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Sex, drugs and truck hijackings ...
FOCUS Conference: rules, regulations and labour problems
this year. Maybe if I ask nicely … unlike all those
nasty people on social media who say you don’t
know what you’re doing … you will reconsider.
Just maybe … Now I know that you deal with
new regulations each and every day, so allow
me to remind you about the regulations to
which I am referring …
The first is the requirement for a driver
evaluation before a licence is renewed. You
know what? In theory it is a cool idea, but
let’s face it, this is just not the most practical
of notions. How on earth are you going to
get this right? It’s going to involve employing
a small army of people. I hope it doesn’t give
officials more opportunities to earn bribes (ag,
I am sure it won’t; I’m just being a cynic again).
Perhaps it would be easier to crack down on
false licences?
Then there are the rules pertaining
to people in the back of a bakkie. You are
suggesting that no more than five adults – and
absolutely no children – should be transported
in a bakkie load bed.
Minister Peters, I have to tell you that I
once fell out of the back of a bakkie – I narrowly
avoided being paralysed. Bakkies are not made
to transport people – young or old.
Don’t you think it would be appropriate to
ban everyone from being in the back of a bakkie?
Oh, and while we’re chatting about children, any
chance you could get your traffic cops to ensure
that kids are always strapped up?
Gosh, then there is that suggestion that the
speed limit is reduced – from 60 to 40 km/h
in towns, 100 to 80 km/h on rural roads and
120 to 100 km/h on city freeways. Shame,
you have really been taking some flak about this
hey? You poor dear. It was much easier being a
social scientist, wasn’t it?
The problem, you see, is that speed is not
killing thousands of South Africans each year.
The lack of enforcement is the problem here!
Have you driven on the N3 to Durban recently?
Of course not, silly me. Tsk tsk.
Let me tell you about it. No one speeds
on the highways in KwaZulu-Natal – because
the police there just don’t play fair. They hide
in bushes and pounce on those who speed,
dishing out huge fines. When you try to bribe
them, they refuse. I know this because a friend
of mine told me.
dear Minister Peters
First, I must say that it was
an honour to meet you at the
Golden Arrow Bus Services
function in Cape Town recently, when you
officially handed Road Transport Management
System (RTMS) accreditation to this superb
bus operator.
As an aside, I have to tell you that your
presence cost me a beer. Having attended
so very many official functions in the past,
which your predecessors or members of your
department were meant to attend (but didn’t),
I thought you probably wouldn’t make it either.
So I bet one of the delegates a beer that you
wouldn’t arrive. I have to say that it’s the one
bet that I actually wanted to lose … because I
wanted to meet you.
It was thus that, when you did arrive at the
event, I was one beer poorer, but one meeting
richer.
Anyway, I digress. It was good to meet and
listen to you. I love your sense of humour (when
you commented that your bio sounded like an
obituary), your humble nature and the fact that
you’re really down to earth.
Gosh, we even shared a glass of wine
together after the official proceedings had
ended (neither of us was driving so it was quite
okay). I was quite sorry when your bodyguards
rushed you out of the function room.
I really need to chat to you, however, about
something that’s really close to my heart: the
regulations you want to introduce at the end of
Do you see what I am saying? People stick
to the rules of the road in the Zulu kingdom –
the consequences of ignoring them are just too
expensive. Maybe you could consider getting
that level of enforcement to exist in other
provinces too? #JustSaying?
Finally, there is the issue of banning goods
vehicles heavier than 9 000 kg from roads
between 06:00 to 09:00 and then from 17:00
to 20:00, Monday to Friday.
With all due respect ma’am, this is as
ridiculous as banning boerewors from braais.
It just won’t work. It will just cost too much, you
see. Drivers won’t work overtime without being
paid – meaning consumer prices will skyrocket.
Remember that glass of wine we shared? It will
cost more. That would really break my heart.
Then there are the many practical issues.
Where would you like all the trucks to park?
Please … not outside my house. Oh, and what
about the safety of the drivers while they’re
parked? We all know that it’s a lot easier to
hijack a stationary vehicle …
Minister Peters, I am sure that a number
of other people have come up with these ideas
… I am sure that they are not all your doing. So
hey, I’m not blaming you or anything like that,
but please … as my newly found drinking buddy
… I am asking you to give them some thought.
You’re one smart lady. I know you will do the
right thing. So, until our next glass of wine
together … cheers! |FOCUS
to the Minister of transportopen leTTer
Charleen Clarke
FOCUS editor Charleen Clarke recently met Minister of Transport Dipuo Peters, when she travelled to Cape Town to witness Golden Arrow Bus Services receiving its Road Transport Management System (RTMS) accreditation. Read more about this milestone in the South African bus industry on page 54 of this issue of FOCUS.
licensing offices in the Gauteng area, where it is,
at times, difficult to find a clean, secure parking
area and someone to direct you to the correct
building entrance.
At the Mogale City vehicle test station
there were no dangerous-looking characters
surrounding the car, offering their service to
shortcut the process for a fee.
Recently, there have been media
reports warning people to be very wary
about dealing with these untrustworthy
people who operate outside the perimeter
fence of the other test stations. As at
some of the local motor vehicle licensing
stations, cars have also been broken into
and valuables stolen while the owner is
inside the building.
Sadly, the latest incident resulted in the
death of an elderly woman, who was attacked
right outside the licensing department while
following her husband, who was on his way to
the facility to renew his driving licence.
At the entrance to the administration
building I was again greeted by a friendly
assistant, who directed me to a very clean
and well-laid-out area, where all the relevant
forms required for the various transactions
were neatly displayed. The official assistant
also offered his guidance (without asking for
money), to ensure that I had all the necessary
forms.
Good and adequate seating is also provided
to accommodate all the applicants. While
waiting in the orderly queue, a photographer
offered his services. Again, this is properly done
and without the necessity of going across the
road (as is the case at some of the other test
stations) to have photos taken.
The staff, who process the documents
and do the eye test and fingerprints, are also
friendly and treat each person in a courteous
and professional manner. The process is quick.
The payment office is well staffed and, again,
the process is quick. At some of the other test
stations you can wait for a long time before you
are called to the counter to pay.
The entire process took me only 30 minutes
– compared to my previous experiences where
it would take the entire morning.
So, the question to be asked is: why
can one motor vehicle licensing test station
in the Gauteng area offer a world-class
service, staffed with professional and friendly
people, while other test stations offer such
an unprofessional, unfriendly and shoddy
service? |FOCUS
I recently experienced nothing short of world-
class service at the Mogale City motor vehicle
licensing office. Others in the Gauteng region
should follow its example
congratulations are
in order
One of this country’s most respected commercial vehicle industry authorities, VIC OLIVER has been in this industry for over 50 years. Before joining the FOCUS team, he spent 15 years with Nissan Diesel (now UD Trucks), 11 years with Busaf and seven years with International. Do you have a comment or thought you would like to share based on this column? Visit www.focusontransport.co.za and have your say!
June 2015 |FOCUS| 7
lettersFOCUS
in orderThe BPW Group - System Partners for Vehicle Manufacturers and Mobility Partners for Vehicle Operators.
Telematics from:EUROTELEMATIK
BPW Running Gear Systems Axles and SuspensionsBrake technology incl. • Disc Brakes • Drum Brakes • Brake Cylinders
Composite Solutions from:HBN TEKNIKMudwingsSpray SuppressionECO Air Tanks
rESTrICTION ON FrEIGHT vEHICLES WON’T rEDUCE rOAD CArNAGE!The proposed legislation to restrict freight
vehicles in peak hours will NOT reduce road
carnage, but will merely create greater
congestion, more chaos and pandemonium
on our roads. It will result in consumers
paying more for a loaf of bread – if they’re
lucky enough to find a fresh loaf on the
shelf at their local supermarket. Not to
mention veggies, meat, chicken, fish, butter
and milk, which are already being impacted
by countrywide load shedding.
Picture laden trucks parked off on the
sides and verges of roads from highways to
upmarket suburban areas … and a sudden
tsunami of trucks as soon as the restriction
is over, jostling to markets to make up for
lost hours.
Operators will have to review loading
and offloading times with customers and
review how loads are going to be distributed
around the country. This could very easily
result in smaller vehicles being utilised, which
will just drive up the cost of logistics – and
motorists will have to contend with more
freight vehicles on the road.
This legislation will not solve the real
problem on the roads, which is the lack of
enforcement and motorists not obeying the
rules of the road. Sporadic testing of drivers
by authorities will not curtail the accidents,
either.
The major truck accidents have been
caused as a result of operators that did not
operate legally and professionally on our
roads, which would most probably have been
prevented through proper law enforcement.
In the incident in Pinetown, despite the
driver’s illegal licence, it was clear that no
compliance training had taken place and, in
the N12 incident, a basic pre-trip inspection
had not been properly conducted and the
truck had not been maintained.
In the unfortunate accident in which
Public Service and Administration Minister
Collins Chabane was killed, the owner of the
vehicle was not a professional operator and
the vehicle had not been licensed.
The Road Freight Association urges the
minister of transport to seriously reconsider
such draconian measures, which will be more
damaging to the economy and will result in a
poorer society.
Minister, rather focus your resources
on proper law enforcement, eradication of
bribery and corruption and providing more
officers for duty during the period of the
proposed restriction.
Gavin Kelly
Technical and operations manager: The
Road Freight Association
Thank you for your comment, Gavin. We
couldn’t agree more, and we’re sure our
readers feel the same.
Kelly’s comment comes in the wake of
the announcement in April that Minister
of Transport, Dipuo Peters, intends to
introduce new regulations that restrict
goods vehicles (with a gross vehicle mass
exceeding 9 000 kg) from operating on
public roads at certain times.
In terms of the intended regulations, no
person shall operate, on the public road,
a goods vehicle with a GVM exceeding
9 000 kg between 06:00 and 09:00 and
17:00 and 20:00, Monday to Friday, except
weekends and public holidays.
While these intended regulations were
to be published for public comment and
discussion, no draft regulations have been
published for comment and no communication
has been forthcoming from the Department
of Transport in this regard – Ed.
WELL DONE FOCUS!
