market?


lettersFOCUS

ADvICE FOR A PASSIOnATE YOUnG MAnI’m a young person who grew up in the previously disadvantaged community in Katlehong township, Ekurhuleni. I’m interested to start my career in the transport industry, as a company owner, because I wish to become my own boss.

At this present moment I am about to start my own small transport business. Unfortunately, I don’t have money to get into business, but I’m optimistic that my father is going to lend me R200 000.

As I grew up in a poor family, I am going to use this money wisely. I am going to buy a second-hand, four-tonne truck, but as soon as the business is doing well, I’m going to buy another four-tonne truck.

After six or eight months, if my business is doing well, I am going to sell both of my trucks, so that I can buy a second-hand International 9800i Eagle or Freightliner Argosy 90 truck tractor together with a fuel tanker.

I wish to own a company like Tanker Service, Reef Tankers, Wardens Cartage and Bakers Tankers. These are my favourite companies. Jacobs Transport is also a favourite company, because it is a business that is doing well.

I want my company to be situated in Alrode or Wadeville, because I want to create job opportunities for the people in my area. I decided to write this e-mail directly to you,

as I am looking for someone that has more knowledge about the transport industry.

Perhaps you are the right person with the correct information that I need to know about this kind of business. I am willing to become skilled within this industry.1. How do I start a transport business? 2. Where must I register my company?3. Can you please send me all posters as well

as safety checklists? 4. What must I do if I need a mentor?5. How much is the Road Freight Association

membership fee?6. Which insurance company do you prefer

that offers business insurance, goods-in-transit insurance, truck insurance and trailer insurance for many transport companies?

7. Please can you send me some reading material about this industry?

I am willing to start a company that is going to create more job opportunities for the people around my area, where you will find many young people smoking drugs and others involved in crime. Some of these criminals are role models to many young people in my area.

I work hard every day, because I want to be a good role model to young people in my area.

Criminals are not my role models. My role

models are Mr Gys Jacobs (Jacobs Transport), Mr Seun Jacobs (Jacobs Transport), Mr Vic Ferreira (Reef Tankers), Mr Bala Naidoo (Wardens Cartage) & Mr AS Tayoob (Bakers Tankers).

They all started their companies with one truck, but today their companies are doing very well. In future I want to be like them, because I am willing to become a skilled company owner.

I also enjoyed watching the 2015 Truck Test as well as the 2015 Nampo shows on DStv Ignition channel 189, because I got a chance to learn more about the latest truck technology. I support these programmes because they are sponsored by FOCUS on Transport and Logistics.

I will be waiting for your feedback regarding my e-mail, because I need you to help me to get advice on how to start a transport business.

Warm regards,Bongani Radebe

Thank you for your letter, Bongani. It is touching and encouraging knowing that there are young men out there with a passion for the trucking industry and the drive for greatness. We have sent your letter to the Road Freight Association so that it can provide you with feedback – Ed.

The Tip?

www.n3tc.co.za


COvERSTORY

The year was 1995 and Sakkie Liebenberg – fresh from an eight-year stint at Mainline – decided that the time was ripe to open his

own company. “I had completed my honours in transport economics at Stellenbosch University. I loved the idea of the changing dynamics of the transport industry and had always wanted to be part of it. Plus, it was a growing sector after deregulation. I spent eight years with Mainline, where I earned R1 350 a month (I had turned down a position at City Tramways, where they were paying R1 300 a month). Then, when Mainline was acquired by a listed company, I decided that it was time to branch out on my own,” he tells FOCUS.

It was thus that LiebenTrans was born in November that year – with no vehicles and only a commitment from a customer that it would contract three secondary distribution vehicles

to transport fresh meat from Cape Town to the southern Cape.

The fledging company’s first challenge was raising capital. “This was overcome when Absa granted funding on the basis that a second bond be taken out on my house. This could then be used as a deposit on a single truck. I had no operating capital whatsoever. It was incredibly tough!” Liebenberg recalls.

The wheels of that first and only truck – a Mercedes-Benz 1617 fitted with a sleeper cab and tag axle – started turning on February 19, 1996. “For the first three months, we transported two loads of fresh meat carcasses to the southern and eastern Cape each week,” he explains.

When the loads were reduced to once a week, the company had no alternative but to venture into long-distance trucking with its distribution vehicle. “We did local work on Mondays and Tuesdays, then consolidated

frozen products to Johannesburg from Wednesday to Friday. Then we returned with fresh meat and pig heads. It definitely was not an easy time for our fledgling business,” the entrepreneur notes.

At that stage, Liebenberg employed a single driver by the name of Ernest Basson. “Over the years he progressed into the position of senior operations manager within the company, and today he continues to add tremendous value to the business,” he says.

Liebenberg was the lone salesman for the business at this time and growing the customer base was hard. “In September 1996, I secured a new client in Vredendal. The company contracted us to transport lamb carcasses to Johannesburg. This necessitated the purchase of three more trucks from the Mercedes-Benz stable. We had enough cash for the deposit of two trucks; the third deposit was funded by bonding my late father’s house,” he tells FOCUS.

The LiebenLogistics story sounds a bit like a fairytale; the only thing that is missing is a glass slipper, but, as CHARLEEN CLARKE discovers, this so-called fairytale has the required passion, innovation and – most of all – tenacity to grow from a single-truck operation to one of the most respected transport operators in the land

Laud

Lieben!


COvERSTORY

By the end of 1997, the fleet had grown to ten MAN trucks. “Business started getting a tiny little bit easier, but access to capital for fleet growth was always challenging,” Liebenberg remembers.

It was at this time that Liebenberg decided to grow the business via acquisitions and mergers. After two successful transactions (one in Upington, the other in Colesberg), the fleet had grown to 35 trucks by the end of 2000. Its focus remained on the transportation of meat.

At the same time, the single most significant event in the history of the company took place. “One of the most prominent national retailers approached us and asked us to take over its distribution fleet in the Western Cape. Initially we were wary, because we were not familiar with the secondary distribution costing model,” Liebenberg explains.

After tough negotiations (which continued for close on 18 months!), he purchased 28 old trucks from the retailer, which had to be replaced over a three-year period. By 2005, the LiebenTrans fleet comprised 220 vehicles. It was then that a majority shareholding in LiebenTrans was acquired by a listed transport company. “This partnership was too restrictive and I couldn’t apply my entrepreneurial skills. So I sold the balance of my shares in 2008,” Liebenberg reveals.

Liebenberg subsequently bought back the retail distribution business – and formed LiebenLogistics in 2011. “We re-entered the fresh meat market and today we run a fleet of 300 trucks. Long haul and secondary distribution each represent 50 percent of our business,” he tells FOCUS.

LiebenLogistics started acquiring Scanias back in 2007. “We are very satisfied with the performance of the Scania vehicles in our fleet, which is why we have placed an order for 150 new Scania trucks. This forms part of our replacement and expansion programme,” says Liebenberg.

This order, which was placed with Scania Cape Town, is a real feather in the Scania cap. “The total lifecycle cost of the Scania trucks was definitely the best,” says Liebenberg.

“Exceptional aftermarket support from our strategic partners is critical to achieving the just-in-time and on-time deliveries that are so critical to our customers. We have received very good support from the entire national Scania dealer network. They deliver exceptional service and are well represented geographically, which dovetails effectively with our national long-distance operations. Furthermore, Scania understands the critical importance of parts availability and rapid response times in the event of breakdowns. The support that we receive from senior staff locally and from Sweden is of the highest standard,” comments Liebenberg.

One of the reasons for the success of the company is its long-standing partnerships with customers. “In order for these relationships to prosper we have to ensure that we operate the most economical and cost-effective vehicle configurations with a 100 percent fleet uptime. As such, we have conducted various in-depth lifecycle analyses to ensure that our fleet’s replacement policy is optimal,” says Liebenberg.

Yet another key to success is a focus on people. “We have an extraordinary management and support team. Many individuals have been with the company for over 15 years. We also run internships during the university holidays and offer graduates employment so that we can introduce new blood into the company,” says Liebenberg.

On the subject of learners, the company is proud of its social development programme called Kids in Parks, which it operates in partnership with Pick n Pay, the Department of Environmental Affairs and Sanparks. “We recently acquired three new Scania Andare buses in order to transport our learner passengers and we are proud of have already carried 44 000 learners without an incident over the past ten years,” Liebenberg tells FOCUS.

LiebenLogistics has also developed its own management software in order to bolster productivity. “Within the transport industry, there is need to operate more efficiently and to lower costs. This is forcing operators to get smarter in terms of systems and management tools. We employ a team of developers who focus on building our bespoke management systems. Our systems are continuously enhanced to increase productivity, improve accuracy, provide real-time analytics and enable direct integration with our clients’ systems,” says Liebenberg.

Of course, despite these measures, things can and do go wrong – that is the nature of the transport game. “We try to minimise problems; we ensure that we deliver on our promises. This business is all about honesty, integrity and passion. If there are any service level issues, then open communication with customers is pivotal,” Liebenberg stresses.

There certainly are ongoing issues that require his constant attention. “This is not an easy sector. It comes with ongoing challenges. Labour is a challenge and crime rates are rising constantly; this is becoming a substantial element in our total costs, which we have to

factor in. We worry about the deteriorating condition of roads and the impact of toll roads. Access to affordable funding is an ongoing challenge. As a fleet gets bigger, so too the financial institutions become more nervous and access to finance becomes tricky,” he reveals.

Still, LiebenLogistics has faced these challenges head on and enjoyed phenomenal growth over the past 20 years. Today, the company employs 751 people and it is branching out in many directions. For instance, it has launched LiebenLogistics Africa, which has been operating into Angola and Zambia. “We think that there could be considerable potential in Africa, but there is also a lot of additional risk. So we are looking at it very

carefully and we’re constantly mindful of looking after our existing business,” says Liebenberg.

LiebenLogistics has also acquired GLS Supply Chain Equipment, which focuses on the design, manufacturing and management of supply chain equipment (hypercages, rolltainers, tote boxes and the like). GLS provides returnable packaging solutions and equipment used for the storage and movement of products within the supply chain.

In conclusion, what advice does Liebenberg have for budding transport entrepreneurs? “First, you cannot succeed with one vehicle; 15 to 30 trucks equate to a viable business, because then you have economies of scale. Second, if you don’t have long-term commitment, experience, skill, knowledge, passion and capital – you should rather not start a transport company. Remember that this is not a glamorous business; it is a hands-on 24-hour game, and, if you don’t keep your finger on the pulse and focus on the basics, it doesn’t work.

“Recently I was privileged to meet a very successful businessman in Brazil and I wanted to enrich myself with some of his wisdom. I asked him which critical factors had driven his business success. ‘You must work very hard and have some luck sometimes,’ he told me. We can certainly resonate with the hard work and the fact that we are constantly blessed beyond measure.

“Finally, ensure that you employ the right calibre of staff and form strategic partnerships with clients. The transport industry is about long-term commitment and partnerships …” Which pretty much epitomises the relationship between LiebenLogistics and Scania … |FOCUS

“The total lifecycle cost of the Scania trucks

was definitely the best,” says Liebenberg.


FOCUS OnEHCvS

eHCVs have been crowned kings

of the long-distance road as

they are used and admired by

industry players the world over.

All admiration isn’t equal, however, as some

operators adore them more than others …

A RIHAnnA CELEBRATIOn AnD A

DREAM COME TRUE

A case in point is Alexander Parisot, featured

in the Welcome To My Cab series – on

the Volvo Trucks YouTube channel – which

highlights some of the coolest Volvo trucks

on the planet.

When Parisot celebrated his 40th

birthday, his wife abandoned the idea of a

joint trip to the United States (US) in favour

of fulfilling her husband’s childhood dream –

to drive a motif-painted truck. The truck is a

shiny red Volvo FH that celebrates Parisot’s

favourite music idol – Rihanna.

“I had a big birthday party and, as a

present, I wished for money for a trip to the

US. At the last second, however, my wife and I

decided to paint the truck instead. For me it’s

a childhood dream come true,” Parisot told

Volvo Trucks Magazine (VTM).

This online publication reports that it

had already been decided that the truck

– a Volvo FH13 with more than 370 kW

(500 hp) – would be red. “As both Parisot

and his wife are big Rihanna fans, the choice

of subject for the motif was easy,” states

VTM. “Today, five different portraits of the

pop star adorn the truck, a glistening dream

in red and stainless steel.”

Parisot continues: “I love her voice and

her music. She is truly the best artist right

now.”

The VTM report points out that the truck

elicits many reactions. People of all ages

often show their appreciation when Parisot

drives by. “Many people are surprised by how

lifelike the pictures are,” the proud FH owner

relates.

The vehicle is framed all around by 74

LED lights, and a row of four extra spotlights

has been installed above the cab. “For me the

Every king deserves a crown. It’s not surprising that people are adorning

their long-distance royalty with that which they love … Get ready to curtsy

as we feature some extra-special, extra-heavy commercial vehicles (EHCVs)

embeLLished

mOnarchs

»


FOCUS OnEHCvS

“I had a big

birthday party and I wished for a trip to the United

States. At the last second, however,

my wife and I decided to paint

the truck instead. It’s a childhood

dream come true,” says Alexander

Parisot.

Erhard Lettner used an interesting method to select his colour scheme …

Gurra describes his truck as old-school retro with some Dutch elements.

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FOCUS OnEHCvS

truck is at its best at dusk,” Parisot points out. “In the evening, when

all the lights are on, it almost feels as though the truck is a concert

venue. It is so nice that it brings tears to my eyes.”

An EnTIRELY CUSTOMISED vOLvO FH16 750 FROM

AUSTRIA

Another enthusiast, and Welcome To My Cab star, is Erhard

Lettner who wanted power and beauty. “I wanted the most powerful

truck on the market,” he relates.

The VTM reports that the door handle is just about the only

thing that hasn’t been modified. A chromed bull bar, exhaust

system, grills, rims and 180 LED lights (both inside and outside the

truck) are only a few of the modifications.

“It’s important for me to have a unique truck as I like pretty

things,” Lettner points out – adding that it is more fun to drive for

14 hours a day in a good-looking truck than in one straight out of

the factory.

He used an interesting method to select his colour scheme …

“The truck is purple because we absolutely didn’t want a white one,”

Lettner explains. “We didn’t know what colour to pick, so we just

closed our eyes and pointed at a colour chart – and purple it was.”

The elks represent the company’s logo.

A MODERn TRUCk WITH An OLD-SCHOOL LOOk

You don’t have to be quirky to be unique, however, as Swedish truck

driver Gustav Berggren (also known as Gurra) demonstrates with

his retro customised Volvo FH. The VTM states that some say the

style is influenced by the Dutch way of customisation, but, according

to Gurra, the truck has an old-school retro look with some Dutch

elements.

He points out: “I’ve tried to build my truck in an old retro style,

with some touches of Dutch style – like the roof rack and the round

roof sign.” Gurra also had the rims done in two tones to make the

truck look old.