I must say the FOCUS Conference
and Truck Test event was a huge
success. The conference timing
and venue fitted in perfectly with
Automechanika and the FOCUS
team really pulled out all the stops.
I am sure if you contact the OEMs
that attended you will get the same
response. Well done!
I will definitely be watching the
Truck Test coverage on Ignition.
Ettiene Holtzhausen
Key account manager Commercial
Vehicles Division, Voith Turbo
AND AGAIN …
It was really great to meet the
FOCUS team at the conference
event on Friday May 8 at Nasrec.
Well done on putting together a
great event that was well attended
and supported!
Nikisha Sirkar
Petronas Lubricants Africa
Thank you for your kind words,
Ettiene and Nikisha! We’re thrilled
that you both enjoyed the conference
and we, too, look forward to seeing
you both at the next event – Ed.
??????????????
COvErSTOrY
offerings include a new telematics system, a
mobile phone application and numerous fuel-
saving features to effectively assist fleet owners
to cut their transport costs.
“We believe that Volvo Trucks Southern
Africa is leading the way in supporting fleet
owners in a modern and interactive, yet very
practical, way,” says Coolsaet.
One of the ways Volvo Trucks is assisting
customers to save costs is with its Dynafleet
fleet management system. This state-of-the-art
system includes a phone app that is aimed
specifically at drivers.
With the new app, drivers can see
for themselves how efficiently they drive,
compare their performance with that of
their colleagues and improve their driving
techniques. One of the app’s main functions
– Fuel Efficiency Score – rates the driver’s
performance in four areas that, in various
ways, impact the truck’s fuel consumption:
anticipation and braking, engine and gearbox
utilisation, speed adaption, and standstill.
The results are then collated to produce an
overall score.
As part of Volvo’s Telematic Gateway,
FH fleet owners receive constant updates
on the performance of trucks and drivers in
commercial fleets – wherever they are. This
makes it possible to easily pinpoint critical data
and take immediate action for reduced costs
and better vehicle usage.
In addition, as an answer to ever-changing
industry requirements, and to support
customers in their quest for optimum uptime,
the Volvo Trucks Gauteng branch has also
recently implemented extended workshop
hours; from 07:00 to 23:00 on weekdays, and
from 08:00 to 15:00 on Saturdays.
“Our dedicated dealer teams and
advanced technology help fleet owners
manage unplanned repairs, no matter where
their trucks may be. Our teams won’t stop
working until the truck is back on the road.
It’s one more way we’re helping fleet owners
deliver on their own commitments to their
customers,” says Coolsaet.
THE FUTUrEWith the most modern and innovative product
line-up ever, in the FH16, FH, FM and FMX
model ranges, Volvo Trucks has an outstanding
ability to help customers to improve productivity
and profitability.
“Going into the future, it is becoming more
and more important to explore and understand
a region’s local operating environment, and to
adapt our business to meet our customers’
transport requirements,” says Coolsaet.
“After operating in South Africa for more
than 13 years, Volvo Trucks believes it is able
to meet these unique requirements and offer
local customers the professional support they
require and deserve.” |FOCUS
Fleet owners know that every second of saved uptime means increased revenue, maximised efficiency and new opportunities. That is why Volvo Trucks Southern Africa (SA) is continuing to expand and strengthen its dealer network throughout the region
leading with innovative
SupporT
The company, which now has
18 dealers in South Africa,
is broadening its reach
systematically and with a focused
strategy of bringing valuable support right to
customers’ doorsteps.
“Our dealers are total-solution providers.
The products form the core of our offering. They
are supported by innovative aftermarket and
extended services that make a real difference
to fleet owners’ businesses,” says Christian
Coolsaet, MD of Volvo Trucks SA.
“We believe the world-class quality,
expertise and technological prowess provided
by our dealers, give our customers the edge in
a highly competitive market.”
Volvo Trucks has a recently established
dealership in Harrismith, and will also be
opening a new facility in Bloemfontein in June,
at an investment of R15 million.
The company’s expanded footprint means
that customers are closer to accredited dealers,
and have easier access to manufacturer-
trained technicians and genuine parts. Volvo
Trucks is planning to have 25 dealers by the
end of 2015.
TrAINED DEALErS + INNOvATIvE TECHNOLOGY = INCrEASED UPTIMEVolvo Trucks SA invests heavily in the training
of its dealer staff to enable them to effectively
support their customers. Innovative support
June 2015 |FOCUS| 9
10 |FOCUS| June 2015
FOCUSCONFErENCE
other than the announcement
of the Truck Test 2015
results by Hellberg Transport
Management’s Martin
Dammann (see the May edition of FOCUS),
a wealth of valuable, rich information was
afforded by the four main speakers – along
with the obligatory laughs, of course. Each
one is an industry expert in his own right, and
the 200-strong audience therefore derived
maximum value.
The wealth of knowledge, insight,
experience, passion, humour and wit that
was imparted made for an industry event that
proved to be both jovial and practical.
TAKING OUT THE rATS AND MICEAdrian van Tonder, chairman of the national
Road Transport Management System (RTMS)
steering committee, was first up with a brief
presentation highlighting the new consignee/
consignor legislation that became effective on
February 1.
Whereas, in the past, the responsibility
to move goods safely lay with the transport
company, the new legislation has changed this
to make the consignee/consignor responsible
for what their transporter does on the road,
and to ensure that the transporter acts within
the regulations of the Road Traffic Act.
“The consignee/consignor can no longer
outsource his responsibility – if a vehicle
is running overloaded, both he and the
transporter will be held liable. This is a huge
shift … it’s been a long time coming and I’m
glad it has happened,” Van Tonder notes.
“It will start taking the rats and mice out
of the industry – those that are operating
at stupidly low rates, with illegal vehicles and
drivers who are not well trained, as well as
consignees who force down the rates of the
transporters. The burden now lies on them to
make sure they have sustainable transporters
moving their goods. That is good for the
industry.”
Van Tonder explains that should an MD
of a consignee company not take reasonable
steps to ensure that the transporter abides
by the rules, he can be held responsible in his
personal capacity. “If the consignee is found
to be in contravention of the act, the person
responsible will be held liable and could face
jail time,” he explains.
Section 75B of the legislation dictates
that well-documented proof of such policies,
procedures and steps taken to prevent vehicles
from being overloaded need to be kept.
It is also required that a goods declaration
be kept in each vehicle, which needs to detail,
among other things: the nature and quantity of
goods transported; the contact particulars of
the operator – or, in the case of a combination
of vehicles, of every operator in the combination
It’s difficult to sum up the first-ever FocuS Conference. In a word we would call it “successful”, but it was
so much more than that … GAVIN MYERS gives you the “executive summary”
Let’s reiterate – Truck Test 2015 was not a competition. No winners were crowned. Nonetheless, the
results do not lie … the DAF XF105.460 was arguably the best performer in the tautliner interlink category
don’t take our
for it …Word
June 2015 |FOCUS| 17
TrUCKTEST 2015
“The market can expect an array of new
services from us in the future, which will
put us in a better position to keep ahead of
market demands. We may also be introducing
additional products through the course of this
year,” he alludes.
Gavin goes back to the XF105.460 to
illustrate his point. “The fuel consumption factor
of this vehicle is a huge talking point, as this
contributes to over 50 percent of a long-
distance transporter’s overall costs.
“If you couple this product to our
other support pillars – our own repair
and maintenance packages and on-board
telemetry, Executrax, and our in-house
finance company – there should be no
reason whatsoever for transporters to look
elsewhere for a complete transport solution.
We really do live up to our reputation of
‘Trusted to Deliver’.”
As Steyn says, with the DAF brand, Babcock
offers a complete, all-round package. “We have
the best long-distance truck, excellent service
and dealer coverage in South and southern
Africa, as well as solutions like a finance
offering. “Transporters that run our products
feel comfortable that they have the best truck
available with the service to back it up.”
“Truck Test 2015 has given us the
opportunity to prove to the South African
market that the DAF XF105.460 is the best
vehicle on the country’s roads in terms of
overall productivity,” Gavin notes.
“Overall, the test was great – extremely fair,
well thought through and, for the first time ever
in this country, actually compared apples with
apples. We are extremely proud that, under
these circumstances, we performed at the top
of the pile in the interlink category,” he continues.
“Transporters no longer have to take our
word for it … the Truck Test 2015 results prove
that the DAF XF is the most profitable truck
in its category on South African roads,” Steyn
concludes with a smile. |FOCUS
“The DAF XF will improve an operator’s profitability,” says Babcock.
18 |FOCUS| June 2015
TrUCKHIJACKINGS
Crime is, unfortunately, a part of everyday life …
distressing headlines litter news channels both
locally and abroad. The South African trucking
industry is, however, being hit particularly hard
and truck hijackings …Sex, drugS
in the early hours of the morning a truck pulls into something more
resembling a plot than a truck stop. The “Molotov cocktail” that the
driver took to fight fatigue is wearing off, but he still has enough
energy to deal with his “loneliness” ...
This isn’t a mob-movie scene, but an everyday occurrence within the
South African trucking industry. Drug and alcohol abuse, as well as easy
access to prostitutes, are taking their toll on the health and well-being of
drivers countrywide. It doesn’t end there, unfortunately.
According to the Road Freight Association, truck hijackings in 2014
saw a ten-percent increase on 2013, with a total of 1 200 hijackings
at an estimated cost of R12 billion. FOCUS approached three of South
Africa’s most successful commercial vehicle tracking companies for their
June 2015 |FOCUS| 19
TrUCKHIJACKINGS
June 2015 |FOCUS| 19
Sex, drugS
insight into this continuing violation.
Leon Mynhardt, operations manager at
Mtrack Electronic Tracking Systems says
that, in his experience, the cargo, as opposed
to the vehicle, is most often the intended
target of the hijackers.
“In most cases, the value of the goods
being transported exceeds the value of the
vehicle transporting those goods. Trucks are
hijacked and then taken to a secluded place.
The goods are loaded onto the hijacker’s
trucks and then distributed to their offset
markets, which are often across the border,”
Mynhardt explains.
“This trend has forced transporters to
shift focus away from protecting and tracking
just the vehicles, to protecting and tracking
the actual cargo being transported,” he
continues.