He opted for a “classic” gearbox. “I have a manual shift. I like

stirring the juice myself,” Gurra explains. “Shifting is driving a truck,

otherwise you’re just steering it.”

A MAn TGX PAYS HOMAGE TO THE LEGEnDARY

PORSCHE-MARTInI RACInG CARS

A MAN TGX has been modified by Porsche Centrum Gelderland,

in the Netherlands, to resemble its aristocratic cargo. This special

transporter’s paintwork matches the colours of the legendary

“Martini Racing Team” – renowned as multiple winners of the

24-hour Le Mans races of the 1970s.

Porsche Centrum uses the MAN TGX 6x2 to collect customer

cars. Accordingly, the transporter is equipped with special low-

profile ramps and full air suspension allowing for fine adjustment

of vehicle height.

This enables even very low-built sports cars, historic Porsches

or racing cars to be loaded onto the truck.

These kings really do live to serve … |FOCUS

www.wabco.co.za


FUELS

in August the price of 50 ppm diesel

was R5,72. It was R11,00 at the reef,

you say? Well, you’re right ... but let’s

break the fuel price down so that you,

the consumer, have a better idea of what

you’re paying for and why.

The price of fuel at the pumps is the sum

of numerous factors, including the Base Fuels

Price (BFP), various transport costs, levies

and taxes. According to the Department

of Energy (DoE), domestic fuel prices are

influenced by international crude oil prices,

international supply and demand balances

for petroleum products and the rand/United

States (US) dollar exchange rate.

“The import parity principle is an elegant,

arms-length method of BPF determination

to ensure that local refineries compete

with their international counterparts,” it

says.

The BFP (converted from US dollars/

tonne to rand/litre) is comprised of eight

individual factors:

• Free-on board (FOB) values – petroleum

product prices quoted on a daily basis

by export-orientated refining centres in

the Mediterranean, Arab Gulf States and

Singapore.

• Freight – the cost to transport refined

petroleum products from these centres

to South African ports, based on freight

rates published by London Tanker Brokers

Panel, on January 1 each year, and

adjusted monthly according to the Average

Freight Rate Assessment – a function

of risks and supply and demand of ships

transporting refined petroleum products

internationally.

• Demurrage – for time spent in port.

Demurrage rates are published by

the World Scale Association Limited. In

calculating the demurrage cost, the total

demurrage time is limited to three days.

• Insurance – this is an element of

0,15 percent of the FOB value and freight,

to cover insurance and other costs including

letters of credit, surveyors’ and agents’ fees

and laboratory costs.

• Ocean loss – a loss allowance factor of

0,3 percent to be calculated on the sum

of the FOB, freight and insurance values is

applicable to provide for typical uninsurable

losses during transportation of fuels.

• Cargo dues (wharfage) – this cost (of utilising

harbour facilities to off-load petroleum

products from ships into on-shore storage

facilities) is based on the tariff set by the

National Ports Authority of South Africa.

• Coastal storage – this is to recover the cost

of providing storage and handling facilities at

coastal terminals. This element is adjusted

on an annual basis by the increase in the

producer price index (PPI).

• Stock financing – this cost is based on the

landed cost values of refined petroleum

product, 25 days of stockholding and the

ruling prime interest rate less two percent.

According to the DoE, this BFP represents

the realistic, market-related costs of

importing a substantial portion of South

Africa’s liquid fuels requirement – which

totalled R5,72 this August. If we then break

With crude oil prices currently at their

lowest point since the first quarter of

2014, we find out what influences the

price that South African consumers pay

at the pumps and what fleet managers

can do to reduce their fuel spend

the price of

peTrOLeum


FUELS

down the domestic influence on fuel price,

for the August 50 ppm reef pump price of

R11,00, we see the following:

• R2,40/l – Fuel tax: levied on petrol and

diesel, the magnitude of which is determined

by the minister of finance.

• R1,54/l – Road Accident Fund: the income

generated from this levy is intended to

compensate third-party victims of motor

vehicle accidents, again determined by the

minister of finance.

• R0,64/l – Wholesale margin: a fixed

maximum monetary margin calculated on

an industry average basis. It is aimed at

granting these marketers a benchmark

return of 15 percent on depreciated book

values of assets, with an allowance for

additional depreciation, but before tax and

payment of interest.

• R0,35/l – Inland transport costs: transport

by road, rail, pipeline (or a combination

thereof) from coastal refineries to inland

depots.

• R0,17 – Secondary storage.

• R0,12 – Secondary distribution.

• R0,033/l – Petroleum pipelines levy: the

annual budget of the Petroleum Pipelines

Regulator is approved by the ministers of

energy and finance.

• R0,04/l – Customs and excise: a levy

collected in terms of an agreement by the

Southern African Customs Union.

• R0,0001/l – IP tracer dye levy: introduced

into the price of diesel to finance an

illuminating paraffin tracer dye, which is

added to illuminating paraffin to curtail the

unlawful mixing of it with diesel.

• R0,00/l – Equalisation Fund: a fixed

monetary levy mainly utilised to equalise fuel

prices. The levy is currently zero.

• R0,00/l – Slate: The BFP is calculated on

a daily basis and is either higher or lower

than the BFP reflected in the fuel price

structures at that time. If higher, an under

recovery is realised, meaning consumers

are paying too little for product on that

day. If lower, an over recovery is realised,

meaning they are paying too much.

These calculations are done for each day

in the review period and an average is

calculated then multiplied by the volume sold

locally. The cumulative over/under recovery

is recorded on a cumulative over/under

recovery account, referred to as the “Slate

account”. A Slate levy is applicable on fuels

to finance the balance in the Slate account

when the Slate is in a negative balance.

• R0,00/l – Incremental Inland Transport

Cost Recovery Levy.

These considerations added together (R5,28)

are then added to the BFP (R5,72) to realise

a pump price of R11,00. It is these price

fluctuations that are responsible for the

variations in fuel prices every month. |FOCUS

peTrOLeum HOW CAn FUEL SPEnD BE MORE CAREFULLY MAnAGED, OR EvEn REDUCED?

According to Sagar Sen, marketing

manager, commercial fleet at Shell South

Africa, the company has noticed a decrease

in corporate clients, due to mining strikes,

lower manufacturing output and lower

overall commodity prices.

Nonetheless, Sen advises that there

are ways to better manage fuel spend:

“Companies should mandate fuel and

lubricant selection, implement better

route planning, conduct regular vehicle

maintenance and educate drivers on fuel

efficient driving practices,” he recommends.

??????????


HAZCHEM BEST-PRACTICE

with a degree of extra care and attention.

There are certain bodies and institutions

in South Africa that require compliance

in order to safely and legally carry any

hazardous materials.

Cargo Carriers is affiliated with the

Chemical and Allied Industries Association

(CAIA) and the company’s Sasolburg branch

has been rated as a “preferred haulier”.

Cargo Carriers consistently undergoes

extensive audits by the local and German-

based DEKRA-ITS and all branches are ISO

9001:2000, ISO 14001:2004, and OHSAS

18001 accredited. All new contracts and

branches are prepared for accreditation

within the first year of operation.

DRIvERS AnD TRAInInGDriver training is, arguably, the most

important issue when handling and

transporting dangerous goods.

“If your drivers are not top notch, then

the risk is substantially increased.” says van

Heerden.

Before drivers are even selected, they

are required to fulfil certain criteria. They

need to: pass a literacy and numeracy test;

have a sturdy knowledge of road traffic

ordinance laws; have sufficient tanker

experience; and complete and pass a road

driving test.

Once this process is complete, drivers

are then trained at the company’s fully

fledged in-house training facility in Sasolburg.

The training includes an induction course, a

first-aid and firefighting course, the nationally

approved Dangerous Goods training, and

further coaching by Van Heerden. Drivers

are then retested every year.

“Tanker driving proficiency is difficult to

achieve. The load is live and is, therefore,

constantly moving. We have to make

sure that the drivers we use are of top

calibre and, through our training initiatives,

we know that they are,” says Van Heerden.

vEHICLES AnD EqUIPMEnT A tanker is not just a tanker. Different

hazardous chemicals deserve different

technical attention.

“You can’t just use any tanker for any

chemical,” says Van Heerden. It is important

that the tanker used is compliant with the

chemical being conveyed, therefore tankers

are purpose built to suit specific chemical

composition.

Cargo Carriers also utilises on-board

monitoring equipment in order to maintain

the kind of safety levels required from each

hazardous goods client.

EMERGEnCY REACTIOnSometimes preparation and training

are not enough to avoid accidents. The

biggest fear for any company that deals

with hazardous goods is that their product

There is no room for error when transporting petrochemicals or other hazardous chemicals. We speak

to John van Heerden, driver training instructor, Chemical and Steel Division, Cargo Carriers, about how

the company’s best practice keeps its risks low and customers happy

There are certain compounds,

substances and articles of a

dangerous nature that require a

lot more finesse in transportation

than your average flatbed load. Road

transport is extremely risky without an

experienced and competent transport

company that has an excellent track

record – especially where transportation of

dangerous goods is concerned.

“When it comes to dangerous chemicals,

you have to know what you’re dealing with,

as accidents come with dire consequences;

not just for your drivers, but for your clients,

the environment and the surrounding

communities.”

It takes a high-calibre transporter

to safely and efficiently transport these,

often lethal, materials. “If you are in the

business of dealing with hazardous

chemicals and gases, then it is

absolutely critical to partner with a

logistics expert with the right credentials,

experience, and resources,” Van Heerden

elaborates.

In transporting dangerous goods, Cargo

Carriers insists on proficiency in four key

areas: accreditation, drivers and training,

the vehicles and equipment used, and

emergency reaction.

ACCREDITATIOnDangerous goods must, by law, be treated

baLancedchemicaLLy

»

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is involved in an accident. This can have

disastrous effects on the environment, the

surrounding communities and the company

the transporter represents.

“In the hazardous goods business,

the ability to react to emergencies can,

literally, mean the difference between life

and death. It is vitally important to have

contingency plans in place so that any

emergency can be taken care of quickly,”

says Van Heerden.

Nevertheless, the threat remains

constant. In the event of a road spill, or

spillage at the loading or offloading point,

Cargo Carriers has a contract in place

with an accredited spill-reaction company

to expertly handle all incidents with

respect to containment, clean up and

rehabilitation.

Cargo Carriers has built its reputation

of best practice in the area of hazardous

goods on the back of an excellent record in

the areas of safety, health, environment and

quality (SHEQ).

“It’s no exaggeration that today our ability

to compete in the fuel, gas, chemicals and

mining industries depends upon our high

levels of service, and on operating at the

highest possible levels of SHEQ,” says Van

Heerden.

The company’s track record

and accolades are surely proof of this.

|FOCUS

HAZCHEM BEST-PRACTICE

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FLEET MAnAGEMEnT

each month, FOCUS is inundated

with industry news releases.

These paint a pretty telling

picture of the current operating

landscape. We’ve identified numerous

“problem areas” from this – the kinds of

issues that can keep a fleet manager awake

at night …

So, in no particular order, let’s find out

what the industry is dealing with.

OPERATInG In AFRICAAfrica’s economic revolution is creating many

opportunities. Andrew Robinson, CEO of the

Kit Group, says it is becoming increasingly

clear, however, that getting logistics right

in Africa is a different game altogether.

“The levels of complexity brought about by

having 54 countries – all at differing stages

of development and with different political

sensibilities, legal systems, regulations and

tax regimes – is staggering,” he notes.

Robinson suggests that trading zones

can be useful in getting product to market

as cheaply as possible and, in some sectors,

operating within the bloc and understanding

the rules can offset the customs duties in the

Southern African Development Community

(SADC) region altogether.

“Unfortunately, when things go wrong,

and they will, even if it isn’t your fault, it can be

very expensive and negatively impact on your

ability to service your customers effectively,”

Robinson says.

“In Africa there are no plug-and-play

recipes for success. It is simply a question of

getting the basics right, paying attention to all

the little details, ensuring that you don’t make

any expensive mistakes and having the right

logistics partners.”

According to the recent World Bank

2015 Doing Business Report, South Africa is

rated 100 out of 189 economies for ease of

trading across borders.

Bruce Marshall, country manager:

Zambia, Zimbabwe and Malawi, of Maersk

Line, says cross-border trade efficiency

depends a lot on a country’s logistics

capabilities and the state of infrastructure

in the region.

“South Africa ranks favourably in the

overall World Bank Logistics Performance

Index (LPI), at 34th; by comparison, Nigeria

ranks 75th.” The index tracks customs,

infrastructure, international shipment,

logistics competence, tracking and tracing

and timeliness.

Germany is the top logistics performer in

the world in overall LPI. In terms of timeliness,

South Africa scores 3,88 compared

to Germany’s 4,36 and 3,62 in logistic

competence compared to its 4,12.

South Africa currently scores 3,20 in

the infrastructure category, which compares

favourably with Malawi (3,04), Zambia (2,31)

and Zimbabwe (2,25).

In terms of customs ratings in Africa,

Zimbabwe scores a low 1,89, Zambia 2,54,

Malawi 2,79 and South Africa 3,11.

“One of the challenges that many

countries in Africa face during cross-border

trade is customs clearance, with trucks

having to wait for days while documents are

processed,” says Marshall, suggesting that

the development of rail infrastructure is a

possible solution to this problem.

TECHnOLOGY AnD REDUCInG COSTSThe ever-increasing barrage of operating

costs is an aspect that needs no introduction.

Fuel, maintenance, tolls, insurance and

accidents are expensive and fleet managers

need to be able to make use of the resources

at their disposal to reduce these costs.

Using a tool like Fleet Recon can help

extract maximum value from telematics

data and other key management processes,

to increase the productivity of fleets while

reducing costs. Managing director of Fleet

Recon, Tanya Clarke, explains that if a fleet

investment is not managed correctly, it is a

dormant investment.

“The Fleet Recon reports used to manage

productivity also affect cost-savings. This

analysis can save companies ten to 15

percent on their fleet costs.”

Another increasingly popular solution

being used to avert financial and insurance

losses is the adaptation of forward-facing

cameras that monitor drivers and capture

data of an accident or driving incident.

Operating a fleet is a stressful undertaking. We identify the issues that are keeping fleet managers awake

at night, and try to find out what can make their job a little easier

more vehicLes, more

prObLems


FLEET MAnAGEMEnT

Intelligent Telematics operations director,

Craig Lovell, says that, as the insurance

sector becomes more technically aware,

it is becoming critical to ensure that GPS

accuracy and G-force measurement readouts

are highly reliable, to prevent any challenges

to the validity of data.

“Poor quality data faces the risk of being

dismissed, with operators ultimately having to

absorb the added costs. It’s important that

companies carefully consider any camera

investment to avoid potentially spiralling

insurance costs,” he advises.

Some offerings on the market go a step

further, adding increased safety and security

features. Fleet Protect, for example, offers

extra cameras for a view of the cargo and

fuel tank, an open two-way communication

line to speak to drivers and Alco Protect; a

system linked to the ignition to prevent drunk

driving.