Hein Jordt, managing director of Ctrack
Fleet Management Solutions, confirms that
the cargo is usually the intended target:
“Hijackers target loads that offer high-value
goods – such as cellphones, tablets and
expensive alcohol – for which they have
a definite market, or loads that that can
be disposed of swiftly – such as nappies,
cigarettes or any fast-moving consumer
goods.”
“Hijackers may also be looking for a
specific cargo, such as high-value electronic
goods or grocery items, among others,”
reiterates Jerry Pierce, operations manager
at Cartrack.
“There are occasions, however, where
the actual vehicle or its trailers are the
target,” he adds. “Cargo items find their way
back into the economy, the black market or
are shipped across the border, while vehicles
and trailers are stripped for parts, shipped
out of the country or are simply relicensed
(with the aid of corrupt officials) and put back
on our roads.”
These crimes cost the economy,
insurance industry and operators billions.
“Besides the expense of having to replace
the vehicle and its cargo, there is also
reputational damage,” explains Pierce, adding
that there are many modus operandi that
criminals employ to gain access to vehicles.
“We have noticed an uptick in incidents
involving the notorious ‘blue light gangs’ that
operate in the Gauteng area at present,”
he tells FOCUS. “Another tactic is the ‘good
Samaritan’ approach, where a road user
will indicate to a truck driver that there is a
problem at the back of the truck, resulting
in the driver pulling over and becoming the
victim of a hijacking.”
Jordt adds: “The hijackers gain access
to the vehicle by waiting for an opportunity
at truck stops, acting as passengers at toll
plazas, or waiting at places where the vehicle
has to stop.”
The reality of the situation is that as you
are reading this, a hijacking is probably in
progress; endangering the life of a family’s
breadwinner and continuing to affect the
South African economy.
“The South African Police Service crime
statistics, which were released for the
period April 2013 to March 2014, show
a total of 69 082 incidences of hijacking,
(including both car and truck hijackings),”
says Mynhardt.
“This translates to 5 756 per month, 191
per day, or eight per hour in a 24-hour day.
Truck hijackings make up about 1,5 percent
of this, but a large number of corporate
enterprises, such as courier companies,
construction companies and those in the
motor industry, are affected.”
WHAT TO DO IF IT HAPPENS TO YOUPrevention is better than cure. Drivers should
try to avoid situations that put them at risk,
such as stopping next to the road. There is
safety in numbers; rather stop at a truck
stop.
Mynhardt adds that trucking companies
should remember that hijackers come
in many guises and have no obvious
distinguishing features. “It is best to treat
all unknown persons as suspicious, including
police.”
However impossible this might sound, if
you do fall prey to this crime, it’s best for the
driver to keep calm and cooperate. “These
thugs do not hesitate to cause harm to
anyone,” Jordt cautions. “Drivers should be
aware of their surroundings and be on the
lookout for conditions, or events, which could
compromise the individual, the vehicle and
the cargo.”
Pierce adds that, in a hijacking situation,
drivers should acknowledge the presence of
the hijackers and not make any eye contact.
They should keep their hands visible at all
times and always let the hijackers know what
they are doing, as any sudden movements
can be extremely dangerous. |FOCUS
20 |FOCUS| June 2015
DrIvETrAINS
it’s probably fair to assume that most
commercial vehicle operators have
some concept of the inner workings
of their vehicles. However, the
basic internal combustion engine, and the
mechanisms employed to get its power to
the road, are in a continual state of flux.
The drivetrain is, therefore, a topic that is
well worth exploring. So, with an eye on the
wider topic, but, where possible, specific to
commercial vehicles, let’s do just that …
A vehicle’s drivetrain is made up of all the
components that take the power from the
powerplant (in this case the diesel engine)
to the driven wheels that propel the vehicle.
These include the gearbox and transfer box
(applicable depending on drive configuration),
the propeller shaft/s, and the final drive.
Technically, the powerplant does not fall
into the drivetrain category – but it is worth
at least taking a high-level look at what
exactly makes the power before discussing
the drivetrain components.
ENGINE
Most of the world’s modern-day trucks are
powered by diesel engines, which vary in size
GAVIN MYERS puts the power down and (somewhat simplistically) explores what components make up
a drivetrain, and how these have changed over the years to become modern-day technical achievements
that inner
driVe
June 2015 |FOCUS| 21
DrIvETrAINS
and power output, depending
on the class of vehicle and
application for which it will be
used. While the basic design
of the four-stroke diesel engine
has remained unchanged
since its invention in the
1890s, ongoing technological
advances continually increase
power and reliability, while
decreasing impact on the
environment.
Notable among
these was the invention and
patent by Cummins, between 1943
and 1946, of the common-rail fuel system
(the first successful use of common rail in a
production vehicle came in 1995, by Denso
with the Hino “Rising Ranger” truck); mass
production of turbodiesel trucks by Volvo
in 1954; the advent of European emission
standards in the 1990s; and the invention
of the unit injector system by Bosch in
1994.
While the internal combustion engine
will power commercial vehicles for the
foreseeable future, a range of alternative
powerplants is slowly gaining favour –
including full-electric and hybrid (internal
combustion and electric) drive.
GEArBOX AND TrANSFEr BOX
Vehicles (especially heavy ones) require a
lot of torque to move and so the gearbox
performs a multiplication function by using
its various ratios. From the engine, drive
(torque) is sent to the gearbox via the
clutch (manual/automated-manual/dual-
clutch transmissions) or torque converter
(automatic transmissions). This is then
multiplied by the ratio of the selected gear
as it passes from the input shaft through to
the output shaft.
At the same time, the output shaft rotates
at a rate that is slower than the input shaft,
causing a reduction in engine revs and the
ability to reach a greater speed. The process
is repeated through the following gears.
Here again, technology has moved the
game on to levels of efficiency and driver
comfort never before imagined. Readers
of a more-advanced generation will fondly
remember terms like “crash boxes” and
“double declutching” … a technique used
to match the engine and manual
gearbox speeds to allow the
gears to engage smoothly.
The widespread advent
of synchronisers on manual
gearboxes (from the 1980s
onwards) did away with this
practice and brought about much
smoother and easier gear changes for
the driver.
Nonetheless, even traditional manual and
automatic transmissions are beginning to
look antiquated. Thanks to the advent of
sophisticated computer control systems,
automated manual transmissions (AMT) –
whereby the clutch is operated automatically
and the driver can (if needed) control the
gear selection – are now commonplace in
the wider automotive and commercial vehicle
world.
Also gaining traction is the dual-clutch
gearbox, in which the gearbox internals are
split in two; each with its own clutch. Each
clutch is, therefore, primed and ready to
alternately engage and disengage as and
when the next gear change is required.
The result is a seamless power delivery –
undoubtedly a bonus for a fully loaded rig
climbing a hill, as much as it is for a super-
quick sports car.
In the case of a vehicle where both the
rear and front axles need to be driven (the
most basic example being a 4x4), a transfer
box, that splits the drive back and forth,
is fitted after, or at, the output end of the
gearbox.
This function is usually controlled by the
driver either manually or, in more recent
years, electronically. In some instances, a
second set of low-range gears is fitted, which
serve to slow the vehicle down and further
increase the torque sent to the axles.
FINAL DrIvE
Once the drive leaves the gearbox and/or
transfer box, it is sent along the propeller
shaft (prop shaft) to the differential mounted
on the driven axle/s (the central shaft
connecting the wheels on either side).
The differential forms part of the final-
drive assembly, which is the last set of
components tasked with getting the wheels
in motion.
Evidence suggests that differentials have
been around, in some form or other, since
as far back as 1 000 BC! The modern
automotive differential, however, first came
into being in 1827 – so there have certainly
been many advances on the concept.
Nonetheless, the basic differential splits the
drive from the prop shaft between the left
and right sets of wheels, while also allowing
them to rotate at different speeds, aiding
turning ability.
Two advancements of the basic
automotive differential are the limited-slip
(1932) and locking differential (circa 1970s),
which are used in applications where the
wheels are required to move together and
at the same speed (locking) for maximum
traction.
Today, many commercial vehicles make
use of hypoid gear sets in the differential
which – without going into the technicalities
– are employed to aid the efficiency and
strength of the component.
Commercial vehicles can employ two or
more sets of extra tandem axles – which
may or may not be driven – in the pursuit of
greater traction and weight capacity.
Up to now we have only considered
the single-reduction axle (with the single
differential that splits and transmits the
power), the benefits of which are its light
weight and minimal mechanical power losses.
Today, many commercial vehicles,
especially those operating in harsh
environments, feature hub reduction. This
system adds an extra set of reduction gears
in the wheel hubs and, therefore, serves to
split the final-drive ratio, reducing the load on
the differential. |FOCUS
??????????
22 |FOCUS| June 2015
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Grain SA’s Nampo Harvest Day must be the finest exhibition on the planet … but the farming sector is
facing some challenges, as CHARLEEN CLARKE discovers in Bothaville
tiMes aheadTroubled
»
24 |FOCUS| June 2015
FOCUS ONNAMPO
and more reliant on machinery – and there
certainly was lots of that on display at this
year’s show. Here are just some of the
highlights …
While UD Trucks is doing particularly
well in the heavy commercial vehicle sector
this year (its sales within this segment have
grown by a whopping 23 percent), it was the
company’s all-new Quester that got the most
attention – because the name of this truck is
brand new to farmers.
The farmers’ wives, on the other hand,
remarked on the company’s truly delightful
stand – the inside was reminiscent of a
farmhouse interior; the exterior was like
a farmhouse stoep and the stand even
featured pumpkins that served as doorstops.
So clever!
Equally smart was the release of
controversial helicopter drones by Engen.
(I say “controversial” because of the latest
government legislation to control their use.)
Engen has been present at Nampo for 38
years and the 70 000 visitors to the show
appeared to be delighting in the drone
technology, which the company was using for
the first time.
Hercie Venter, Engen national sales
manager – Lubes Distributors, told FOCUS
that the company’s support of Nampo over
the years is an indication of its long-standing
relationship with agriculture.
“Farming is important to us. We have
supported agriculture in South Africa for
decades through Nampo and many other
initiatives. We take a lot of satisfaction from
the knowledge passed on in that way, as well
as the scientific, business and technological
innovation shared,” he commented.
According to Venter, Engen lubricants
have been trusted to keep things running
smoothly on farms for generations. The
agricultural industry appears to agree. “Wind,
rain, heat and dust put a lot of strain on farm
vehicles and machinery. Engen lubricants are
designed for these extreme conditions,” said
Rudi Barnard, Massey Ferguson dealer in
Hartebeesfontein.
Frikkie Kirsten, farmer at Makwassie,
supports this view. “My planters are the heart
of my business. Engen lubricants keep them
running day in, day out,” he pointed out.
The Mazda team, present at Nampo
as a stand-alone brand for the first time,
was also in an upbeat frame of mind. The
company displayed the Mazda2 1,5-litre
Hazumi; Mazda3 2.0-litre Individual six-
speed manual hatch; top-of-the-range
Mazda3 2,0-litre Astina sedan; Mazda6
2,5-litre Individual; and the 2015 Mazda
CX-5 facelift model (boasting advanced
technology, improved functionality and
refined interior and exterior design).
Naturally, the company’s bakkies were
also there in full force – the bakkie line-
up included the Mazda BT-50 3,2-litre
Freestyle Cab Manual, and the fully Drifter-
pack accessorised 3,2-litre 4x2 Double
Cab.
Some accessories introduced on the
Mazda BT-50 Drifter include black alloys,
black side steps, black nudge bar, black
styling bar, load bin mat, tonneau cover,
spare wheel lock, Drifter car mats, tailgate
shock and the Drifter decals.
“Agriculture and farming play a significant
role in the South African economy. We
are enjoying exhibiting our comprehensive
vehicle offering and we are here to meet all
the visitors who are gathering at this year’s
Nampo Harvest Day,” said David Hughes,
June 2015 |FOCUS| 25
FOCUS ONNAMPO
managing director of Mazda Southern
Africa.
The team from MAN was also in an
ebullient mood … which was further
heightened when the company sold a number
of trucks off its stand! Geoff du Plessis,
managing director of MAN Truck and Bus,
visited the show (and his stand, of course),
and he was very enthusiastic about Nampo.
“We have been exhibiting at Grain SA’s
Nampo Harvest Day since the early 1990s.
As such, we are showing a variety of vehicles
– aimed at both agriculture and general
transport applications – at this show. We
are thrilled to be taking orders off the stand.
We’re expecting to take two more this
afternoon,” he enthused.
In typical Mercedes-Benz South Africa
fashion, the company was at Nampo – in a
big way. It was great to see its two Truck Test
2015 entrants displayed on the stand, but
the company had a number of other models
on exhibit too.
Fuso fans got up close and personal
with the award-winning Canter LIFT; a
truck that has earned farmers’ trust
globally (the acronym LIFT stands for Light-
Duty International Future Truck) while van
customers could check out the Sprinter and
Vito.
“Mercedes-Benz vans are not only known
for their work ethic and tested reliability on
the countless farms on which they operate,
these workhorses also offer secondary
solutions. Mercedes-Benz Vans is in a position
of dominance as we can offer a diverse
number of vehicles that are guaranteed
to fulfil a variety of needs,” noted Nicolette
Lambrechts, vice-president Mercedes-Benz
Vans South Africa.
“This may be a farmer looking for a small,
medium or large van to take care of the
transport needs of his farming operations, a
luxury van to transport his family, or the ideal
all-purpose vehicle to take on his next holiday.
We have a Mercedes-Benz van to match
every need,” added Lambrechts.
FAW exhibited at Nampo for the 15th
time, and it showcased its latest medium-
sized truck. According to Yusheng Zhang,
CEO of FAW Vehicle Manufacturers SA, the
range is kicking off with a five-tonne payload
dropside body, which boasts the lowest cost
per tonne in its market sector.
“FAW pays attention to what customers
are telling us. This is why we are extending
our local offering to this weight category.
We believe this segment of the market has
great potential and opportunity for growth,”
said Zhang. “The new range will be fitted
with the best drivetrain and will include
international-brand componentry.”
Iveco launched its new 682, which is
built right here in South Africa! The 682 is
Iveco’s answer to the buying-down trend.
Available in 4x2 and 6x4 guise, it is ideal
for harsh applications and the construction
environment. Dubbed “a more affordable
truck that can still do the work”, it still has
many creature comforts – air-conditioning
and cruise control, for instance.
It is competing against the Japanese,
Chinese and Indian players (not
the European). Currently only available
with a manual transmission, it will boast
an auto in about six months (the auto is
currently being developed in conjunction
with ZF).
With the launch of this new truck, Iveco
anticipates becoming a volume player in the
South African marketplace. |FOCUS
26 |FOCUS| June 2015
FOCUS ONNAMPO
nampo is a no-brainer for
Hino. As Leslie Long, senior
manager: marketing and
demand planning at Hino South
Africa, points out, the company has long been
active in the agricultural market. “Our roots can
be traced back to the farming community. This
is where we became a well-accepted brand.
We owe our position in the market to these
customers,” he tells FOCUS.
Accordingly, the company had a substantial
stand at this year’s Nampo, which was packed
with product. Three general vehicles were on
display – a Hino 700 2848 truck tractor, Hino
700 3541 8x4 mixer and 33-seater bus. The
other four vehicles on the stand were specific to
the farming market.
First up was a Hino 300 814 dropside,
which has proved to be popular on South
African farms. Next up was the Hino 300 915,
a highly manoeuvrable vehicle that is ideal for
transporting a smaller numbers of animals. It
was joined by a Hino 500 1626, which serves
as a double-decker sheep carrier and is ideal
for farmers who need to transport sheep to
market or auction.
Finally, there was the Hino 500 1322, a
4x4 which was equipped with a drill supplied
by Thor Drilling. The Zeus Junior drill is ideal for
drilling for water and it could also be utilised for
putting in fence posts on a farm. Long says that
entrepreneurial farmers could hire this rig to
other farmers in the community.
“This is a trend that we’re seeing in the
agricultural sector. Farmers have slowed
down in terms of purchasing vehicles. This is
understandable – they may buy a truck and use
it only a couple of times a year to carry grain
to the silos. The vehicle is, therefore, not very
productive.
“Instead, the farmers are forming informal
cooperatives today. They buy a vehicle together
and then all make use of it. It certainly makes a
lot of sense. A truck tractor can cost anything
from R1,2 to R1,8 million … then you spend
another R700 000 on the rig. If you spend that
sort of money on a transport solution, you need
to keep it productive,” he notes.
Long says that this does come with certain
challenges. “If they are all mealie farmers, they
all need the vehicle at the same time. So,
this type of arrangement is better suited to
those involved in different types of farming,” he
explains.
Given the current drought, Long says that
farmers are having to “box clever” like never
before. “Driving to Nampo was a depressing
experience – because there are failed mealie
crops all over. This year is going to be a difficult
one. There is a drought throughout the country
– the North West, Northern Cape and Limpopo
are facing the same problem. So, the farming
community is struggling at the moment.”
Long says that this does, however, create
opportunities for a truck manufacturer. “We
need to stand by our customers and find ways
of helping them in difficult times. That is what
builds relationships. Dealers can structure
really good deals through Toyota Financial
Services. I am referring to things such as
structured payment plans built around when
the farmer knows if he/she will have cash.”
She? “Oh yes, we are seeing some lady
farmers now. This is a worldwide trend – just
like the number of women who are truck drivers,
which is also increasing. It is something that
makes sense. People are people; it doesn’t
matter whether they are men or women. It
depends where their interests lie,” he contends.
On a personal note, Long says that he really
looks forward to Nampo – because it is a real
show. “It shouldn’t even be called a show. It is
more like a gathering of friends,” he says with
a big smile.
As I leave the stand, he reiterates Hino’s
commitment to the farming community. “We
have always been part of this community and
we need to stay part of this community,” he
stresses. I have no doubt that Hino will. |FOCUS
The Hino brand has – and will – always
been present at Nampo. That’s because,
as CHARLEEN CLARKE discovers, farming
and Hino go together like fish and chips (or
maybe a boer and his bakkie?)
returning to its
rooTS Left: The highlight of Hino’s stand at Nampo was a Hino 500 1322 4x4, which was equipped with a drill supplied by Thor Drilling.Above: Leslie Long, senior manager: marketing and demand planning at Hino South Africa, says the company’s roots can be traced back to the farming community.
??????????????
June 2015 |FOCUS| 27
Filename 113942 Scania SA You're Not Buying This_Coach Ad v7
www.rla.co.ukSize (hxw) 297x210 Operator RobCreation Date 28/10/14 Modified 19 December 2014 11:27 AM
You’re not buying this.What you’re buying is so much more than a coach. It’s a
commitment. A partnership.
A whole system designed and built around the working life
of a vehicle. Founded on the principle that Total Operating
Costs are more important than initial purchase costs.
Fuel, as we all know, is the big one. A significant part of the
Total Operating Cost over the lifetime of a coach. So it makes
more sense to buy an economical coach than a cheap one.
Which is why we make economical coaches. Not cheap ones.
Reliability is a huge deal as well. So you won’t be surprised
to hear that Scania coaches deliver the highest levels of
uptime in Southern Africa, and our wholly-owned dealer
network focuses all its energy on minimising downtime.
Driver capability is another big cost area, which our driver
training programmes are tailored to help you manage
and develop. The same goes for our finance and
insurance approach. We believe in understanding the
daily needs of your business, rather than just looking
at the risk.
Also our new Fleet Management System is the perfect
embodiment of our partnership attitude, giving you access
to amazing detail on everything from coasting to heavy
braking, and then the coaching support you need to help
manage not just your fleet, but your entire cost base.
So if you’re just buying coaches, we’re probably not the
supplier for you. But if you believe what you’re actually
buying is a partnership, a commitment, a total transport
world, but are they still relevant today? We track
through time to find the answer
a track through
Time
The history of trains, as we
know them, spans the past two
centuries of modern civilisation.
According to the website Train
History, the advent of trains drastically
changed industry, human expansion and the
way we travel on a daily basis.