DRIvER TRAInInG, SOBRIETY AnD FATIGUE The shortage of drivers in South Africa (by

as many as 3 000, according to Toni Fritz,

head of vehicle and asset finance – Business

at Standard Bank) is another key issue

causing angst in the transport industry at

the moment.

“Due to the shortage of skills, many

transport operators take the credentials

presented by new recruits on face value,

without adequate verification of their skills,”

she says.

“A large portion of fleet managers do

not have the capacity to take their drivers to

training and vehicle familiarisation courses,

due to staff shortages. There is also the

fear that skilled drivers will be poached by

competitors.

“There are signs, however, that the

transport industry may have started turning

the corner. There seem to be a number

of initiatives from the industry, itself, to do

something about the skills crisis. One of

these is the Road Transport Management

System (RTMS), of which driver training and

development is one of the four pillars,” Fritz

notes.

Drivers face incredible challenges

including poor diet, extended working

hours and, in many instances, substance

dependency. The issue of correctly trained

and professional drivers is one that cannot

be stressed enough.

Last year, the South African police

recorded 69 490 cases of drunk driving.

The use of alcohol and drugs among truck

drivers is also worrying in its prevalence. Says

Rhys Evans, director at ALCO-Safe: “Alcohol

is one of the primary culprits, but drug

use, particularly of stimulants, is a growing

problem. When mixed with alcohol, stimulants

can have devastating consequences.”

Evans suggests that a comprehensive

substance abuse programme, which includes

on-going random testing and, importantly,

an educational component for employees, is

essential in reducing the dangers associated

with substance abuse on the roads.

“By reducing substance abuse, drivers

can become healthier, more alert and more

responsible, cause fewer accidents and

become more motivated and productive.

Educating drivers on these benefits can

greatly improve employee response to

alcohol and drug testing policies,” he says.

Driver fatigue is also a big danger.

“In South Africa, our drivers are paid per

kilometre travelled; more kilometres driven

Extracting maximum value for telematics data can increase the efficiency of a fleet.


FLEET MAnAGEMEnT

equals more money. If we consider that

drivers are generally not very well paid, then

it is easy to say that they will travel until

they, literally, can’t anymore,” says Grant

Fraser, product and marketing director at

MiX Telematics (Africa)

While driving hours are strictly regulated

in countries such as America, Canada and

Australia, the scenario in South Africa leaves

our industry vulnerable. “It leads to a critical

concern in the fleet sector that results in

loss of life, revenue and good drivers,” says

Fraser.

“Companies should ensure that they

provide adequate driver training and

implement a proper screening process.

In addition, investing in fleet management

systems to monitor driver behaviour, to

ensure that they are adhering to proper rest

periods, is also a possibility,” he advises.

FRAUD AnD CRIME Crime has long been a reality in South Africa

and the tough economic and social conditions

our country is currently dealing with are

exaserbating the situation.

“Official crime statistics show a

12,3 percent increase in carjacking to 11 221

reported cases, while our own truck hijackings

stats increased by 16 percent in the last

financial year. This aligns with similar figures

released by the Road Freight Association of

1 150 truck hijackings across the industry

during the same period. The escalation is rapid

and significant,” says John Edmeston, Global

CFO of Cartrack Holdings.

“Our experience and the findings of the

report are consistent with criminal motivation

theory, which suggests that economic stress

causes an increase in criminal behaviour.

Past experience shows that during the

financial crisis of 2008/9, truck hijackings

in South Africa soared by 61 percent,

when compared with South African Police

Service (SAPS) stats for 2006/7. During the

recovery years of 2011/12, the incidents fell

by 42 percent,” Edmeston adds.

Fuel card fraud is another type of crime

fleet managers have had to deal with

for a while now. According to Standard

Bank, levels of fuel card fraud are not at

epidemic levels, but it still requires vigilance.

Transaction authorisation systems can help,

says the bank. These automatically decline

any transaction that falls outside certain

parameters – such as filling up more than

the vehicle’s tank capacity, or more than

once within a certain time frame.

vEHICLE FITnESS In an attempt to keep vehicle maintenance

costs to a minimum, high-quality replacement

vehicle parts (priced at a premium) often fall

by the wayside with favour going to cheaper

alternatives. The short-term saving can turn

out to be dangerous and more expensive in

the long run, however.

Fred Evans, suspension expert and

managing director of Polyflex Seals, suggests

that truck operators carefully select

components – like replacement suspension

parts – from reputable suppliers only.

“This follows a spate of failures caused by

inferior quality bushings that are being sold

as ‘high quality’ polyurethane replacement

parts. This is of particular concern for the

industry, as polyurethane bushings are

used in heavy-duty applications to protect

the suspension and give truck operators

the benefit of reduced service intervals and

better wear life.

“In the southern African transport

industry the use of polyurethane bushings

and components are estimated to save

transport companies millions of rand in tyre

wear as a result of increased service life of

suspension systems,” he says.

THE FUTURE The last few years have seen much

speculation and concern around various

proposed laws and how these will affect the

transport industry.

The current consignor/consignee

legislation, while intentionally good for the

industry, has been criticised for being too

complicated to be truly workable. Industrial

weighing company, Sasco Africa, is confident

it has a solution to ease compliance.

A highly secure and cost-effective cloud-

based solution, Sasco PAW (Permissible Axle

Weights) enables transporters to maintain

a complete database of their trucks, trailers

and customer details on a load-by-load basis

to seamlessly compute and transmit truck

and trailer combination PAWs to consignors.

The system can be directly integrated

with consignor weighbridge systems through

Sasco’s weighbridge software, which has

been released recently.

Sasco PAW is operated on an

expandable database system with eleven

different user levels. User Level 0 is free,

allowing for up to six truck, trailer and

customer combinations. At User Level 10,

a single-user license can cater for up to

100 000 such combinations. |FOCUS

No matter how high-tech the vehicle, drivers face immense challenges on the road.

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


Success on the moveBethlehem (058) 303 0935Bloemfontein (051) 432 3332Cape Town (021) 987 1909Ermelo (017) 811 5225Francistown (+267) 241 5458Gaborone (+267) 316 3200George (044) 802 0900

Harrismith (058) 622 2486Johannesburg Isando (087) 702 0700Johannesburg Randburg (011) 791 0355Johannesburg West Rand (011) 477 0055Kimberley (053) 836 5500Klerksdorp (018) 462 4041Middelburg (013) 246 2606

Nelspruit (013) 757 0585Newcastle (034) 312 8028Pinetown (031) 700 5167Polokwane (015) 297 7046Port Elizabeth (041) 819 9888Pretoria East (012) 756 5805Pretoria West (012) 372 1323

Shelley Beach (039) 315 0012Vereeniging (016) 455 5131Vredendal (027) 213 1090Windhoek (+264) 61 333 000

www.faw.co.za

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www.faw.co.za

TRIBUTE

death is a brutal fact of life and

we can never truly prepare

for the grief and loss the

passing of a loved one will

bring. For everyone who knew and loved

Terence Kruger, his passing brings great

sadness.

Terence was a dearly loved friend,

colleague, husband, father and grandfather.

Affectionately known as “daai oom met die

wit hare” (loosely translated as “the uncle

with the white hair”) by his doting customers.

Known for his passion and strength, Terence

fought a good fight, but, sadly, lost his battle

with cancer on July 23.

He joined BPW Axles as national sales

manager in 2000 and has always been a hard-

worker, who thrived on building relationships

and adding value to the customer.

Terence was diligent, and also had

scathing wit. “Terence had a very wonderful

and very dry sense of humour,” recalls Andre

Cilliers, MD of BPW.

A display of his humour in action was

when he returned from a doctor’s visit and

Cilliers asked what the doctor’s feedback

was; his cynical response was: “He said I will

live until I die”.

Not even his battle with cancer could take

the humour and life out of Terence. “After

his leg was amputated in February, he would

jokingly tell colleagues that he now had ‘only

one leg to wash’. The BPW family will miss his

personality,” says Cilliers.

Even in his condition, Terence would

continue to handle customer queries

through e-mail and phone while at home.

So passionate was he about his work that

he took no prisoners when it came to

others’ lack of commitment to their duties;

inefficiency frustrated him.

He was meticulous in how he worked and

was a perfectionist; so much so that the staff

knew him for his shiny shoes and impeccably

neat desk. His car was also always perfectly

clean inside and out.

In addition to being BPW’s national sales

manager, he was also known as the resident

golf player at the company and assumed the

activity as part of his job description.

Terence was also a member of the

Institute of Road Transport Engineers (IRTE)

for more than ten years and served on the

steering committee for the Johannesburg

centre; a job he also did with distinction.

TRIBUTES TO A MAn OF STATURE“Even though he is now in a better place,

it is always hard to accept that a beloved

friend is gone. Terence was such a unique

character. It is so sad that it was not

granted to him to enjoy and spend his

well-deserved retirement with his family,

especially with his wife and his grandchildren

who he loved so much. Our thoughts are

with his family and we truly hope that they

will stay close together to overcome the

painful loss of Terence.”

-Birgit Sattler, team leader export markets

at BPW Germany

“I am terribly sorry and sad to hear about

the death of Terence Kruger. We are very

grateful for what he accomplished for our

company. On behalf of myself and my father,

please extend our sincere condolences and

deepest sympathy to his family.”

-Achim Kotz, managing partner of BPW

Germany

“I have no words to express my sadness. I

met Terence just once last year, but he will

always have a place in my heart. Destiny

willed that today I am wearing the necklace

he gave me as a present last year, when I

was in South Africa. The only consolation

is just knowing that he is in a better place

without any pain.”

-Vita Trombetta, area manager at Daken

S.R.L, Italy

It is said the most beautiful flowers are always picked first. Although the passing of Terence Kruger has robbed

the industry off a great man, we find solace in the fond memories shared with this stellar BPW stalwart

a finaL

to terence Krugersend-Off


TRIBUTE

“Terence’s passing is such a shock. I have

no words to express my sadness. On behalf

of Mr Lorusso and the Takler staff, we send

our sympathy for this terrible loss. I am sure

he’s in a better place where he won’t suffer

anymore. A big hug to his family.”

-Sara Elia, sales manager at Takler Group,

Italy

“He was kind and a true GENTLEman; a

real gem of a man. I speak on behalf of the

entire FOCUS team when I say that it was

an absolute joy to meet and interact with

him over the past 15 years. We will miss you

terribly Terence.”

-Charleen Clarke, editor of FOCUS

“Wow, this sure is sad news. I had no idea he

was so ill; the last time I spoke to him he was

so positive, but then again that was Terence.

He will be sadly missed by all the personnel at

African Cryogenics (formerly Rand Air + Gas).”

-Allan Sparrow, managing director at

African Cryogenics

“Terence was a good man who’ll be sorely

missed by many. Best regards to all at BPW

and his family.”

-Mark O’Reilly, O.R Industries

“This is indeed sad news. Our sincere

condolences go to his friends and family.

Terence was a gentleman, always willing to

assist and go that extra distance!”

-Allan J Dunn, Unitrans Supply Chain

Solutions

“On behalf of SAF Holland S.A, I’d like to send

our deepest condolences to Terence’s family

and the BPW team for their sudden loss.

Terence was definitely a man with great

knowledge and deeply respected within the

trailer manufacturing industry. He will be

greatly missed by colleagues from far afield.”

-Simon Dolphin, technical manager at SAF

Holland South Africa

“I’m really sad to hear this news. It was great

to have known Terence and I appreciate what

he has done for us. I’m glad that I can look

back to the good memories. He was a good

and caring man. I wish BPW and his family all

the strength to handle this loss.”

-Frans de Raad, owner of Cargofloor,

Holland

“A big loss. My thoughts are with BPW, your

team as well as his family.”

-William Mathee, managing director at SAF

Holland South Africa

“I am shocked at the news! Terence was a

super person for whom I had great respect

and with whom I got on well. His passing is

a big loss to us all. It will take me some time

to get over it. My condolences to his family.”

-Barney Curtis, former CEO of Federation

of Southern African Road Transport

Associations (FESARTA)

“It is great sadness and shocking news. He

was a good and supportive man who was

very helpful to our business with BPW. We

have really lost a dear friend. We will always

remember him.”

-Issa Said, technical sales manager at

Superdoll Trailer Manufacture, Tanzania

“Ai tog, dit is baie sad nuus. Ons deel in julle

smart. Dra asseblief ons medelye oor aan sy

familie.” (This is very sad news. We share in

your grief. Please pass our condolences on

to his family.)

-Gerhard van der Merwe, CEO of GRW

“Jammer om te hoor van Terence se

afsterwe. Hy is verseker nou op ‘n beter

plek!” (It saddens me to hear about

Terence’s death. He is now in a better

place.)

-Wentzel van der Merwe, executive director:

business development at GRW

“Ek weet nie wat om te se nie. Ek het trane

in my oe.” (I’m speechless. I have tears in

my eyes.)

-Riaan Esterhuizen, group procurement

manager at Route Management

“Ons innige meegevoel. Ons gebede en

gedagtes is saam met julle in die tyd en

dra asseblief ons medelye aan die familie

oor.” (Our deepest condolences. Our prayers

and thoughts are with you during this time

and please pass our condolences onto the

family.)

-Deon Prinsloo, managing director of CTS

Trailers

“Dit is baie slegte nuus, ons meegevoel an

al sy kollegas en vriende by BPW. Hy was

ongetwyfeld die grootste “gentleman” wat ek

ooit in besigheid ontmoet het.” (This is awful

news, our condolences to all his colleagues

and friends at BPW. He was undoubtedly the

greatest gentleman that I have ever met in

business.)

-Renier van Rensburg, director at TFM

“Dit is so hartseer en aan al julle

wat soveel jare saam gewerk het – ons

dink aan julle. Sterkte.” (This is

heartbreaking. Our thoughts go out to

everyone that has worked with him for so

many years.)

-Piet Cillié, projects director at Imperial

Logistics


FOCUSOn RAIL

sAnews.gov.za – the South

African government’s news

agency, published by the

Department of Communications

– quotes Minister in the Presidency Jeff

Radebe, in its piece: Infrastructure plan bears

fruit: “After decades of under-investment in

maintenance and expansion, the country is

in the process of revitalising its transport

networks to become the transport hub for

southern Africa.”

Radebe also says: “Government is

spending in the region of R51 billion on new

rail rolling stock to renew the passenger

fleet as well as R4 billion on new hybrid

locomotives. To date, the Passenger Rail

Agency of South Africa (Prasa) has taken

delivery of 13 of the 70 new locomotives.”

The news agency adds that, according

to Radebe, Transnet Freight Rail is spending

a further R50 billion to procure 1 064

locomotives (of which 599 will be electric and

465 diesel), for its general freight business

unit by February 2019.

“Tenders have been awarded to

different consortia led by General Electric,

China North Rail, China South Rail and

Bombardier Transportation,” the website

points out.

“Minister Radebe says these initiatives

place South Africa in the position of having

the largest wholesale rail renewal and

general overhaul programme in Africa.”

Other media reports, however, differ from

this positive picture: “Controversy has refused

to die over the Prasa’s deal to procure

70 locomotives from Spanish manufacturer

Vossloh Espana, through Swifambo Rail

Leasing,” notes BDlive, the digital identity of

the national daily newspaper Business Day.

It adds that Prasa seems to have

flouted its own procurement policies and

contractual stipulations to favour Swifambo

– “referred to as ‘the seller’ in contracts

seen by Business Day, is a supplier of railway

technology, according to its website. But

little information is readily available about

the company”.

“The latest questions date back to 2013,

when opposition parties asked the auditor-

general to investigate the deal, citing the

high cost of the locomotives,” BDlive points

out. “There had also been questions about

why Prasa would choose to associate itself

with Swifambo as one of its directors was

implicated in tender corruption some years

before.”

The other controversies include media

reports that the locomotives could damage

South Africa’s rail infrastructure. These state

that “senior railway engineers warned Prasa

that they were too high for the local railway

lines on long-distance routes for which they

There have been some major developments in the local rail industry. We feature some of the recent

happenings before looking at international projects where things are being done right

on the right

Track?


FOCUSOn RAIL

were intended,” according to Manny de

Freitas, spokesperson on transport matters

at the Democratic Alliance.

“However, Prasa has strenuously denied

this, going as far as taking journalists aboard

a train pulled by a Vossloh locomotive to

disprove these claims,” BDlive continues.

“Prasa has so far received 13 of 20 new

diesel locomotives, which are undergoing

testing and will operate commercially upon

approval from the Rail Safety Regulator

(RSR). The other 50 locomotives are hybrid,

which means they can run on both diesel and

electric power.”

DEvELOPMEnTS ABROADWhile these allegations are making the

rounds, other countries are doing more for

their commuters. In the United Kingdom

(UK) rail passengers are benefiting from new

compensation arrangements, which came

into effect on July 19, as part of changes

to the National Rail Conditions of Carriage

(NRCoC).

Under the changes, passengers claiming

compensation for delays and disruption will

be able to receive their compensation in cash

instead of rail vouchers, if they request it.

Different train companies have different

arrangements for when passengers are

entitled to compensation, but, generally, if

a passenger is delayed by more than 30

minutes for any reason they may be entitled

to some compensation.

The amount of compensation paid out

by operators under the “Delay Repay”

scheme, which covers around half of the

train companies, increased by £10 million

(more than R195 million) between 2013

and 2014.

Referring to the compensation

arrangements, David Mapp, commercial

director at the Association of Train

Operating Companies, says: “Compensation

for delays has become increasingly

generous and easy to apply for. Today’s

changes underline the industry’s

commitment to offering passengers an

ever better deal, including how they receive

compensation.

“The timetable is the rail industry’s

commitment to its passengers and we never

want people to suffer delays or disruption.

Train operators and Network Rail are

working hard together to make more trains

run on time, but when things do go wrong we

want to put it right.”

The Rail Minister, Claire Perry, says:

“Passengers have told us that they want

better compensation when their trains are

delayed, and I am pleased that the industry

has responded. This change is a positive first

step, but I am working with the industry to

ensure more improvements are delivered as

soon as possible. This is all part of our plan to

give hard-working commuters a better deal

and better journeys.”

The benefits didn’t stop there, as train

passengers in London can use an iPhone or

Apple Watch to pay to travel, from July 14.

Apple’s contactless system, Apple Pay, is

now valid for travel anywhere on the London

public transport system, including national

rail stations and services, where contactless

cards are already accepted for pay-as-you-go

travel. The new payment system has been

developed in collaboration with Transport

for London.

Mapp says: “Apple Pay is another

welcome and convenient way for people to

pay to hop on a train. Many train passengers

are already using contactless bank cards and

smart cards like Oyster, or buying e-tickets on

smartphones.

“Over the next ten years we will see

increasing use of the latest technology to

transform the way people buy rail travel.”

The UK rail industry is working on a range

of initiatives to make it simpler and easier

for people to buy and use train tickets, with

a gradual move to new types of electronic

tickets.

Now wouldn’t it be great if we South

Africans could tap our smartphone to ride

the country’s trains instead of using these

devices to read about the controversies

surrounding Prasa … |FOCUS

Wouldn’t it be great if we South Africans

could tap our smartphone to ride the country’s trains instead of using these devices to read about the controversies

surrounding Prasa …


LIGHTBRIGADE

While by no means a kei truck

– it has a much larger 1,4-

litre engine and can carry a

full tonne, for a start – the

Super Ace EX2 is a mini truck with some pretty

impressive credentials. That one-tonne payload is derived from a

1 260 kg kerb weight and a 2 260 kg gross

vehicle mass. It’s cab-over design endows it with

the longest load bay among South Africa’s one-

tonne pick-ups, at 2,63 m.

The load bay is 1,5-m wide, realising a total

load area of 3,8 m2. The standard drop-side

body is shallow, though, but has been raised to

a loading height of 600 mm so is unimpeded

by intruding wheel wells. Various racks and

canopies can be ordered from Tata dealers.

With the EX2 Tata took the opportunity

to address some concerns with the previous

model. Technical upgrades include an updated

cooling system with a larger radiator, a water

separator added to the fuel system and a

four-layer insulation package to reduce the

transmission of heat to the occupants in the cab.

The cab interior has been revised, too. A

change of interior colour to black gives the EX2

a much more workman-like appeal, being less

likely to soil than the previous grey. A handy tray

and rather wide and shallow cup holders have

also been added between the seats.

Most of the plastics are hard and scratch-

resistant and should wear well. The interior

fittings are well constructed and of good quality,

while the floor mats are rubberised for easy

maintenance.

Our test unit was the R149 995 high-spec

DLE variant, which features air-conditioning,

electric windows, fog lamps, interior adjustment

for the rear-view mirrors, grab handles and

colour-coded bumpers.

These features are in addition to the DLS

version’s power steering, remote central locking

(including automatic locking and unlocking),

engine immobiliser, height-adjustable headlights,

lockable fuel cap and battery guard.

The Super Ace is powered by a 1,4-litre

turbodiesel engine that produces just 52 kW

of power at 4 500 r/min and 135 Nm torque

at 2 500 r/min. Although our test unit wasn’t

even through its running-in period yet, the Super

Ace feels a lot stronger than these figures

suggest, with the torque available on tap in

most gears.

Claimed fuel consumption is 7,2 l/100 km

on the combined cycle. The engine drives

the rear wheels through a five-speed manual

transmission which, again, needed to be run in

– although the snappy gearshift did smooth out

a bit as we covered more mileage.

The light kerb mass and cab-over chassis

design results in the ride (unladen) being

quite jiggly. Softer front springs might help

smooth the ride. This setup and the Super

Ace’s small dimensions result in fantastic

manoeuvrability, though. No ABS brakes or

airbags are fitted.

On the road there are a few niggles. The

small cab means the range of seat adjustment

is minimal (as is the ability to store anything

sizeable behind the seats), which results

in a bolt-upright driving position. This is not

uncomfortable, though taller drivers will find

their far-forward visibility impacted as a result

of the high seat position, especially with the sun

visor in use. There is also no dimmer on the

rear-view mirror and the rear window reflects

light quite harshly at night.

Despite its cute looks and mini-truck size,

the Super Ace EX2 is an honest workhorse

that presents an appealing alternative to the

traditional single-cab bakkie – especially if the

extra load length is a requirement. In fact, it

is the only cab-over one-tonner on the market

(the Hyundai H100/Kia K2700 weigh-in at

1,3 t), which further allows it to carve out a

niche for itself.

Tata covers the Super Ace with a three-

year/100 000 km warranty, three-year/

60 000 km service plan and three years

of roadside assistance, which – with its

competitive price, revised specification and

up-rated mechanicals – should add to its

appeal. |FOCUS

You might have read last month’s feature by GAVIN MYERS about the fascinating world of the Japanese kei truck. Fittingly, around that time, Tata Motors launched a renewed version of its Super Ace mini truck; the EX2 – so he took it for a spin

a (super)

up the one-tonne sLeeve

ace

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ace

www.citroen.co.za


ITOYEXCLUSIvE

first up was an introduction to

the array of safety systems

available across the Mercedes-

Benz range of trucks, buses and

vans. Expressing the importance of safety

to Daimler, Wolfgang Bernhard, head of

Daimler Trucks and Buses, said: “The vision

of accident-free driving is our driving force.”

Though, interestingly, he described the

proposed increase in vehicle lengths to

accommodate an extended safety bumper

as having limited value. To make his point

he noted that a 40-t GVW truck travelling

at 80 km/h, has the same kinetic energy as

a Mercedes-Benz C-Class car travelling at

400 km/h.

Speakers outlined the value of systems

such as Active Brake Assist 3, Blind Spot

Monitoring, and Lane Keeping Assist. The

main advantage of these systems is that

they deliver safety benefits for all road

users; because they are always on, always

concentrating and not affected by weather or

fatigue – unlike the human driver.

In Germany, operators are increasingly

aware of the benefits driver-assistance

devices can bring. This awareness is clearly

reflected in new truck orders, where two out

of every three Mercdes-Benz Actros trucks

ordered will come with at least one additional

safety feature. This is a significantly higher

figure than the rest of Europe where it is one

out of every 16.

Operators are also beginning to

appreciate Daimler’s claim that almost

50 percent of major accidents can be avoided

with driver-assistance systems. Daimler’s

take on this is based on accident figures from

the German Federal Statistics Office, which

highlight a number of issues.

The statistics for commercial vehicle

accidents, for 2013, show that rear-end

collisions and lane-departure accidents

account for 33 and 28 percent respectively.

In third place, at 26 percent, are accidents at

intersections, while 13 percent of accidents

involved pedestrians and others.

The company can gain from certain

economies of scale when developing new

vehicle systems like Mirror Cam, which could

potentially be applied across all Daimler

products. Some systems are, however,

specific to vehicle types.

An example is the anti-jackknifing system

for the Mercedes-Benz Citaro articulated

bus. Using data from the CANbus system,

the newly developed Articulation Turntable

Control (ATC) monitors the steering angle of

the articulation turntable, and regulates the

hydraulic damping in relation to the steering

angle. This significantly reduces the seesaw

effect of the rear section, and therefore

reduces the potential to jackknife.

With the razzmatazz of a Broadway opening, Daimler AG delivered its “Shaping Future Transportation”

event at the Campus Safety event in Berlin. The global gathering was aimed to showcase Daimler’s latest

technological innovations in road transport safety, and to reveal what it claims to be the most efficient

heavy diesel engine in the world. PAUL WHITE was there

shapes its futuredaimLer


ITOYEXCLUSIvE

The light-commercial and passenger

models have the widest variety of applications,

including family runabout, campervan, goods

transport, emergency services – and just

about everything in between. This means that

not everyone needs all, or any, of the systems

available from the Mercedes-Benz catalogue.

Nevertheless, safety across all models is

paramount and systems can be selected as

appropriate.

Volker Mornhingweg, head of Mercedes-

Benz Vans, highlighted the issue that vans

can be driven on a “Class B” licence. Often

drivers have little understanding of loaded

vehicles with a high centre of gravity, and

here the systems can help immensely.

To further strengthen safety credentials

of its products, from August this year a

basic version of Active Brake Assist (ABA)

will become standard on truck models. This

move means that Mercedes-Benz trucks

will comply with “Stage 2” of the regulations,

which are not expected until autumn 2018.

Already there are about 60 000 units with

an ABA system, and about 23 500 of those

have ABA 3.

Unfortunately, things do go wrong. To

help with post-accident recovery, Daimler

has placed a unique QR Code at the ‘B’ pillar

to assist rescue services to access vehicle

details. Now, if the accident causes an airbag

to trigger, the engine will shut down, the

hazard and interior lights will activate, the

front windows will partially open and the

doors will unlock.

The main cause for celebration made its

appearance on day two of the event when

the Stuttgart manufacturer revealed the

“latest generation of our successful OM471

engine”.

Since the initial launch, in 2011, of the

then new Actros MP4, OM471 has been

installed in over 250 000 Daimler trucks,

with over 100 000 of those being Mercedes-

Benz trucks. The redesign of OM471 has

cost Daimler €60 million (R859,61 million).

The company is confident that the money

has been well spent – and that operators

will agree.

What Daimler is offering operators is a

fuel saving of up to three percent, based on

an annual mileage of 130 000 km, at an

average fuel consumption of 28,5 l/100 km.

That equates to 1 100 litres of fuel, and about

three tonnes of CO2 on a long-distance tractor

and semitrailer.

In designing the new OM471, the

engineers went back to basics and

re-examined how each component worked,

with a particular focus on air flow and fuel

metering. The result means the 12,8-litre is

now 20 kg lighter, and offers a choice of five

power outputs from 420 to 530 hp (310 to

390 kW) at 1 600 r/min. Maximum torque

ratings range from 2 100 to 2 600 Nm and

are all delivered at 1 100 r/min.

One of the key elements is the second

generation of the X-Pulse fuel system, which

now delivers fuel to the redesigned eight-hole

injectors at up to 2 700 bar pressure. In

the cylinder, the compression ratio has been

increased from 17,3:1 to 18,3:1.

Another key component is the new

asymmetric turbocharger, which was

completely designed in house. However,

within the manifold there is a redesigned

and newly patented EGR flap, which splits

the exhaust gas between the turbine and »


ITOYEXCLUSIvE

the EGR system depending on demand.

This helps the OM471 achieve an improved

torque curve with (almost) maximum

torque being delivered around 800 to

950 r/min.

Importantly, the three power options

from 310 to 350 kW are what Mercedes-

Benz describes as “Top Torque” engines.

This means when top gear is selected in

the PowerShift3 transmission, an additional

200 Nm of torque is available to maintain

cruising speed and reduce gear changing.

The low-end torque will improve driveability

and will work well with the new, standard final

drive ratio of 2,53:1. This combination gives

an engine speed of 1 150 r/min at 85 km/h,

on 315/70 R22.5 tyres, and should appeal

to many operators.

Service intervals remain at 150 000 km,

and Daimler is confident the new engine will

prove as reliable as its predecessor. During

the development process, OM471 covered

12,5 million test kilometres.

The unit will be installed in Setra Top

Class Coaches from August, with truck

orders for the new six-cylinder being taken

for October delivery. (For more details see

Global Focus on page 42.)

When the newly developed engine and

safety systems are combined, the result is

the dramatically styled “Future Truck”. The

Mercedes-Benz Future Truck 2025 project

was launched, coincidently, one year to the

day before the Berlin event. This means we

are now one year closer to 2025.

Notably, within that year the world’s first

autonomous truck, Freightliner’s Inspiration,

has been approved to run on public roads in

the state of Nevada in the United States, with

others to follow (see FOCUS July).

In his closing address, Bernhard called on

the European Union (EU) in Brussels to amend

ECE R79, which only permits autonomous

driving up to 10 km/h. A proposal on this

amendment will be submitted in 2016, and

it is expected that Mirror Cam, as shown on

Future Truck, will be approved for use the

same year.