“From the first time a steam train rolled
over the railways of industrial England, in
the early 1800s – to modern times when
bullet trains carry thousands of passengers
at incredible speeds, and freight trains carry
substantial amounts of the world’s goods –
trains enabled us to develop our civilisation
with unexpected consequences,” the site
relates.
The world became smaller as a trip, that
would have taken months, could be completed
in mere days. “Industrial manufacture could
be powered with infinite amounts of raw
materials and outgoing transport of finished
goods. The ability to travel fast (long before
the first aeroplanes were discovered) also
June 2015 |FOCUS| 37
FOCUSON rAIL
increase in vehicle speed. For example, to
increase speed from 300 to 400 km/h
requires nearly two-and-a-half times as much
propulsion power, so at very high speeds
the additional propulsion required becomes
impractical.”
Maglev trains drive differently, however,
which helps them to achieve greater speeds.
“To achieve high-speed operation, coils are
fitted to the track and these are used to
create a travelling magnetic field, which
essentially drags the vehicles along by their
magnets. It is, therefore, no longer necessary
to carry the heavy power equipment on the
trains: instead the equipment is fitted to the
track, making the trains lighter and able to
travel significantly faster,” he adds.
Goodall explains exactly how much
faster: “The Shanghai Maglev Train operates
regularly at 430 km/h. In Japan, JR
Central’s prototype Maglev system can run
at more than 500 km/h. There are Maglev
technologies that can push speeds up to
around 600 km/h.”
He continues: “The reality of getting trains
up to speeds over 1 000 km/h is not as
simple as the theory. Even Maglev trains have
to contend with aerodynamics. This is why
the higher speeds that have been postulated
by the American entrepreneur Elon Musk in
his concept “Hyperloop” (1 500 km/h), and
the Chinese “Super Maglev” (2 900 km/h),
propose running in a partially evacuated tube
to reduce the forces going against them.
“Such high speeds therefore depend upon
the ability to construct and maintain a very
accurately aligned guideway, within a low-
pressure tube, over hundreds of kilometres.
This is where it becomes really difficult, and
very costly.
“Yet some of these high-tech
propositions make bold claims about cost.
In reality, transportation providers would
be enormously excited by the prospect of
reducing the system costs by 30 to 50
percent, but often the proponents of new
concepts suggest much larger savings.
“Musk suggests, for example, that a
90-percent reduction in cost can be achieved,
compared with a high-speed rail system,
despite the sophisticated infrastructure
that would be required. Unfortunately, this
takes the idea from being exciting to being
unbelievable and may well be a case of Back
to the Future.”
It would seem that trains are here to stay,
but they’ve come a long way from their steam
powered ancestors … |FOCUS
To increase speed
from 300 to 400 km/h requires nearly two-and-a-
half times as much propulsion power
??????????
38 |FOCUS| June 2015
FOCUS ON AIr
Just over a year ago, in the
February 2014 edition of
FOCUS, we reported that
aviation, if it was treated like
a country, would be the seventh-largest
source of carbon dioxide emissions globally.
This transport sector produces around
two percent of the world’s human-induced
carbon dioxide.
The industry is doing its part to lessen
these effects however … five airlines have
successfully completed stages of the
International Air Transport Association
(IATA) Environmental Assessment (IEnvA)
programme. This voluntary, two-stage
evaluation process is designed to drive airline
environmental performance improvements
through independent assessment. The
process uses environmental standards
and recommended practices developed
specifically for the aviation sector by a joint
team of environmental experts from within
and outside the industry.
Finnair and South African Airways have
completed the IEnvA Stage 2 assessment,
the highest level of IEnvA achievement. This
ensures that an airline has implemented all of
the IEnvA Programme Standards, identified
and mitigated its significant environmental
impacts, and has set performance targets.
Stage 2 also certifies that an airline has
developed processes for monitoring and
reviewing its performance against its
environmental targets and objectives.
Icelandair, Qatar Airways and
SriLankan Airlines have completed IEnvA
Stage 1, which ensures an airline has
established a foundation and framework
for its environmental management system.
Stage 1 also certifies that an airline has
identified and complied with its environmental
legal requirements.
These five airlines join a growing number
of carriers that have already successfully
completed IEnvA Stage 1 assessments,
namely Air Transat, Kenya Airways, LATAM,
LATAM Cargo and Malaysia Airlines.
“In addition to safety, environmental
responsibility is the highest priority
for the industry,” says Tony Tyler, IATA’s
director general and CEO. “The new IATA
Environmental Assessment sits alongside
our industry-wide, carbon-reduction targets
as a programme for ensuring airlines not
only meet, but also exceed their day-to-day
operational environmental obligations and
performance.”
The IEnvA assessments – which are
conducted by accredited, independent
organisations with competencies in aviation
and environmental auditing – measure
environmental performance against
sustainability standards across a broad
range of disciplines. This includes (but isn’t
limited to) the management of air quality
and emissions, noise, fuel consumption
and operational efficiency, recycling, energy
efficiency, sustainable procurement, and
biofuel utilisation.
Air transport has come a long way since the Wright brothers took to the sky in 1903. We take a
look at some improvements being implemented by airlines and find out how others are honoured for
their achievements
aviation
Acing iT
??????????????
June 2015 |FOCUS| 39
FOCUS ON AIr
As a result, IEnvA helps airlines to simplify
regulatory compliance, demonstrate good
governance and achieve financial savings from
the better use of resources. The programme
adopts a modular approach, initially focusing
on flight operations and corporate activities
at a global level, with later expansion into
other activities including catering, ground
operations and maintenance, repair and
overhaul.
Tyler continues: “Our congratulations to
Icelandair, Qatar Airways, and SriLankan
Airlines for completing Stage 1. I would
particularly like to commend Finnair and
South African Airways for being the first to
complete the Stage 2 assessment. These
airlines are among the pioneers in this critical
new programme.”
He adds that the IATA’s audits and
assessment schemes are impartial,
independent evaluations designed to
improve industry performance against global
benchmarks. “The IATA Operational Safety
Audit has done much to help improve airline
safety and we expect that the IEnvA will do the
same for environmental standards.”
The IEnvA programme is complementary
to the aviation industry’s four-pillar strategy
for addressing climate change impacts. In
2009, the industry agreed to cap emissions
through carbon-neutral growth from 2020,
and cut net emissions by 50 percent
(compared to 2005) by 2050, through a
combination of technology and operational
improvements, better use of infrastructure,
and the implementation of a global market-
based measure.
Environmental standards aren’t the only
aspect that is growing in efficiencies, however
… Emirates SkyCargo, the freight division of
Emirates, was awarded the Global Cargo
Airline of the Year award earlier this year at
the Air Cargo Africa 2015 awards hosted
by STAT Times, an international multi-modal
transport trade news source that specialises
in aviation and air cargo.
Air Cargo Africa is an international air
cargo event held every two years, serving
as an industry platform to showcase one of
the economy’s key sectors. With its award,
Emirates SkyCargo completes a hat-trick of
wins having picked up the accolade twice
before in 2011 and 2013.
Emirates SkyCargo also won the Air
Cargo Brand of the Decade. Pradeep Kumar,
Emirates senior vice president of cargo
revenue optimisation and systems, received
the awards on the airline’s behalf from Glyn
Hughes, director of cargo distribution at
IATA.
Speaking at the occasion, Kumar said:
“We are honoured to receive this recognition,
voted for by our customers and partners. We
believe these accolades are an important
endorsement of the hard work by our various
teams around our global network and hub
in Dubai.”
Closer to home, O.R. Tambo International
Airport walked away with the title African
Airport of the Year. “We are especially proud
as this is the second time in a row that
our airport has been bestowed with this
accolade,” says Bongiwe Pityi, the general
manager of O.R. Tambo International Airport.
The airport first won the award at the second
Air Cargo Africa instalment in 2013.
“Together with our excellent location,
accessibility and connectivity, O.R.
Tambo International also has great and
reliable infrastructure,” adds Pityi. “We
also collaborate well with the relevant
stakeholders to continue providing efficient
service to our cargo customers.”
The African Airport of the Year award
comes hot on the heels of Airports Company
South Africa’s signing of a cargo management
cooperation agreement with Mitteldeutsche
Airport Holding of Leipzig/Halle Airport.
The agreement, signed at Air Cargo Afirca,
will expand international air cargo market
opportunities, and elevate the status of both
airports in the air transportation industry.
The strategic partnership will involve the
exchange of information and individual
expertise along with cooperation in customer
acquisition. |FOCUS
40 |FOCUS| June 2015
stationary, or when travelling at low speeds
of up to 10 km/h. An indicator lamp in the
switch informs the driver that the all-wheel
drive is engaged.
In contrast to other systems of this
type, the Sprinter’s all-wheel drive does not
provide a rigid through-drive. The power is
transmitted variably; all the components
of the standard-fit ADAPTIVE ESP remain
operational when all-wheel drive is selected.
When all-wheel drive is engaged, the drive
power of the Sprinter 4x4 is split in a ratio
of 33 to 67 percent between the front and
rear wheels in normal operation, ensuring
handling performance practically on a par
with the Sprinter’s usual rear-wheel drive in
everyday operation.
The Sprinter 4x4 model’s all-wheel-drive
system works with the 4ETS instead of with
mechanical differential locks: should one
or more of the wheels lose traction, 4ETS
brakes the spinning wheels automatically with
short pulses, and increases the drive torque
at the wheels by the same amount, thereby
offering good traction.
Automatic brake application, by means
of 4ETS, has the same effect as up to
three differential locks: the inter-axle lock,
the rear axle lock and the front axle lock.
The engineering employs the same basic
principle as the all-wheel drive on the new Vito
4x4. In view of the fact that the Sprinter 4x4
is usually deployed in rougher applications,
however, it does without the finer touches
such as the pre-loaded multi-disc clutch
between the front and rear axle.
For off-road use, the optional “Low Range”
reduction gear is additionally available.
conditions
ITOYEXCLUSIvE
extra traction under
Tough
As soon as the new Sprinter series had been launched by Mercedes-Benz, work got underway to develop
an all-wheel-drive system for the range. JARLATH SWEENEY went to the Arctic to test it!
The new Sprinter 4x4 is a van for
a broad selection of commercial
users that work on construction
sites and dirt tracks, as well as
in the mountains, snow-prone regions and
muddy fields.