“Between 2000 and 2011, while road

transport performance in the EU grew by

15 percent, the number of fatal accidents

involving trucks fell by 60 percent.

“Only a relaxed driver can be a good

driver,” he concluded. |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

The Mercedes-Benz Citaro demonstrates anti-jackknife technology using the newly developed Articulation Turntable Control.

Blind Spot Monitoring makes the invisible visible to the driver.

Active Brake Assist 3 allows Mercedes-Benz trucks to comply with regulations expected only in two year’s time.

The interior of Future Truck 2025 is unlike anything truckers know.

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


CharterWay® powered by Telligent® Maintenance. A first from Mercedes-Benz Trucks.

• Save up to 14% on service costs • Lower your Total Cost of Ownership • For best results, use Telligent® Maintenance in conjunction with FleetBoard®

Only service what you have to, when you have to.

A D

aimler B

randMBSA

/2437/TEL

Call 0800 133 355, visit www.mercedes-benz.co.za/telligent or contact your nearest Mercedes-Benz Commercial Vehicles dealer for more information.

Applicable to all Actros models with CharterWay® BestBasic® or CharterWay® Complete.

2437 MBSA Trucks Telligent AD.indd 1 2015/07/14 10:10 AM

www.mercedes-benz.co.za/telligent


company’s design style pioneered by the

light-duty Daily. Key features are the new air

deflectors and the new front grille, which

traces a bold line to accentuate the brand

name at its centre. LED daytime running

lights have been adopted as standard (Xenon

headlights are also available on request).

Iveco knows that vehicles such as

the Eurocargo are used mainly for urban

distribution and municipal services, and so

priority was given to improving performance

and reducing fuel consumption.

Eight engine options are available, including

two new Tector 5 four-cylinder engines of

119 and 141 kW (160 and 190 hp). These

are optimised to suit the typical conditions of

urban operation.

The development of a new turbocharger,

revised compression ratio and torque

output increased at engine speeds below

1 200 r/min have enabled more dynamic

response when accelerating and upon start

up. The ultimate result is fuel savings of up

to eight percent.

These are not the only fuel-saving

measures, though. The EcoSwitch system

lengthens sixth-gear engagement times and

limits down-shifting into fourth, while EcoRoll

takes advantage of the vehicle’s inertia on

an incline – to the benefit of reduced fuel

consumption on extra-urban routes and long

runs.

An important feature of the new Eurocargo

is the single anti-emission system; the HI-SCR

system with a passive Diesel Particulate Filter.

It is the only Euro-6 medium-range vehicle in its

category to adopt such a system.

What makes Iveco’s HI-SCR system unique

is that it is the only emission-control system

that does not change the combustion process;

that is, there is no exhaust gas recirculation.

(See “What makes HI-SCR special?” for more

information.)

Safety was another key consideration. A

driver airbag is incorporated and the new

Eurocargo is also equipped with key driving

assistance systems. Standard fitment is the

Lane Departure Warning System, which

By the time you read this, Iveco will be just about ready to take the wraps off its all-new Eurocargo. Here’s

what to expect

an exercise in

evOLuTiOn

ITOYEXCLUSIvE

The evolution of the Iveco range

has been completed. Following

the Stralis and the Daily, the

new Eurocargo offers customers

important innovations in terms of engines,

safety, comfort, cost reduction and

environmental sustainability.

As the market leader in Europe, the new

model is designed to be the ideal partner

for urban operations. Featuring all-new

functionality and design, Iveco says it offers

lower fuel consumption while confirming its

super and steady handling and versatility.

“Our new Eurocargo is the truck that the

city likes,” says Iveco brand president, Pierre

Lahutte. “It’s a vehicle that has something

to be liked by everyone: cities like it because

it is sustainable; owners like it because it is

efficient and has a low total cost of ownership;

drivers like it because it’s a true ‘office on

wheels’ – comfortable and multi-functional,

easy to handle featuring good ergonomics.”

Immediately distinguishable by its entirely

new design, the Eurocargo reflects the


warns the driver when the vehicle is about to

stray from its lane.

In addition to the Enhanced Vehicle

Stability Control system – already standard

on all versions from 12 to 19 t – the New

Eurocargo features the Advanced Emergency

Braking System.

This measures the distance from the

vehicle ahead, assesses risk, warns the driver

of the possibility of a collision and automatically

applies the brakes to avoid or mitigate a

potential impact. This system is compliant

with European legislation coming into force in

November 2015.

But – as they say in the classics – that’s

not all, folks … Adaptive Cruise Control is

now available on the new Eurocargo as well.

Another safety and driving-comfort feature,

this automatically maintains the distance from

the vehicle ahead, adapting cruising speed

using radar sensors, the throttle, engine brake

and brakes.

Lahutte reiterates: “The new Eurocargo

is the ideal partner in the city: it is respectful

of people and the environment; it offers a

substantial update in design, safety and

functionality; it consumes less fuel and

consequently also reduces CO2 emissions; and,

finally, it maintains the same manoeuvrability

with improved engine torque and driver

comfort.”

Over half a million customers in Europe,

Africa, the Middle East, Australia and Latin

America have chosen the Eurocargo since

its introduction in 1991. What more perfect

40th anniversary present could Iveco give

to itself, and its customers, than the new

version? |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

ITOYEXCLUSIvE

The bold new grille gives the new Eurocargo an unmistakable visage.

WHAT MAkES HI-SCR SPECIAL?HI-SCR works with fresh, clean intake air

without Exhaust Gas Recirculation (EGR).

Combustion temperatures, therefore, remain

high – reducing the percentage of particulates

without the need for an active Diesel Particulate

Filter (DPF).

There is no need to make periodic

stops for DPF forced regeneration, thus

providing significant benefits also in terms of

maintenance intervals and associated costs.

The use of a single nitrogen oxide (NOx)

treatment system downstream of the engine,

and elimination of the EGR system, results in

better performance with smaller displacement

engines.

The Selective Catalytic Reduction (SCR)

system has an extraordinary conversion ratio

of about 97 percent. There is, therefore,

no need for post-injection of diesel fuel to

promote combustion of the particulates. Fuel

consumption and thermal stress on the post-

treatment system are thus reduced. Up to 4,5

percent savings in fuel consumption can be

achieved compared to Euro-5 systems.

Hydrocarbons (HC); Carbon Monoxide (CO);

NOx and particulate matter (PM) from the

combustion process go in, while only water

vapour (H2O); Nitrogen gas (N

2) and Carbon

Dioxide (CO2) comes out.

As a single, compact system, there are

fewer components, less complexity and less

weight; to the benefit of payload. The entire

system is optimally positioned on the chassis

to allow fitting of most set-up options, including

box vans and curtainsiders, van bodies,

refrigerated bodies, tanker bodies and many

other configurations.


FOCUS OnPBS

A focus on innovation in the road

freight sector has various economical and

environmental benefits, whereby optimally

designed heavy-vehicle combinations decrease

carbon emissions, reduce kilometres travelled

and lower supply chain costs.

The benefits of Unitrans PBS vehicles

include: increased safety standards; reduced

environmental impact; a reduction in fleet

requirements; and a decrease in supply chain

cost.

The innovative design of PBS vehicles and

the use of new technologies, allow for the

manufacture of safer and more productive

vehicle combinations. This, in turn, causes less

damage to the environment and the national

road and highway infrastructure. Various vehicle

performance characteristics are modelled in

the PBS process and the impact the vehicle has

on the road pavement is analysed.

Unitrans has a thoroughly embedded PBS

philosophy. The company has utilised this

technology in various mining and agricultural

environments and, most recently, in the

petrochemical sector.

The latest addition to the Unitrans PBS

fleet, the petrochemical tanker, was designed

in conjunction with GRW Engineering Services

and was built at the GRW manufacturing

facility in Worcester.

The tanker is one of the safest and most

stable combinations, with a low centre of

BRUCE FRASER, general manager technical, Unitrans Supply Chain Solutions, talks about how the

company has woven innovative performance standards into its daily operations

innovative across

africa

The Performance-Based

Standards (PBS) programme is

a legislative initiative in the road

transport sector with the objective

of improving the operational dynamics of

vehicles. It differs from conventional road

transport legislation, where standards are

prescribed in terms of the dimensions and

physical parameters of a vehicle.

PBS offers the heavy-vehicle industry

the potential to achieve higher safety and

productivity levels through optimised vehicle

design. Unitrans has adopted an innovative

approach involving performance standards in

operating and evaluating vehicles to ensure

road safety and infrastructure protection.


FOCUS OnPBS

gravity and high static rollover threshold.

Coupled with low high-speed transient off-

tracking and rearward amplification, these

characteristics ensure optimal performance

on the roads.

The steerability, traction and power-to-

weight ratio of this combination enables these

vehicles to outperform other commercial

vehicle combinations on the road. The tyre

and axle combinations on this unit also

reduce the wear on the road pavement and

bridge structures, ensuring infrastructure

protection.

Unitrans PBS vehicles operate on

an abnormal-load permit granted by the

respective provincial Departments of

Transport (DoT). The support that has been

received to date has been encouraging. The

permits are issued after the vehicles have

been reviewed by a panel of independent

experts – the Smart Truck Review Panel – in

conjunction with the Centre for Scientific and

Industrial Research (CSIR) Built Environment

and the DoT.

This initiative has been funded through a

parliamentary grant, owing to the significant

potential benefits in terms of transport

efficiency, road/vehicle safety and the

protection of road infrastructure.

Unitrans will be operating PBS

combinations cross-border into the Kingdom

of Swaziland from South Africa – a road

transport first, of which the company is very

proud.

Unitrans also operates various other

vehicle combinations; from six-trailer land

trains on sugar estates in East Africa to

extra-heavy, multiple trailer road trains in

other countries on the African continent.

Extensive research, experience and

exposure over a number of years has led

to multiple generations of vehicles having

been built, utilised, developed and refined

further.

This is an ongoing process, in which new

technologies are utilised and implemented

whenever possible to maximise the benefit

for all stakeholders. Extensive research and

development has been carried out over

the years, in partnership with Unitrans’s

customers, to continually improve and

provide optimal supply chain solutions.

Past experience, combined with new

simulation software and design platforms, led

to the development of the PBS combination

for the petrochemical industry in southern

Africa.

Unitrans PBS projects are geared

towards safely optimising supply chains

in an environmentally sustainable

manner for the long-term benefit of all

stakeholders. |FOCUS

innovative across


WHEELSWORLD On

since the start of the new

millennium, no other city in the

world is said to have achieved

as much as Dubai. Its new

tram system also seems to be second to

none. Launched in November 2014, it has

some unique characteristics that make it

highly competitive with other tram systems,

which have been around for much longer in

advanced cities of the world, says its operator,

the Roads and Transport Authority (RTA).

Even at first glance, the network, which

covers mainly the Al Sufouh, Dubai Marina and

Jumeirah Beach Residence areas, is clearly

different: there are no overhead suspended

electrical wires that characterise tram systems

worldwide. In fact, its power is “ground-fed”;

sourced from the very tracks on which it runs.

It is also the world’s only network that

has stations with gates that open and close

automatically, raising the safety standard and

convenience to users.

In Dubai no other tram system would have

been practical – Dubai Tram is designed to

operate in the blistering climate which has

temperatures of up to 50°C, the RTA says.

Little wonder, then, that its stations and

footbridges are fully air-conditioned, which is

also a world first.

Many commuters are not aware that,

behind the scenes, there are some clever

measures built into the system to keep the

journey as safe as possible. For example,

every tram driver has to take an alcohol test

that detects even the smallest traces of

alcohol. The driver is only allowed control of

the tram once the test is passed.

There is also the “dead man’s switch” on

the lever that the driver has to press every

three to five seconds, ensuring that the tram

driver is paying attention. If the driver loses

control or forgets to press the button, the

tram will automatically come to a complete

halt immediately.

And with a series of high-tech

communications and control systems – for

both users and operators – Dubai Tram is

ensuring it stays ahead of its time.

The 10,6-km tramway is served by 11

stations and 11 trams, which are driven by

more than 80 certified drivers.

It only costs three United Arab Emirates

dirhams (Dh) to hop on board, making Dubai

Tram one of the most affordable networks

in the world.

Around a million people have already

vouched for its popularity, with 943 982

riders using the tram during the first

three months of this year alone, the RTA

reports.

Relatively speaking, fuel has always been

fairly cheap in Dubai, but it seems as though

recently, following the government’s decision

to deregulate fuel prices, residents in the

country are saying that carpooling may be

the way to go.

We take a look at the Dubai tram system, which seems to be ahead of its time. In other news, residents

are considering carpooling after an expected fuel price increase. CLAIRE RENCKEN reports

the gateway to the guLf

dubai:


WO R L D O N W H E E L

S

WORLD ON WHEE

LS

According to gulfnews.com, starting on

August 1, petrol prices were expected to

increase after a new pricing policy, linked to

global prices, was adopted. One of the objectives

of this decision is to lower fuel consumption by

encouraging residents to take alternative public

transport to protect the environment.

Apart from different modes of public

transport, some residents say carpooling is

an easier and more direct alternative. Frank

Gomez, who works in Media City and lives in

Rashidiya, is one of these: “I used to carpool

when I lived in International City. I used to take

three friends with me and each would pay me

Dh200 per month. I would use that money

to pay for the petrol, which cost me around

Dh150 per week,” says Gomez.

He adds that he prefers carpooling over

public transport because taking a bus and

then a Metro that stops at a number of

locations before reaching his workplace is

time-consuming.

Construction inspector John Galindo,

36, also said he is most likely going to try

to find a friend to carpool

with. “I pay Dh100 per day

on petrol because I travel

around 200 km daily from

Sharjah to my construction

site in Abu Dhabi. I was

unpleasantly surprised by the decision to

deregulate the fuel prices. I already pay

around Dh2 500 a month just for fuel,” says

Galindo.

When asked why he won’t use other

modes of public transport, he says: “In my

area it is difficult. Only two buses travel from

my area to Abu Dhabi and their times are not

convenient,” he says.

Another commuter already travels from

Al Karama to her work in Jebel Ali using

a carpooling service. “I don’t take public

transport because carpooling is more

convenient for me. It takes me directly to my

workplace entrance, while the Metro does

not,” she said.

Jordanian Mais Kanaan, 23, on the other

hand said she would not carpool with just

anyone, because for her it is not culturally

acceptable. “It is just weird to go in a

car with a stranger. It is a bit more

acceptable if it is a friend. Even then it is

not very common in my culture, because

then the perception is that you are stingy,”

she said.

The RTA requires all individuals involved

in carpooling to register online or by using

the Sharekni app, which was introduced

this year to make the registration process

easier.

These might be useful bits of information

to bear in mind if you’re planning on visiting,

or perhaps even emigrating to, Dubai –

or “Do-Buy” as the city known for luxury

shopping, among other things, has been

nicknamed by some. |FOCUS


GLOBALFOCUS

in 2011, the introduction of Mercedes-

Benz’s new-generation, 12,8-litre OM

471 power unit was seen as highly

significant. First, it was clearly intended

to power the soon-to-be-announced Euro-6

Actros flagship range.

Second, it was of six-cylinder in-line

configuration, and intended to replace vee-

form engines in the Actros line-up.

Third, it was the first European application

of Daimler’s Heavy Duty Engine Platform,

which, by then, had already found its way into

the North American and Japanese markets

with Detroit Diesel and Fuso branding.

In its initial version, the OM 471 offered

outputs of 310 to 375 kW (421 to 510 hp)

and torque ratings from 2 100 to 2 500 Nm

(1 548 to 1 843 lb-ft). The challenging

Euro-6 emission standards were met

through a combination of cooled exhaust

gas recirculation, particulate filter and urea-

based selective catalytic reduction.

Four years on, in early July, Mercedes-

Benz announced upgrades for the OM

471, with claims of lower fuel consumption

and CO2 emissions. This latest generation

is being made available with five output

options ranging from 310 to 390 kW

(421 to 530 hp), all developed at 1 600 r/

min. Torque ratings range from 2 100 Nm

to 2 600 Nm (1 548 to 1 917 lb-ft), all at

1 100 r/min. Power delivery is claimed to

remain virtually constant from 1 450 to

In his monthly review of global news for local truckers, FRANK BEETON details the upgraded European

version of Mercedes-Benz’s global diesel engine family, makes some comments and suggestions

regarding the possible globalisation of Volkswagen’s Constellation family, and details Dongfeng’s KX

“Kinland Flagship”

mercedes improves the om 471


GLOBALFOCUS

1 800 r/min, while the torque curve flattens

out between 900 and 1 450 r/min.

Changes to the engine specification

include: increased common-rail pressure

(from 900 to 1 160 bar) in the X-Pulse

fuel system; eight-hole in place of seven-

hole injector nozzles; revised piston bowl

geometry; compression ratio raised from

17,3:1 to 18,3:1; and reduced exhaust gas

recirculation rate.

IMPROVED ECOnOMy, EMISSIOnS AnD

FLExIBILITy

The improved output and torque curve

characteristics of the new-generation engine

provide more operational flexibility. This has

enabled Mercedes-Benz to change the final

drive ratio of the Actros from 2,611:1 to

2,533:1, allowing for a three-percent

reduction in engine revolutions at 85 km/h

cruising speed.

The process that feeds controlled

quantities of exhaust gas to the drive turbine

of the asymmetric turbocharger, as well as

the EGR system, has been refined to finely

control the volume of gas passing through the

EGR process in line with engine operational

requirements.

The revised fuel-injection system also

varies the quantity of fuel being supplied to

individual injectors to influence exhaust gas

temperature, reduce soot emissions, and

ensure regeneration of the diesel particulate

filter.

Mercedes claims that refinements to,

and simplification of, the OM 471 design,

including the omission of numerous

components and parts found in the original

design, will also improve robustness and

reliability.

In addition to Actros premium truck-tractor

applications, the 350 kW version of the new

generation OM 471 engine will also be found

in the three-axle Mercedes-Benz Travego and

Setra ComfortClass 500 touring coaches. The

375 kW version of the engine will be available

as an option in the Setra TopClass model

series, and be supplied as standard equipment

on the Setra S 431 DT double-deck coach.

THE COnSTELLATIOn COnUnDRUMIn our July Global Focus analysis of the

formation of “Truck and Bus GmbH”, the

holding division of Volkswagen AG’s commercial

vehicle brands, we offered the view that the

unique range of products produced by MAN

Latin America would benefit from an expanded

Mercedes-Benz has announced detailed improvements to its OM 471, the European member of its global heavy-duty engine family.

»


GLOBALFOCUS

geographic footprint, and greater utilisation of

components sourced from within the Truck

and Bus family.

We saw this as a particularly important

part of the Group’s strategy, because its global

product portfolio is currently biased towards

heavy trucks, buses/coaches and integral

vans, with some medium truck coverage only

in Europe.

The South American operations, on the

other hand, also enjoy strong light/medium

truck participation in their domestic markets,

but are not significantly active in the export

arena.

One important exception, however, is South

Africa. Following extensive market studies,

Volkswagen (VW) SA entered the local truck

arena in 2007 with a range of Brazilian-

sourced products positioned in the heavy and

extra-heavy commercial vehicle segments, as

well as three dedicated bus chassis.

The truck line-up consisted entirely

of models from the newly introduced

Constellation range. The reasoning behind this

decision was probably influenced by the need

to convert Brazilian-sourced products to right-

hand-steering configuration for legal operation

in South Africa.

The Volkswagen Caminhöes e Önibus

operation in Brazil also manufactures two

other ranges of trucks, which are currently

designated “Delivery” (4x2, 5 500 to

13 000 kg GVM), and “Worker” (4x2 and

6x2, 13 200 to 23 000 kg GVM).

COnSTELLATIOn In SOUTH AFRICA

Following the sale of VW’s Brazilian truck

operation to MAN in 2009, the local marketing

responsibility for the VW Constellation line-up,

together with the related Volksbus range, was

taken over the following year by MAN Truck &

Bus South Africa.

Notwithstanding this move from the

light-vehicle dominated VWSA to the totally

commercial-vehicle oriented MAN, the

Constellation range has recorded a best

result of only 1,6 percent penetration into

the combined heavy commercial vehicle

(HCV)/extra-heavy commercial vehicle (EHCV)

segments in 2012, and recently fell to levels

of around 0,4 percent of the equivalent

categories in 2014/15.

A cursory glance at published list prices

for equivalent competitive models in the South

African market suggests that the Constellation

models are positioned very close to the most

successful Japanese-sourced models in their

mass classes, and well above the “value”

offerings from other Asian countries. This

pricing profile appears to be presenting

an obstacle to increased Constellation

penetration of the local market.

Looking at the 2014 Brazilian truck market,

the MAN family, which includes both MAN

and VW-branded products, was dominant in

the 15- to 40-t gross vehicle mass (GVM),

and six- to ten-tonne GVM categories, and

narrowly led the ten to 15-t GVM category

from the local Ford operation. This suggests

that pricing levels “back home” are fully in line

with Brazilian norms.

Comparing the technical specifications

of Constellation models available in South

Africa and South America, the most obvious

difference lies in the adoption of MAN D 08

family engines in the Brazilian 13- and 15-t

GVM 4x2 freight carrier models – in place of

the MWM International power units previously

used and still present in the local version.

The power outputs are not radically

different, which suggests that the decision to

go “in house” was driven mainly by commercial

interests to gain more control over costs and

parts sale opportunities. The Constellation

is also available in South America with

automated ZF transmissions and automatic

activation of the Meritor two-speed rear axle.

A SUBSTAnTIAL GLOBAL OPPORTUnITy?

The foregoing suggests that, in order for

Truck and Bus to successfully market VW

Constellation products in countries outside

of Latin America, consideration may need

to be given to finding a more cost-effective

manufacturing location than Brazil. It is

not possible, however, to draw the same

conclusion regarding VW’s Delivery and

Worker ranges, because there is no similar

pricing comparison available to work with.

However, it is notable that the Brazilian

commercial vehicle manufacturing industry

is heavily dependent on major aggregate

sourcing from specialist independent

suppliers, which could have a direct bearing

on input cost levels typical of that market.

For example, the Resende plant, where

VW’s Brazilian trucks and buses are built,

operates on a unique co-operative system

where eight separate outside suppliers

actually fit their parts directly to the vehicles

on the assembly line within their own specially

allocated individual floor areas. VW’s role in

this process is one of overall quality assurance,

while it also handles product development,

marketing and global after-sales product

support.

In our view, VW may well be advised to

consider an alternative, or supplementary

Asian manufacturing base for its medium/

heavy truck range if it seeks to achieve a

more comprehensive and cost-effective global

footprint in this product category.

Will VW’s Brazilian Constellation family travel further abroad in years to come?


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.

GLOBALFOCUS

The now wholly-owned MAN Trucks India

operation, which currently manufactures only

the heavier CLA series, could well consider

broadening its product offering, and there is

also MAN’s wide-ranging relationship with

leading Chinese truck manufacturer Sinotruk

(Hong Kong) Limited, part of China National

Heavy Duty Truck Corporation (CNHTC). The

opportunity is substantial and, given VW’s

obvious appetite for global motor industry

leadership, it surely cannot be ignored.

DOnGFEnG kX REvIEWIn the November 2014 edition of FOCUS,

Charleen Clarke made reference to the new

Dongfeng KX truck tractor that was exhibited

at the 2014 IAA Show in Hannover. Since

then, we have reported on the regulatory

approval of Volvo’s $US 890 million

(R11 484 million) buy-in to Dongfeng

Commercial Vehicles (DFCV), and made some

comments regarding the huge significance of

the Volvo Group’s association with DFCV to the

global truck market.

The supporting statement from the

Volvo Group’s incumbent president made it

quite clear that Volvo would be providing

technological support and global sales

experience to the joint venture.

SPECIFICATIOn DETAIL

As the KX, also known as the “Kinland

Flagship” in the Chinese domestic market,

would probably have been the last new major

DFCV product launch before the cooperation

with Volvo achieved regulatory approval, we

have decided to spend some time looking at

its specification makeup.

The 6x4 truck tractor exhibited at

Hannover was powered by a 13-litre Dongfeng

Cummins turbocharged and intercooled six-

cylinder diesel engine, equipped with a high-

pressure common-rail fuel system, developing

358 kW (480 hp) at 1 900 r/min, and with

a torque rating of 2 320 Nm at 1 000 to

1 300 r/min.

There is, reportedly, a choice of two

transmissions in the KX catalogue, these

being the Volvo Group VT2214B 14-speed

manual shift, or ZF AS Tronic 12AS2540

12-speed automated units.

The KX cab was, reportedly, designed

by an Italian company, UP-Design, and the

vehicle rides on air-suspended axles with mass

limitations of seven tonnes at the front, and

26 t for the rear tandem-drive bogie.

This model can be supplied in Euro-4 or -5

modes, achieved through the use of a Selective

Catalytic Reduction system. Features include

electronic braking and stability controls, disc

brakes, a retarder, and GPS-based satellite

navigation system.

This vehicle presented as a thoroughly

modern design which should appeal to both

the domestic Chinese market, and those

export territories where Euro-4 or -5 levels of

compliance are still accepted.

The Volvo Group reportedly assisted with

the two-year development process which

preceded the Kinland Flagship domestic

Chinese market launch at the 2015 Shanghai

Motor Show in April.

LOOKInG AHEAD

The Dongfeng connection with Cummins was

established in 1986, when Dong Feng Motors

obtained a Cummins technology licence. Then,

in 1996, a 50:50 joint venture – Dongfeng

Cummins Engine Company Limited (DCEC)

– was established. This was to become the

development and production source for the

13-litre engine.

Dongfeng also obtained a licence to

manufacture the Renault Trucks 11-litre dCi

engine, and this power unit was fitted to

earlier Kinland-series vehicles imported into

South Africa.

Presumably, the recently concluded

Volvo/DFCV agreement will eventually lead

to a more rationalised future approach to

engine sourcing, as the Volvo Group has

a comprehensive range of “family” engines

including 11- and 13-litre units.

However, in view of the formal relationship

already existing between Dongfeng and

Cummins, and the enormous potential of the

Chinese domestic market, it is likely that the

DCEC co-operative venture will continue for

some time into the future. |FOCUS

Dongfeng’s KX flagship. Possibly the last product from the company before its cooperation with Volvo.


HAULSSHORT

PROFIDRIvE FOR THE PROFESSIOnAL

MAN Truck & Bus South Africa has

officially formalised its ProfiDrive driver

training programme, offering world-class

tuition to drivers and operators in sub-

equatorial Africa.

“ProfiDrive is driver training by

professionals for professionals,”

says Dave van Graan, head of truck

sales at MAN Truck & Bus SA. “MAN

recognises hard-working drivers as part

of an economy of people, who need to

be commended far more than they are.

These programmes benefit optimisation

and efficiency of the vehicles. They also

raise the bar of the industry’s image and

demonstrate how responsible companies

operate,” he continues.

The ProfiDrive programme is being

headed up by MAN Truck & Bus SA

product engineer Dean Temlett, who has

spent considerable time at the MAN

head office in Germany receiving training.

“ProfiDrive has been around for over

30 years,” he explains. “We have fantastic

products that have huge investment

in research and development behind

them, but operators and drivers need

to be able to understand these vehicles.

I’ve seen people, who have driven for

years, learning new things during the

programme that make their lives so

much easier.”

The ProfiDrive programme currently

consists of various components. At the

first level is a day’s training that provides

an understanding of the basics of how

everything in the truck works and how the

driver can use it all to their advantage.

The next course deals with economy,

where the focus is on striking a good

balance between fuel consumption and

productivity. Here, drivers undertake a

dry run before the training, followed by

another run with coaching. “We try to

demystify fuel consumption,” Temlett says.

A “low maintenance” course is up

next, where conserving the wear-and-tear

items on a vehicle is the focus. “This lies

in the driver’s hands,” Temlett notes.

The ProfiDrive programme also

makes provision for a range of specialised

courses, including off-road training in

the client’s specific operation. It covers

aspects of where to use the various

drivetrain features and how to drive the

truck over different terrains. There is also

specialist roll-over training.

The ProfiDrive programme also

extends to bus customers. “We’re

looking to expand ProfiDrive with a

product portfolio that adds value on

various bases,” Temlett concludes.

SHOPRITE GOES SOLAR WITH SERCO

The Shoprite fleet has recently been

upgraded with more than 50 new trailers

and bodies that feature Serco’s new solar

power system designed to eliminate truck

idling.

It was previously necessary to keep

the trucks idling in order to provide

sufficient power for their rear-mounted

tail lifts when offloading at multiple stores.

The solar panels have allowed for this

practice to be done away with, eliminating

approximately two to four hours per day

of idling for each trailer, thereby saving

approximately 1 600 litres of fuel per

annum.

Further benefits include eliminating

the electrical cables connecting the

trucks and trailers to power the tail lifts,

which also reduces the workload on the

truck alternator and starter motor as

they no longer have to work excessively to

cope with the required power draw.

Serco says that the solar power

system is in line with its objective to reduce

carbon emissions for transporters.

New solar panels will save the Shoprite fleet 1 600 l of fuel a year.

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


SHORTHAULS

FLEET MAnAGEMEnT MASTERY In THE EASTERn CAPE

Fleet and mobile asset management provider MiX

Telematics has partnered with Umsizi Fleet Management

Solutions to launch a fully fledged fleet and mobile asset

management company that offers the full range of MiX

Telematics solutions in the region.

Umsizi will offer the MiX Telematics portfolio to the

region including products and services that provide fleets

of all sizes with solutions for efficiency, safety, security

and compliance. MiX Telematics will continue to provide

support and guidance where necessary, but Umsizi will be

100-percent responsible for all operations in the region.