Its all-wheel-drive system could not be
simpler to operate. It can be engaged at the
press of a button and the 4ETS (Electronic
Traction System) then takes over. All the
driver has to do is accelerate and steer
carefully and let the technology take care of
the rest. The all-wheel drive is integrated into
the standard-fit Electronic Stability Program
(ESP) and complements the safety systems
provided.
Four-wheel drive can be engaged using
a switch on the instrument panel when
the engine is running and the vehicle is
June 2015 |FOCUS| 41
ITOYEXCLUSIvE
As regular readers of FOCUS know, this magazine has been appointed an associate member of the International Truck of the Year (IToY)! FOCUS is the sole South African magazine to have joined this prestigious body. One of the advantages of this association is access to exclusive articles, specially written for FOCUS by ITOY jury members. This is one such article.
2014
Engaged at the push of a button – when the
vehicle is stationary, the 4x4 drive activated
and the clutch and brake pedals pressed –
the ratio is shortened by a factor of 1,42,
or 42 percent. The maximum vehicle speed
obtainable in the individual gears is reduced
accordingly, while tractive power is increased
by the same factor.
In addition, the Sprinter 4x4 is available
with the option of Downhill Speed Regulation
(DSR), which ensures that a preselected
speed is maintained constantly when driving
downhill. Again, DSR is activated using a
button in the cockpit. The speed is then
controlled using either the accelerator and
brake or the stalk for the cruise control.
The 4ETS is fully integrated in the Adaptive
Electronic Stability Program (ESP). The
control characteristics have been adapted
for all-wheel drive and all of the Adaptive ESP
does without heavy mechanical differential
locks.
Two power outputs of 96 kW
(129 hp)/305 Nm and 121 kW (163 hp)/
360 Nm from the Mercedes-Benz Euro-
6, 2,15-litre, BlueTec diesels are the main
options for the 3,5- and 5,5-t 4x4 Sprinter –
be it panel van, bus or chassis/cab.
For those seeking even more power, the
3.0 CDI, with 141 kW (190 hp) and 440 Nm,
is also offered. These engines are mated to
a six-speed manual or five-speed automatic
transmission.
On the drives undertaken along selected
routes surrounding Arvidsjaur, Sweden, the
surefootedness provided by the excellent
traction from the four driven wheels, and the
fact that only winter tyres (not snow tyres
with studded caps) were used, impressed
most. |FOCUS
functions are retained when the all-wheel
drive is engaged.
One particularly important aspect
of the many Sprinter body variants and
attachments is the load and centre-of-gravity
detection feature; Load Adaptive Control
(LAC). In the case of special-purpose bodies,
for example, Adaptive ESP detects the
position of the centre of gravity, based on the
vehicle’s movements, and adapts the control
characteristics accordingly.
Although the Sprinter 4x4 is not an off-
roader, it has a raised body (by 110 mm
at the front and by 80 mm at the rear) to
provide adequate ground clearance.
Depending on the specific model version,
the all-wheel drive in the Sprinter 4x4 results
in a weight penalty of just 115 to 135 kg.
This comparatively low increase is down
to the 4ETS all-wheel-drive technology that
Top and opposite: The Sprinter 4x4 has been designed to handle a variety of applications in the harshest environments.Above from left: Downhill Speed Regulation is one of many electronic driver aids.
42 |FOCUS| June 2015
LIGHTBrIGADE
i love funky, different vehicles. As
automakers attempt to stand out from
the growing crowd, they invent niche
models to give their brand a bit more
oomph.
Commercial vehicles, though, are more
tools for the trade than something in which
to be seen … so, while the odd limited-edition,
crowd-attracting version might appear now and
then, it’s not too often that this trend applies to
commercial vehicles in production form.
VW thinks otherwise. It has injected its
Caddy with some added style, pepping up the
range with its Cross treatment. It’s a van-
based people mover, with a bit of added bling.
On the outside this consists of black
fairings on the fenders and side skirts, carrying
through to the front and rear bumpers,
accentuated by silver “underbody protection”
and side guard strips on the door sill. Silver-
coloured roof rails are also fitted. These silver
accents tended to blend into our Reflex Silver
test unit (thankfully, a range of other funky
paint schemes is available), but the most
noticeable design element is the set of sexy
17-inch Canyon wheels.
While the front end of the Caddy still looks
sharp, the vehicle is ageing now. All in all,
though, the Cross treatment lifts it nicely.
The interior (probably where you’ll notice
the vehicle’s age the most, especially after
jumping into the new Ford Connect), has also
been “Crossed”. Funky, two-tone Viper Green
and Grey Anthracite upholstery and leather-
trimmed driving controls grab your attention.
This isn’t merely luxury treatment, though,
as the tactile feel of the materials reminds
you that, at heart, the Caddy was built for
business.
Adorning the cabin are 24 storage spaces.
There are also sliding rear passenger doors,
optional side-opening rear doors and an
optional cargo net. With the rear seats in
place 750 l of loading space is available (these
remove to open up 3 030 l).
A third row of seats is optionally available,
which reduces the available loading space
to just 190 l. (The total payload is 727 kg.)
Cargo can be kept out of sight and rear
passengers can enjoy anonymity thanks to
standard privacy glass.
This is, however, a vehicle designed to
stand out from the crowd … you’d obviously
want to be seen behind the wheel of the Cross
Caddy. From here you can enjoy the standard
cruise control, Hill Hold Assist, automatic
lights and windscreen wipers as well as the
six-speaker Bluetooth sound system.
You can also enjoy VW’s 81 kW, 250 Nm
2,0-litre turbodiesel engine. This is one aspect of
the Caddy that belies its age – this drivetrain is
fantastic. It’s an exceptionally free-revving engine
that pulls strongly throughout the rev range. The
engine is coupled to a smooth five-speed manual
gearbox (that gear lever is quite a stretch), for
which a sixth ratio wouldn’t go amiss.
Overall, VW claims the Cross Caddy will
consume an average of 5,7 l/100 km and
emit 149 g/km CO2.
The Cross Caddy also rides comfortably,
handles well and has a strong set of anti-lock
brakes. These key driving aspects are aided by
Electronic Stabilisation Program, an Electronic
Differential Lock and VW’s Traction Control
System.
So, is the VW Cross Caddy a funky, different
vehicle that I could love? The basic Caddy is still
a good, solid vehicle, but it feels outdated. The
Cross treatment goes some way to liven it
up, but the R340 600 asking price (including
three-year/120 000 km manufacturer and
12-year anti-corrosion warranties) is steep
when compared to the newer Ford. Especially
since the VW’s service and maintenance
plans are optional.
Me? I’d choose new kid on the block over
funky and different. |FOCUS
GAVIN MYERS drives a van with a bit of added zest, as
Volkswagen (VW) livens up its enduring Caddy
blingBotox and
??????????????
June 2015 |FOCUS| 43
engineering for a better world GEA Refrigeration Technologies
GEA offers efficient and quality service on a comprehensive range of world class products – Thermo King for transport temperature control, Furgocar for fail-safe, secure locking gear and Dhollandia lifting equipment for operator and passenger safety. All our products are backed up by certified technicians to ensure the best possible service to our customers.
Russia’s insular transportation industry is belatedly opening up to the outside world, as the nation’s thirst
for imported goods slots it into global supply chains. CLAIRE RENCKEN reports
transportation renaissanceruSSiA’S
June 2015 |FOCUS| 45
WO R L D O N W H E E L
S
WORLD ON WHEE
LS
percent of Russia’s rail cargo traffic.
The Russian Railways cargo market share
dipped below 50 percent for the first time
in 2010, It has been selling off some of its
freight subsidiaries, but is also leveraging its
massive financial strength to move into new
markets, both at home and abroad. It signalled
its international ambitions with the US$ 1,25
billion takeover of Gefco (the transportation
and logistics arm of French automaker PSA
Peugeot-Citroën) in November 2012.
Rail owes its massive 85-percent share
of Russia’s freight market to the huge track
infrastructure built during the Soviet era. In
addition, the poor state of the nation’s roads
and neglected inland waterways make rail the
only form of transportation for large areas of
this vast nation.
This imbalanced modal split has hindered
the growth of Western-style, third-party logistics,
with many companies forced to arrange their
own transportation and distribution. One of
those shippers is Magnit, a fast-growing budget
supermarket chain, that operates a fleet of
4 500 trucks to supply its 7 100 stores.
A recent survey, by global real-estate
company Colliers International, put Moscow and
St. Petersburg at the bottom of 40 European
cities for logistics competence, highlighting the
yawning gap between Russia and the rest of
the industrialised world.
The air-freight industry’s move abroad
to keep pace with Russia’s expanding trade
links has had mixed results, with the largest
operators struggling to survive in the depressed
global market.
This resulted in Aeroflot mothballing its three
MD-11 freighters. Polet Airlines reportedly told
customers it would ground its three IL-96
aircraft because of sluggish demand and low
rates. Volga-Dnepr’s core Antonov-124 charter
operation had seen a sharp decline in heavy-lift
and project business, and Air Bridge Cargo, its
ambitious scheduled airline unit, is facing tough
times as it struggles to fill its expensive new
747-8 freighters.
Russia’s ocean container market has
posted average annual growth of more than
15 percent in the past five years, but domestic
ship owners have failed to take advantage of
this, even on the booming feeder trades from
northern European ports such as Hamburg.
Despite expanding trade, Fesco recently
announced it had sold half of its fleet. Its shipping
unit is moving from owning and managing ships
to supporting liner and logistics operations.
The transportation sector is bracing for
tougher times as the Russian economy, which
was growing by about seven percent annually
a few years ago, is stalling. Growth in the first
five months of 2013 slowed to 1,8 percent
compared to 4,5 percent in the first half of
2012. This was partly because of shrinking
demand for energy and raw materials, which
are key rail cargoes.
Barnard concludes that there’s no
denying the pent-up potential of Russia’s
underdeveloped transportation sector,
particularly if the Kremlin accelerates
privatisation and deregulation and makes
good on its investment pledges. |FOCUS
Russia’s transport sector
might be considered
underdeveloped, but
it’s packed with pent-up
potential.