“As a former taxi boss and having been in the transport

industry for over 20 years, I saw a gap in the market for a

more localised, home-grown fleet management solutions

provider within the Eastern Cape,” says Anele Pamba, MD

of Umsizi.

“This partnership will enable us to grow the business to

its highest potential in both the public and private sectors.

As we continue to fight unemployment as a country, I

believe this cooperation enables us to play our part in

creating and developing sustainable job opportunities.”

Richard Coates, sales director at MiX Telematics

South Africa, adds: “Through our enterprise development

strategy and commitment to black economic

empowerment, we saw Umsizi as a natural fit for the MiX

Telematics brand. Anale Pamba is no stranger to running

a successful business and has the relevant market

expertise, specific to the Eastern Cape region.”

Light Commercial Vehicles < 3 501 kg Total: 15 090AMH 686Fiat Group 29Ford Motor Company 2 734GMSA 2 623GWM 154Jaguar Land Rover 38JMC 94Mahindra 195Mazda South Africa 131Mercedes-Benz SA – estimate 15Mitsubishi Motors SA 31Nissan 2 685Peugeot Citroën SA 11Renault 3TATA 88Toyota 5 040Volkswagen SA 533

Medium Commercial Vehicles 3 501 – 8 500 kg Total: 841AMH 28Ford Motor Company 22GMSA 229Iveco 34Mercedes-Benz SA – estimate 173Peugeot Citroën SA 28TATA 50Toyota 218Volkswagen SA 52Volvo Group Southern Africa 7

Heavy Commercial Vehicles 8 501 – 16 500 kg Total: 374FAW 51GMSA 76Iveco 4MAN 5Mercedes-Benz SA – estimate 46TATA 45Toyota 80Volvo Group Southern Africa 113

Extra-Heavy Commercial Vehicles > 16 500 kg Total: 859Babcock DAF 18FAW 32GMSA 49Iveco 25MAN 110Mercedes-Benz SA – estimate 325Powerstar 60Scania 193TATA 13Toyota 73Volvo Group Southern Africa 286

Buses > 8 500 kg Total: 54GMSA 4MAN 29Mercedes-Benz SA – estimate 17Scania 17TATA 1Volvo Group Southern Africa 3

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

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


SHORTHAULS

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DRIvIO LAUnCHED TO HELP ADvAnCE DRIvInG EXCELLEnCEMembers of the transport industry were treated

to an industry first when TMI Dynamatics

launched its first virtual driver-training retail

store, Drivio, in Hatfield, Pretoria on August

14. The company’s interactive driver-education

system, iDes, is an innovative computerised

system allowing for simulated driver training.

Drivio is the brainchild of the group’s CEO,

Thivash Moodley, who worked tirelessly with

his young team of engineers to bring the

project to life. Explaining how the concept

started, Moodley gave a chilling account of the

circumstances leading to the birth of Drivio …

On a fateful day 11 years ago, Moodley and

his wife were involved in a car accident caused

by a driver who made a u-turn on the highway.

This inspired Moodley to find ways of helping to

improve the ability of South African drivers and,

in turn, help save lives.

Drivio’s training has a three-pronged

approach that encompasses all the required

driving needs of South African drivers. It starts

with an e-learning learner’s licence training,

which aims to help learner drivers understand

and apply the K53 rules of the road. Thereafter,

scenario-based assessments are carried out

before a learner is deemed qualified.

Training then moves to the simulator

training, which tests and puts into practice

what has been learnt during the e-learning

phase. The simulators are equipped

with controls of a real-life car and virtual

assessments are conducted. Progress

reports are given, which highlight areas of

improvement.

This visual experience is controlled and

creates a safe “true-to-life” driving environment.

“This way, your son learns to drive without

crashing into someone else’s gate,” Drivio

marketing manager, Paul Bisogno, said

humouring the crowd.

Once the learner has passed in the

simulation environment, the last phase is the

“on-the-road” training. This is where learner

drivers are taken onto the roads and their

sessions are tailored to the needs emerging

from their simulation progress reports.

The Hatfield store is equipped with three

simulators; the C100 and C200, which are

designed for the light motor vehicle archetype,

as well as the truck simulator. The truck

simulator is used in Drivio’s Commercial Driving

Assessments and has the ability to gauge and

assess a truck driver’s skill level. Training is

aimed at increasing driver competence. The

truck simulator allows the driver to select the

truck type, terrain, weather and route on which

to drive.

With this winning business model, Moodley

says Drivio hopes to further expand the

franchise and ultimately move into malls and

other commercial spaces. He says its value

proposition to the public is to offer safe driving

and to teach people how to drive the right way

and pass the first time.

“We started with nothing, but this is

definitely the start of a lot more to come,”

echoed Moodley as he thanked his team for

their commitment.

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


On bus and cOach

London’s red buses make electric comeback

Buzz around town with BRT

irizar and mega coach demonstrate

“LOading pOWer”


COvERSTORY

Their relationship dates back to

2003, when Irizar was still a

fledgling entity in South Africa

– today it has matured into a

strong partnership based on communication

and trust.

Greyhound, Mega Coach and Citiliner all

run Irizar coaches. However, it is Mega

Coach that Leon Nelson, technical director

at Unitrans Passenger, and Paul Nel, director

at Irizar South Africa, are really interested in

talking about.

The company has just added four Irizar i6

coaches to its fleet, which means there are

now around 60 Mega Coach-branded Irizars

on the road. In fact, says Nelson, Mega Coach

is the only local operator running an Irizar PB

from Spain (all others originate from Brazil).

“It was the first PB in Africa from Europe,”

Nel explains. “Everyone at Mega Coach stuck

their necks out significantly, back in 2004

– and today the vehicle is still running, with

close on one million kilometres on the clock.”

Nelson explains that Mega Coach is very

specific about the vehicles it chooses to run.

“Our passengers are at the upper end of the

market, and we need to offer them the best

form of transport. The coach market is very

competitive; as an operator we have many

choices. We look for best price, quality and

service when choosing vehicles.”

Of course, no matter how good it is, a

vehicle needs to be correctly maintained – an

aspect of operation that Mega Coach takes

very seriously, with 22 depots country wide.

“We follow a preventative and predictive

maintenance plan. Each component has a

predicted life that is managed and maintained

accordingly. We continuously monitor

defects, wear and tear, fuel consumption

and customer complaints. Our drivers are

required to report any defect, in writing, to

the workshops at the end of every shift. This

is the best way to determine what sort of

issues the vehicles have,” Nelson explains.

Driver training is also an important

aspect of the operation, with Mega Coach

subjecting its drivers to six-monthly refresher

training. “If we see there is a need for drivers

to be more focused on any aspect of driving,

for example the interior functions of an Irizar

coach, we then call Paul and he assists our

trainers to run an appropriate programme,”

he adds.

Depending on where a vehicle might be

going, drivers will also be given additional

mechanical exposure to critical components

and issued with additional spare parts so

that, in the case of a mechanical failure, it

is quick and easy to get it back on the road.

“We’ve just had a coach return to Cape

Town after 52 days in Namibia, two weeks

of which was spent on gravel roads. It came

back without a single complaint,” Nelson

illustrates, taking us back to monitoring vehicle

components and analysing maintenance

records. “We do this to give the best service

to our customers and comfortable travel to

passengers.”

The passengers really do want to travel in

the i6. “The i6 features the latest technology,

material, design and finishes from Europe.

We see such a great benefit in that; the

vehicles stand up well. Intercity operators talk

about ‘loading power’; when the vehicle pulls

up people want to get into it – and they do

with these vehicles,” Nel smiles.

People get into them quite a lot, in fact

– Nelson explains that sister company

Greyhound runs an Irizar coach on a Volvo

chassis that has done 3,5 million kilometres …

Seems as though the newest Mega Coach i6s

have a busy future ahead of them. |FOCUS

With seven divisions in its portfolio – including Greyhound,

Mega Coach and Citiliner – Unitrans Passenger is one of Irizar

South Africa’s oldest clients

a partnership of Loading

pOWer

Paul Nel (left) and Leon Nelson stand proudly with the latest Mega Coach i6.

so, in 2006, the first hybrid driveline buses

took to London’s streets, using a combination

of diesel and electric power.

In 2013, test operations began with two

single-deck, all-electric vehicles and since then

there has been a growing interest in the more

widespread use of zero-emission buses.

Interestingly, the first two all-electric buses

were supplied by Chinese manufacturer, BYD.

BYD Auto Company was founded in 2003 as

a subsidiary of BYD Company, and the initials

stand for “Build Your Dreams”.

This manufacturer has moved increasingly

into the development and production of

electric vehicles, including all-electric buses,

and claims to be the world’s largest supplier

of this vehicle type.

Early in July, Transport for London – the

local government authority responsible for

setting standards regulating the types of

vehicles that may ply the streets of the British

capital – contracted BYD to build up to five

battery-electric, double-deck buses for trial

in the city.

These 10,2-m vehicles will incorporate

BYD’s proprietary in-wheel hub motors and

regenerative braking system, and be capable

of a 250 km operating range on a single

charge of their iron-phosphate batteries.

They will enter service on Route 16 from

October, bringing all-electric, double-deck

buses back to London streets for the first

time since 1962. TfL intends to add 300

electric buses to its fleet by 2020, making

this initial contract extremely valuable to BYD,

giving it an excellent opportunity to establish

itself as a major potential supplier to this

requirement.

It was initially thought that the battery

pack required to power a double-deck bus

would be too large and heavy to be practical,

but BYD is confident this potential difficulty

can be overcome.

Successful operation of the London

prototypes may well open up further

marketing opportunities for the supplier.

These initial vehicles will be built at its Chinese

production base.

Up to now, BYD has manufactured more

than 5 000 electric buses, which have logged

in excess of 50 million miles of service

in more than 150 cities in 36 countries.

The parent company manufactures LED

lighting, photovoltaic cells and advanced

environmentally friendly battery technologies.

BYD’s electric vehicles notably make use of

long life-cycle, iron-phosphate batteries, with

a claimed low rate of degradation.

BYD currently builds its electric buses

in China and Lancaster, California. The

latter location recognises the high level of

commitment to low-emission vehicles that

has been demonstrated by the state of

California, through its Air Resources Board,

over many years. The plant is also intended to

service public transportation markets across

the whole of the United States and South

America. |FOCUS

London is making a return to electric buses – after 35 years, reports FRANK BEETON

London goes

– second time around!eLecTric

London Transport once ran the

world’s largest fleet of electric

buses. These were, of course,

trolleybuses, which drew their

electrical current from overhead wires. The

London system ran from 1931 to 1962, and

peaked at 1 811 vehicles. Most of these were

built to highly standardised London Transport

designs, being double-deck vehicles running

on three axles.

Significantly, 43 vehicles, originally

intended for export to Johannesburg and

Durban, were diverted to London Transport

during the Second World War, and became

the first eight-foot wide buses to run in that

city (all other London buses were 7’ 6” wide

up until the early 1950s).

London’s trolleybus chassis were supplied

by prominent British manufacturers AEC and

Leyland. After the Second World War they

were supplied by a cooperative venture run

by these two companies, which was known as

British United Traction.

Trolleybuses went out of fashion in the

British area of influence in the 1960s, mainly

because of their operational inflexibility

through being tied to wires, and increasing

operational costs. London standardised on

diesel buses after 1962, and experienced

several generations of special single- and

double-deck designs that enjoyed varying

degrees of success.

In recent times, the city has become

increasingly concerned about pollution levels


GLOBAL BUS

??????????


Touring only with the best.Ask any well-versed travel enthusiast and they’ll confi rm that the name Hylton Ross is synonymous with luxury, exclusivity and trendsetting. The company is passionate about the tourism and transport industry – and this is aided by the use of Mercedes-Benz bus chassis for their buses.

“Hylton Ross has strong and able competitors and that forces us to deliver the very best service we can and we don’t forget this. We remind one another constantly that we deal with people’s dreams; and some once-in-a-lifetime experiences, therefore we can’t perceive what we do as just work. We are enabling unforgettable experiences and every single tourist deserves our utmost,” says Geert van Doorn, CEO of Cullinan Transport, of which Hylton Ross is a subsidiary.

“Furthermore, we truly care about our passengers. We care about their safety and we care about the quality of their experience. We are aware of the interconnectedness of their experience and how we run our business, because everything – from how we answer the phone, to the moment when our vehicle drops them off safely – is interlinked and dependent on mutual respect.”

There is a very dangerous pitfall when respect isn’t valued, and Van Doorn uses the example of the person sending off a vehicle being rude to the driver. The driver might, in turn, be unfriendly when engaging with tourists.

“If colleagues treat each other with disrespect – even though our clients will never have knowledge of this – our service delivery is diminished. As a result, we place great value on respect, and we address disrespectful behaviour quickly and diligently,” he says.

Just like in any other fi eld, in tourism and transport innovation is necessary for success. Hylton Ross maintains a lion’s share of the travel market because of its unfailing ability to be pioneers in ideas that enhance their existing offers.

Van Doorn mentions that the moment when a company becomes complacent, it creates an opportunity for its competitors to attract its clients. His market is constantly changing and the business must change with it. So he says the development of new products and state-of-the-art equipment helps Hylton Ross stay agile.

“The truth is, innovation comes from having room for mistakes, because new ideas can’t work every single time. Our employees must have space to try new things, to fail often, and then to sometimes be successful,” he adds. “When we succeed in giving our people this space, we innovate. When we don’t, we ride on our past successes. The trick is to realise when we start to stagnate and to then do something about it.”

Hylton Ross is a force to be reckoned with in the travel and tourism industry and it can partner with any manufacturer when it comes to bus chassis, but it looked for a leader in the bus chassis manufacturing business.

“Mercedes-Benz Bus & Coach succeeds in upholding one of our core beliefs: that business is about people dealing with people. They treat their products, staff and clients with respect and it comes across when you partner with them,” says Van Doorn.

“Additionally, their product range is trustworthy and diverse, making it easy for us to fi nd a suitable chassis that we can trust, quickly – whether we need it in the desert of Namibia or the highways of South Africa. Lastly, their after-sales service is great because they also truly care. They put in the effort to ensure that their service continues long after the vehicle leaves their premises,” he notes.

“Guests who see the Mercedes-Benz emblem on our coaches experience peace of mind because they know they are boarding a reliable vehicle. The Mercedes-Benz brand manages to embody luxury, safety and status – a reputation similar to our own,” he says. “Our objective is to create a partnership between Mercedes-Benz and Hylton Ross that becomes a two-way street of creditability.”

Finally, Van Doorn concludes by saying: “Safety will always be our fi rst priority and Mercedes-Benz has successfully built a reputation for the safety of their vehicles. Our experience is that, from stability control to anti-lock braking systems, Mercedes-Benz offers the best that we can utilise in our vehicles to keep our passengers safe on the road.”

A D

aimler B

rand

2519 MBSA Hylton Ross dps.indd 1 2015/08/18 5:03 PM

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


Touring only with the best.Ask any well-versed travel enthusiast and they’ll confi rm that the name Hylton Ross is synonymous with luxury, exclusivity and trendsetting. The company is passionate about the tourism and transport industry – and this is aided by the use of Mercedes-Benz bus chassis for their buses.