46 |FOCUS| June 2015
GLOBALFOCUS
many of our readers
will remember the
International ACCO as
a charmingly ugly, but
nevertheless effective, transportation device,
which first appeared on South African
roads in 1970. This truck had its origins
in the AACO series of vehicles, designed by
International Harvester for the Australian
army in the 1950s.
Designated ACCO (Australian Model C Cab
Over), this was unique in combining United
States (US)-style truck engineering with the
forward control cab configuration preferred by
Australian operators.
The range was extremely successful, and
survived the demise of International Harvester
(IH) per se in 1986, to continue under the
Iveco banner, after IH’s Australian assets
were acquired by the Italian manufacturer in
1992.
Having obtained the rights to the ACCO
line, Iveco Trucks Australia continued to
manufacture and market these models
successfully, and rebranded them as “Iveco”
products in 2002.
Support for the ACCO from the waste
handling industry, in particular, has been very
strong. Its combination of basic engineering,
well-developed dual control (left and right-
hand steering), and appropriate configuration
availability has been well-appreciated in that
sector.
The current basic design dates back to
1972, but has received progressive facelifts
and updates to keep track of evolving market
trends. Total production of the ACCO series
has now exceeded 78 000 units.
The most recent update of the ACCO
range was unveiled at the end of 2014,
with facial features clearly resembling Iveco’s
latest generation of mainstream European-
sourced products. The current ACCO is the
only truck built completely in Australia; with its
cab panels being pressed in the Dandenong
plant and local companies supplying many of
its component parts to provide a local content
of more than 85 percent.
The range consists of 4x2, 6x4 and 8x4
derivatives, with a maximum gross vehicle
mass (GVM) or gross combination mass
(GCM) rating of 30 t. It is powered by the
Euro-5, 8,9-litre, Cummins ISL diesel engine,
with available ratings of 210, 240 or 255 kW
(280, 320 or 340 hp) and torque outputs of
up to 1 500 Nm.
The standard transmission fitment
is Allison’s six-speed, generation-five, fully
automatic unit. The ABS employs drum brakes
all round, and various Hendrickson parabolic
steel leaf, air or rubber suspension systems
can be specified.
Rear-drive axles are sourced from Meritor,
and can be fitted with driver-controlled
differential locks. The agitator (truck mixer)
models are equipped with electronic stability
control, and all models have both engine and
transmission-driven power take-offs (PTOs).
Inevitably, questions are frequently posed
about ACCO’s potential for further survival.
It is generally accepted that relatively low-
volume models with high percentages of
In his monthly review of global news for local truckers, FRANK BEETON revisits the continuing ACCO story,
positions and details Eaton’s new dual-clutch transmission, and measures the recent success of European
vans in North America
still goes on …Acco
June 2015 |FOCUS| 47
GLOBALFOCUS
unique parts do not sit comfortably with global
truck manufacturers looking for the broadest
spread of cost amortisation across their
markets.
ACCO has survived thus far because it
fits the evolving requirements of its market
so well, has been thoroughly developed and
tested over many years, and is marketed by
enthusiasts who believe in it.
In some ways it presents as a refreshing
change from those state-of-the-art products
of the global industry whose appearance has
been shaped by the evolution of aerodynamic
understanding, and now appear somewhat
over-styled as a result. Fleet engineers, no
doubt, love the ACCO’s simple lines, which
must be a cost-effective joy when minor
impact damage needs to be repaired.
Notably, production-line detail preparation
for final bodywork fitment is another ACCO
standard feature intended to ensure reliability,
and must, in its own right, be a powerful
argument for its continuing support by
customers.
EATON JOINS THE DUAL-CLUTCH CLUBThe initial one-and-a-half decades of the 21st
century have witnessed a veritable explosion in
the application of electronics-based technology
in all types of motor vehicles, including trucks
and buses.
Possibly the most significant application
of electronic wizardry, introduced into
commercial vehicles during this period,
has been the increasingly wide adoption of
Automated Mechanical Transmissions (AMT).
In 2010, Daimler-controlled Mitsubishi
Fuso Truck and Bus Corporation introduced
an alternative technique into the commercial
AMT field with its Duonic six-speed, dual-clutch
transmission. Installed on the new Canter
LIFT light-truck product range, MFTB added
some special features to make the dual-clutch
concept suitable for commercial use; including
a park facility, non-wearing wet clutches, and a
low-speed creep/hill-hold function.
During 2014, Volvo moved the dual-clutch
technology into the heavy-duty arena with its
12-speed, SPO 2812 I-Shift dual-clutch unit.
Apart from size and input torque capacity,
this unit differed from previous dual-clutch
applications in that it also featured a range-
change facility.
The obvious size gap left between the
Canter and Volvo installations has now been
filled by Eaton, with its Procision seven-speed
dual-clutch transmission. Available mid-2015
initially for US Class six and seven trucks (GVM
ratings from 8 864 to 15 000 kg), it will later
feature in global applications. This unit has an
input torque limitation of 895 Nm, and can be
installed behind engines such as the Cummins
ISB with outputs of up to around 225 kW
(300 hp).
Features include: low-speed manoeuvring
facilities; automatic selection of economy or
performance profiles prompted by grade,
vehicle mass and throttle inputs; hill-hold,
which mitigates against roll-back or roll-
forward for up to three seconds on grades
with slopes of up to eight percent; three
standard PTO openings; and brake-pedal
activated downshifts to improve speed control
on downgrades.
The design life of this transmission is ten
years or the equivalent of 640 000 km, and
the use of synthetic transmission fluid enables
filter and lubricating fluid change intervals of
240 000 km.
The launch publicity clearly identifies torque-
converter automatic transmissions as the
marketing targets of the Eaton Procision. The
manufacturer claims an “eight- to ten-percent
or greater” fuel-economy benefit over the
traditional automatic alternative, and stresses
the ease with which this unit can be tailored
and customised for specific applications.
Judging by the rapid acceptance of the
AMT facility in the South African market, we
believe that the availability of a propriety unit
of this type will be welcomed by those vehicle
suppliers who are not able to source a suitable
aggregate from their own manufacturing
operations, and, once available internationally,
it could find ready acceptance in the local
market.
EUrOPEAN vANS SHAKE UP THE US MArKETOne of our favourite topics over the past few
years has been the migration of European
still goes on …
Ram’s ProMaster version of the Fiat Ducato is contributing to the growing success of European vans in North America.
»
48 |FOCUS| June 2015
GLOBALFOCUS
integral vans across the North Atlantic. One
of the reasons for our interest is a long-held
opinion that the US market would most likely
benefit from shedding its ingrained preference
for “different” products, when much of the
world can quite happily get by with vehicles
that follow more universally accepted design
criteria.
We have seen some progress being made,
with the gradual uptake of “in-house” diesel
engines in the heavy truck market, where
the likes of Daimler (Freightliner/Western
Star), Paccar (Kenworth/Peterbilt) and Volvo
(including Mack), have convinced increasing
numbers of American operators to specify
their own power units.
The truckers’ solid refusal to accept
anything other than “conventional” (bonneted)
cabs remains steadfast, though, while the
quirky mix of bonneted cabs and petrol engines
that dominates the medium-duty truck sector
still prevails.
To be fair, the European vans that
have made the transatlantic trip have not
been totally immune to Americanisation,
in terms of power unit choice or branding.
Mercedes-Benz, which started the “Eurovan
to America” ball rolling in 2001 with its
Sprinter range, used local Freightliner and
Dodge branding to spread its appeal (although
the latter disappeared after the dissolution of
DaimlerChrysler) and has also fitted a petrol
engine into the newly announced Vito spin-off,
marketed as Metris in America.
Fiat Chrysler Automobiles renamed
the Ducato as the Ram ProMaster for the
US market, and has followed up with the
Doblo-based ProMaster City, having inserted
Chrysler’s Tigershark 2,4-litre 24-valve petrol
engine in place of the diesel powerplant used
in Europe.
Nissan went the route of developing a
unique full-bonnetted large van for America;
the NV1500/2500/3500 series, powered
by 4,0-litre petrol V6 or 5,6-litre V8 petrol
engines. It also brought in the smaller NV200
from Europe, fitted with a larger 2,0-litre four-
cylinder petrol engine to suit American tastes.
It is also selling a Chevrolet-branded version
to General Motors for distribution through its
own dealer network.
Finally, Ford added a 3,5-litre EcoBoost
petrol unit option to its European Transit
family (normally powered by a 2,2-litre diesel)
for North America, and has been pushing the
lighter Transit Connect range heavily in that
market.
When the results of the US vehicle
market for the first quarter of 2015 were
published, it was interesting to see how these
European-type vehicles were doing. In the
“small commercial van” segment, the Ford
Transit Connect, which had first defined
and created the category in 2009, held a
55,5-percent share, followed by the Nissan
NV200 (19-percent share), Ram’s Chrysler
Voyager-based Cargo Van (12,8 percent),
Chevrolet City Express (9,1 percent) and Ram
ProMaster City (3,5 percent).
In the “large commercial van” segment,
Ford’s Transit held top spot with 33,9 percent
penetration, followed by its older US-designed
Econoline (20,6 percent), Chevrolet’s
US-designed Express (15,6 percent), the
Mercedes-Benz Sprinter (8,3 percent), Ram
ProMaster (8,2 percent), GMC’s US-designed
Savana (7,8 percent), and Nissan’s NV Series
(5,5 percent).
In this heavier category, European-type
vehicles accounted for a cumulative market
share of 50,4 percent, while the “traditional”
US types, plus Nissan’s unique North American
NV Series, made up the balance.
Clearly, the European vans dominate
the smaller segment, and have achieved
the majority share in the larger category.
Production of “traditional” US types is set
to decline further, with the Ford Econoline
down from 38 000 units in 2015 to 22 000
in 2016, and GM’s Express and Savanna
GMT610 platform down from 103 100 units
to 93 000 over the same period, while the
Ram Cargo Van is expected to run out at the
end of 2016.
This suggests that the market share
of the European vans will increase further,
and it will be interesting to see if GM will
look for an equivalent heavy van product (in
Europe, GM’s Vauxhall and Opel brands are
partners with Renault and Nissan in two van
programmes).