“Hylton Ross has strong and able competitors and that forces us to deliver the very best service we can and we don’t forget this. We remind one another constantly that we deal with people’s dreams; and some once-in-a-lifetime experiences, therefore we can’t perceive what we do as just work. We are enabling unforgettable experiences and every single tourist deserves our utmost,” says Geert van Doorn, CEO of Cullinan Transport, of which Hylton Ross is a subsidiary.

“Furthermore, we truly care about our passengers. We care about their safety and we care about the quality of their experience. We are aware of the interconnectedness of their experience and how we run our business, because everything – from how we answer the phone, to the moment when our vehicle drops them off safely – is interlinked and dependent on mutual respect.”

There is a very dangerous pitfall when respect isn’t valued, and Van Doorn uses the example of the person sending off a vehicle being rude to the driver. The driver might, in turn, be unfriendly when engaging with tourists.

“If colleagues treat each other with disrespect – even though our clients will never have knowledge of this – our service delivery is diminished. As a result, we place great value on respect, and we address disrespectful behaviour quickly and diligently,” he says.

Just like in any other fi eld, in tourism and transport innovation is necessary for success. Hylton Ross maintains a lion’s share of the travel market because of its unfailing ability to be pioneers in ideas that enhance their existing offers.

Van Doorn mentions that the moment when a company becomes complacent, it creates an opportunity for its competitors to attract its clients. His market is constantly changing and the business must change with it. So he says the development of new products and state-of-the-art equipment helps Hylton Ross stay agile.

“The truth is, innovation comes from having room for mistakes, because new ideas can’t work every single time. Our employees must have space to try new things, to fail often, and then to sometimes be successful,” he adds. “When we succeed in giving our people this space, we innovate. When we don’t, we ride on our past successes. The trick is to realise when we start to stagnate and to then do something about it.”

Hylton Ross is a force to be reckoned with in the travel and tourism industry and it can partner with any manufacturer when it comes to bus chassis, but it looked for a leader in the bus chassis manufacturing business.

“Mercedes-Benz Bus & Coach succeeds in upholding one of our core beliefs: that business is about people dealing with people. They treat their products, staff and clients with respect and it comes across when you partner with them,” says Van Doorn.

“Additionally, their product range is trustworthy and diverse, making it easy for us to fi nd a suitable chassis that we can trust, quickly – whether we need it in the desert of Namibia or the highways of South Africa. Lastly, their after-sales service is great because they also truly care. They put in the effort to ensure that their service continues long after the vehicle leaves their premises,” he notes.

“Guests who see the Mercedes-Benz emblem on our coaches experience peace of mind because they know they are boarding a reliable vehicle. The Mercedes-Benz brand manages to embody luxury, safety and status – a reputation similar to our own,” he says. “Our objective is to create a partnership between Mercedes-Benz and Hylton Ross that becomes a two-way street of creditability.”

Finally, Van Doorn concludes by saying: “Safety will always be our fi rst priority and Mercedes-Benz has successfully built a reputation for the safety of their vehicles. Our experience is that, from stability control to anti-lock braking systems, Mercedes-Benz offers the best that we can utilise in our vehicles to keep our passengers safe on the road.”

A D

aimler B

rand

2519 MBSA Hylton Ross dps.indd 1 2015/08/18 5:03 PM

http://www.mercedes-benz.co.za/content/south_africa/mpc/mpc_south_africa_website/en/home_mpc/bus.flash.html


BUS RAPID TRAnSIT

When you mention

BRT, most people

automatically think

of Rea Vaya in

Johannesburg and MyCiTi in Cape Town. In

August, Rea Vaya was in the news for offering

a convenient, car- and parking-free way to

experience Maboneng, the hip place to be

and be seen in Johannesburg’s inner city.

The regeneration of the inner city has

seen the transformation of a number of

areas once thought of as “crime and grime”

no-go zones. The Maboneng precinct, on the

eastern side of the central business district

(CBD), is one of them.

Maboneng, which means “place of light”,

is a privately developed urban neighbourhood

that has become one of the poster boys for

the Johannesburg inner city, and is helping to

earn the city global travel accolades.

To start your Maboneng adventure,

you can take a Rea Vaya C1 bus travelling

eastward from the CBD to the Jeppe Police

Station bus stop. (You can catch a C1 bus

at any of the eastbound Chancellor House,

Library Gardens or Carlton stations.)

When you get off the C1 at Jeppe Police

Station bus stop, it’s literally a two-minute

walk southward down Betty, Albrecht or

Kruger Street and you’re at Maboneng. The

precinct is situated between Fox and Main

Streets, bounded by Maritzburg and Berea

Streets, but spreads more widely over the

neighbourhood.

Maboneng is constantly expanding

as new developments are completed. It’s

a thriving community, which is home to

several independent shops, restaurants

and entertainment venues along with loft

apartments, offices, a hotel, museum and

creative factory spaces.

Cape Town’s MyCiti network was also

in the news in August, when it introduced a

direct link between Dunoon and Century City,

via Omuramba Station. Six new stations also

opened, bringing safe, reliable and affordable

public transport to more Capetonians.

The T04 Dunoon-Century City route

travels along Potsdam Road from Usasaza

Station, serving industrial areas along

Koeberg Road, with new stations at Refinery,

Montague Gardens and Turf Club, before

reaching Omuramba Station.

Buses then turn down Ratanga Road,

providing communities around the new

Phoenix and Sanddrift Stations with access

South African public transport has been entering the new phase of

bus rapid transit (BRT) in various cities over the last few years. CLAIRE

RENCKEN explores the latest news and developments in this sector

what’s the buzz

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BREAkInG nEWS!Just as this issue of FOCUS was

about to go to print we learnt

that four Go!George buses were

torched during a protest (most of

the protestors were taxi drivers)

in George on the afternoon of

Wednesday, August 19.

ER24’s spokesperson, Werner

Vermaak, said: “The first bus was

set alight in front of the depot, and

the other three were set alight near

the N2 Garden Route Mall.”

No injuries were reported. The

George municipality said Go!George

passengers were safe, but had

suspended all Go!George services

until the situation was stabilised.


BUS RAPID TRAnSIT

to the growing MyCiTi network, before ending

at the new Century City Station at the public

transport interchange.

For existing passengers, the service

means a much quicker journey between

Dunoon and Century City, with fewer transfers

and a cheaper fare due to the shorter, more

direct T04 route. Currently passengers in

Dunoon need to change at Table View, Sunset

Beach or Racecourse Stations, and again at

Omuramba to reach Century City.

Buses travel along dedicated red roads,

ensuring a quicker journey even during the

heavily congested peak hours, with buses

departing every ten minutes during weekday

morning and afternoon peaks and every

20 to 30 minutes at other times, including

weekends.

Passengers from other parts of the city will

also benefit from a quicker, more convenient

connection to the Century City area.

However, it’s not only in Johannesburg

and Cape Town that things are happening in

terms of BRT. The Go!George BRT system

activated four routes in December last year,

as part of the first trial phase of the George

public transport system.

In January this year, it was reported that

the system was already a huge hit with the

community, just a month after the official

launch. By the end of January, passengers

had undertaken more than 69 000 trips on

the Go!George service since its launch on

December 8, 2014.

The four routes operate between the

CBD, Denneoord, Loerie Park and the Garden

Route Mall. The plan is that the network of

Go!George routes will eventually cover the

entire city of George, eventually expanding

towards neighbouring towns.

Sadly, in July the George Herald

reported that disgruntled taxi operators

and owners supported by the Economic

Freedom Fighters (EFF) were planning

another protest against the Go!George

public bus service on July 28. They were

also threatening to strike. This was on the

heels of the previous taxi cavalcade that

brought the George CBD to a complete

standstill on May 5.

“Implementing the BRT system will

have a direct effect on taxi operators in

the George, Oudtshoorn, Mossel Bay and

Plettenberg Bay areas. By excluding role

players, it undermines the whole process of

transforming the transport industry. The taxi

drivers and owners should have been the

major beneficiaries of the system,” the EFF

said in a statement sent via e-mail by Bernard

Joseph, chairman of the Western Cape EFF,

to the George Herald.

Taxi operators vowed not to back down

until their demands are met. They indicated

that they are prepared to take the matter to

the High Court.

It would seem that there’s no end in sight

for this war between the taxi industry and

other public transport sectors, not in the

foreseeable future anyway. |FOCUS

BILLIOn DOLLAR BUSESChina has experienced massive growth in

recent times – so much so that rectifying

the massive amounts of air pollution from its

ever-expanding industrial and transportation

requirements now requires billions of dollars.

One solution has been to address the

country’s transportation requirements.

Research analyst IDTechEx – which appraises

the entire electric vehicle industry across

land, water and air modes of transport –

has reported that China’s initiatives include

spending up to US$ 1 trillion (R12,88 trillion)

on electric buses over the coming 15 years.

This will reduce the impact of air pollution

and is expected to save the country more

than US$ 22,5 trillion (R289,9 trillion), or one

percent GDP, over that time.

IDTechEx reports that many orders for

pure electric buses costing up to US$ 0,5

billion (R6,44 billion) have been placed over

the past year. XALT in the United States has

received a US$ 1 billion (R12,88 billion) order

for advanced lithium-ion traction batteries for

one bus manufacturer in China.

“Bus companies are the billion-dollar

story right now,” comments Peter Harrop,

chairman of IDTechEx. “In the coming year

or two we can expect several orders of

US$ 1 billion dollars at a time for buses

manufactured in China. Based on our analysis,

the market for electric buses of over eight

tonnes will be more than US$ 40 billion

(R515,38 billion) in only five year’s time.”

In line with this initiative, the Chinese

government has also banned two-stroke, two-

wheel vehicles and removed millions of the

worst polluting vehicles from its roads. Many

Chinese cities have also banned, or severely

restricted, e-bikes.

“The Chinese government is right to

prioritise electric buses and trains over

e-bikes, which have other problems such

as boosting the lead-acid battery business

– with its bad record of pollution from lead

smelting through to used batteries landing up

in waterways,” says Harrop.

“Control is a bit better with micro-EV cars,

and the regular electric cars tend to have

lithium-ion batteries. However, electric buses

are run almost entirely on lithium-ion batteries

and supercapacitors – neither of which have

the problems of lead.”

IDTechEx quotes the World Health

Organisation (WHO), stating that with the

rapid growth of traffic in developing countries

such as China and India, air pollution has

outpaced the adoption of tighter vehicle

emission standards.

The WHO claims that outdoor air pollution

caused 3,7 million premature deaths in

2012, with China having the largest share.

Some 1,2 million premature deaths in the

country could be attributed to the outdoor air

quality in 2010. In China, pollution from traffic

is probably also responsible for 50 percent

of the deaths and injuries from air pollution.

BUSSTOPS


HOPPInGOFF

sadly, the problems go further

than this – public transport is

also being hammered by bogus

25-year plans and questionable

high-speed railway and bus rapid transit (BRT)

schemes. October “public transport month”

is on its way, so let’s take a closer look at the

mess we are in.

For nearly 190 years, railways everywhere

have been pushed around by vested interests,

incompetence, mismanagement and

government interference of the wrong kind.

Thankfully, there is also a “right” kind, but

this has been absent so far in South Africa,

where both Prasa and the Gautrain are

underperforming. The main difference between

them is that Prasa is underfunded, while the

Gautrain is overfunded.

Writing in the Daily Maverick on June 23,

2011, Ivo Vegter, a writer on environmental

issues, described the Gautrain as a “disgusting

barrel of pork”. That was when the loss was

R360 million. I wonder what he would make

of the current loss, which amounts to R1 500

million.

What should we learn from this?

Lesson one: We suggested a few months ago

that Prasa and the Gautrain should become

one organisation, but with a new management

structure and operating philosophy. In the

absence of a proper 25-year plan for Gauteng,

a clean sweep is called for.

In the Financial Mail of July 9, Gautrain

management was trying to justify its continued

existence and to deflect attention from its huge

loss with more spin about “densification”. This

process should have started 40 years ago –

around Prasa stations. It’s not too late to start

doing just that, at a fraction of the cost of new

rail construction.

Lesson two: There is no need to use brand-

new locomotives to pull passenger trains. In

1972, I made a final trip from Durban to

Stanger behind two venerable class 1E electric

locomotives – E2 and E22. Both were by then

48 years old.

The most numerous class of locomotive

(960 units) to run on the South African railway

system so far has been the 6E1, but it was only

in 1984, a full 13 years after their introduction,

that they started pulling passenger trains

regularly.

Lesson three: There is no justification

for using locomotives to pull only passenger

trains. Today, the inter-city rail timetable

for South Africa can be fitted on a single

A4 page. The highest number of trains “on

the road” at any given time is 12; during

Sunday night and Monday morning. Even

with two locomotives on each train, that is a

requirement of only 24.

What are we going to do with 70

locomotives? Perhaps Prasa and Spoornet

have a plan to introduce more trains. That

would be nice. In that case, we can ignore

lesson four, but here goes anyway.

Lesson four: We need to re-introduce daily

long-distance rail passenger services, and

revive mixed passenger and freight services

on many lines.

Let’s go back into history. From 1830

onwards the United Kingdom (UK) experienced

an explosion in railway activity which was Uber-

like in its implications.

Over a period of 53 years (1840 to 1893)

the UK parliament had to pass a number

of Railway Regulation Acts (RRA) to ensure

proper standards in the industry. The most

significant of these, from a South African point

of view today, is the RRA of 1844.

In order to get a “licence” to operate,

every railway had to (take a deep breath

here): run at least one train a day, every day,

on every line, in both directions, stopping at

every station and travelling at an average of

not less than 12 mph (20 km/h). The trains

also had to provide coaches for third-class

passengers that were fitted with a roof and

seats, and charge them no more than one

penny a mile.

(Until then, many passengers had been

sitting on top of the goods in open wagons; a

practice that had started on day one of public

railways in 1825. Exactly the same happened

when trains were introduced in Durban, on

June 26, 1860.)

We are coming up to the 190th

anniversary of the 1825 event, on

September 27. It would be a fitting tribute

to the role played by railways so far if

Prasa and Spoornet were to announce the

re-introduction of daily trains between all

major destinations in the country and on

several other lines as well.

Since 1825, rail freight and rail passengers

have co-existed, however uneasily, so let us

hope for some “right” kind of interference from

the government, for a change.

Did I hear someone say “insufficient funds”?

These suggestions will cost far less than we are

wasting on the Gautrain. |FOCUS

In July, this column warned of problems ahead with the Passenger Rail Agency of South Africa’s (Prasa’s)

plans to buy 7 224 new coaches. If the hoo-ha around the public protector’s report, dodgy contracts,

oversized locomotives and bogus qualifications are anything to go by, the future has already arrived

more “advice” for

prasa

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


HOPPInGOFF

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FOCUS September 2015

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Transcript of FOCUS September 2015