Another moot point is how long Nissan
will persevere with its American NV series
while it is being comfortably outsold by
proper European-style products, so there
could be a potential common solution
to the dilemmas of both the Nissan and
GM. |FOCUS
Global FOCUS is a monthly update of international news relating to the commercial vehicle industry. It is compiled exclusively for FOCUS by Frank Beeton of Econometrix. Do you have a comment or thought you would like to share based on this column? Visit www.focusontransport.co.za and have your say.
GMC’s Savana is typical of the American van designs now being displaced by European-style competition.
June 2015 |FOCUS| 49
GLOBALFOCUS
S T R E N G T H AT W O R K
W W W . I V E C O . C O . Z A
N E W
Comfortable - Huge internal space, 2200 mm maximum height, large windscreen for optimum
visibility, fully adjustable steering wheel
Powerful - Iveco FPT Industrial 8.7 and 13 l, 6 cylinders, latest generation common rail
CURSOR 9 and 13 engines, delivering 290-340-430 Hp
Fuel efficient - The most competitive standards in fuel economy and low maintenance costs,
SUPEr GrOUP ACqUIrES FIrST HINO DEALErSHIPHino South Africa and Super Group recently celebrated the opening of
the Hino Isando dealership, in Johannesburg. This is the 22nd stand-alone
dealership out of 64 Hino SA dealerships countrywide.
It is also the first Super Group-owned Hino dealership. “It’s always nice
to have a pair of fresh eyes in the business,” says Calvyn Hamman, senior
vice-president for marketing and sales at Toyota Motors South Africa. “R25
million was invested in new Isando facility. We are delighted that Super Group
has showed confidence in the Hino brand and in the local trucking industry.”
“The process to get the dealership up and running has taken around
three years,” says Alistair Rawstorne, Super Group COO. “Super Group is
heavily involved in logistics operations and we currently trade with about 45
franchised dealers. The Hino SA franchise is a major strategic acquisition
and we are privileged to have a stand-alone Hino facility in Isando, where
trucking is second nature.”
Hino Isando is currently staffed by 17 people, but there are plans to grow
this number to 35 as the dealership gains sales and service momentum. The
facility has 12 work bays and there is space for another six double bays in
future development.
The workshop facility is equipped to undertake Certificate of Fitness (CoF)
testing and also has an express pit lane to minimise downtime for urgent
work.
The extensive on-site parts stock is replenished at least twice a day.
Eco-friendly features have been included in the facility. All the lights are
controlled by movement sensors and plans are in place to recycle rain water
for the wash bay.
“Hino South Africa is fully committed to supporting the Hino Isando
dealership to ensure its success, using Hino Total Support as one of our key
strategies. The establishment of a strong dealer network is a critical part of
our 2020 strategy to achieve a market leadership position in South Africa,”
concludes Hamman.
PE TAPS INTO TOPUSEDMAN Truck & Bus Port Elizabeth (PE) has become the first
franchised MAN dealer to be awarded a MAN TopUsed
franchise in South Africa.
This dealership, which has been owned by AAD for seven
years, has the benefit of the same principles, service and back
up by MAN Truck and Bus SA as the regular MAN-owned
TopUsed dealers.
“With our product offering, we provide solutions to our
customers and potential customers together with partners
we can trust,” says Geoff du Plessis, MD of MAN Truck & Bus
SA. “The MAN PE team is very professional and passionate and
the facility is in a great location, with good access and visibility.”
Emir Solapgir, head of TopUsed at MAN Truck & Bus SA,
explains that MAN TopUsed complements the MAN new
vehicle business, by providing customers with a cost-effective
alternative. “These vehicles are checked in our workshops to
ensure we can confidentially support them. Buying a used MAN
vehicle can be the gateway to our MAN world,” he says.
Over 250 trucks from all manufacturers are spread
across the six TopUsed dealers in South Africa, meaning
dealers have access to the full pool of vehicles regardless of
location. Photos of all the vehicles, together with technical data,
are displayed on the MAN TopUsed website.
“We are proud to be able to share our worldwide TopUsed
knowledge with our colleagues in PE. The success of this
dealership is dependant on the relationship between the
customer and dealer, with the support of MAN SA. It is in good
hands,” Solapgir concludes.
??????????????
June 2015 |FOCUS| 51
SHOrTHAULS
BrIDGING THE SKILLS GAP
The community of Ennerdale, south of
Johannesburg, has now been made richer
thanks to a partnership between CNH
Industrial, Iveco South Africa and the Declan
Collins Skills Centre, situated at the Don
Bosco Educational Projects, where the
TechPro2 facility was opened in April.
Daniella Robro, head of sustainability
at CNH Industrial, explains the TechPro2
concept: “TechPro2 is a programme aimed
at young people, specifically from tougher
economic backgrounds, who are looking for
real economic opportunities. The aim is to
train highly qualified staff and to introduce
them into the world of work.
“TechPro2 also gives our workshop
facilities access to a pool of well-trained and
qualified staff. Locations are provided with a
classroom, workshop, vehicles, components
(like hand tools) and state-of-the-art diagnostic
systems. The most important contribution is,
however, know-how.”
Through the year-long programme,
students also intern with dealers and service
centres. At the end of the programme they
obtain a merSETA-recognised diploma as
professional commercial vehicle mechanics.
“Together with the new plant in Roslyn,
this project is an essential part of our
intention to become a local company,” says
Mario Gasparri, senior vice-president of
CNH Industrial Southern Africa. “It is part
of our commitment to reach out to poorer
communities and support them when
possible, especially in terms of education.”
The TechPro2 project has been in
operation since 2008. It has trained 9 322
students through its 56 centres worldwide.
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NEW EUrOCArGO SPOTTED!
A fellow member of the International
Truck of the Year (ITOY) jury recently
sent us this shot of the new Iveco
Eurocargo undergoing testing in
Torino, Italy – free of the camouflage
that usually adorns such pre-launch
units.
Immediately discernable is the
strong resemblance to the company’s
new Daily, as opposed to the heavier
Trakker and Stralis models. The
forthcoming vehicle is expected
to feature a range of enhanced,
Euro-6 Tector 5 and Tector 7
engines (originally unveiled at the end
of 2013).
According to our man in Europe,
the new Eurocargo is due to hit
European roads by mid-September.
52 |FOCUS| June 2015
NAAMSA
Light Commercial Vehicles < 3 501 kg Total: 12 077AMH 451Fiat Group 18Ford Motor Company 3 186GMSA 2 256GWM 136Jaguar Land Rover 17JMC 53Mahindra 172Mazda South Africa 87Mercedes-Benz SA – estimate 24Mitsubishi Motors SA 138Nissan 1 977Peugeot Citroën SA 2Renault 7Suzuki 1TATA 76Toyota 2 496Volkswagen SA 430
Medium Commercial Vehicles 3 501 – 8 500 kg Total: 777AMH 3Fiat Group 1Ford Motor Company 16GMSA 170Iveco 66JMC 22Mercedes-Benz SA – estimate 173Peugeot Citroën SA 37TATA 34Toyota 184Volkswagen SA 61Volvo Group Southern Africa 4
Heavy Commercial Vehicles 8 501 – 16 500 kg Total: 394FAW 17GMSA 146MAN 7Mercedes-Benz SA – estimate 48Powerstar 3TATA 40Toyota 94Volvo Group Southern Africa 87
Extra-Heavy Commercial Vehicles > 16 500 kg Total: 634Babcock DAF 1FAW 35GMSA 31Iveco 16MAN 119Mercedes-Benz SA – estimate 305Powerstar 30Scania 137TATA 12Toyota 23Volvo Group Southern Africa 230
Buses > 8 500 kg Total: 68GMSA 3MAN 48Mercedes-Benz SA – estimate 16Scania 10TATA 6Volvo Group Southern Africa 1
*Source: National Association of Automobile Manufacturers of South Africa (Naamsa).
commerciAl Vehicle SAleS reporT For April 2015Note: For the time being, Great Wall Motors SA (GWM) and Mercedes-Benz SA (MBSA) will only report aggregated sales data. The GWMSA and MBSA commercial vehicle market split volumes are estimates based on historical trends and forecasting techniques. The totals listed below do not include MBSA figures.
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June 2015 |FOCUS| 53
on buS And coAch
What’s next for the humble transport ticket
Post-colonialism and rail –could it work?
rtMs accreditation for
Biggest Bus fleet to earn its safety stripes
golden ArroW
54 |FOCUS| June 2015
COvErSTOrY
massive significance – especially within the bus
sector. “While the RTMS fraternity appears, for
now, to be dominated by our cousins from the
road freight industry, there is a fundamental
element which is a notable differentiator,
namely, our cargo is human,” he said.
“Just as unemployment, poverty and
inequality are the ravages of our society, so
too are irresponsible driver behaviour, poorly
maintained vehicles and ailing infrastructure
the scourges that threaten our roads as a
public space,” he added.
Dammert stressed that the accreditation
had not been achieved overnight. “It is the
coalescence of more than 150 years of tried
and tested acumen gained from providing bus
services to the commuters of Cape Town.
We have – over this period – become acutely
aware of the risks associated with operating
commuter buses as a public service,” he
revealed.
Yunus Shaik, chairman of the GABS board,
also expressed delight at the accreditation,
stressing that the company was passionate
about safety.
RTMS auditor Oliver Naidoo said that this
was extremely obvious. “GABS has already
adopted best practices, when it comes to
vehicle maintenance and driver performance,
that are far more stringent than required by
law.
“For instance, the buses were sent for
roadworthiness testing every six months
long before this became mandatory. GABS
services its vehicles at 15 000 rather than
at 20 000 km intervals, and its preventative
maintenance strategy has seen a significant
decrease in breakdowns,” he told guests at
the function.
Nic Cronjé, who has been at the helm of
GABS for 32 years, noted that the RTMS
sticker, which will soon appear on every one
of the company’s buses, affirms that the
company is a responsible operator that is
serious about road safety and committed to
sustainable operational practices.
If I lived in Cape Town, that sticker would
truly give me peace of mind. Well done GABS!
I wish there were more bus operators in our
country like you! |FOCUS
Golden Arrow Bus Services has earned Road Transport Management System (RTMS) accreditation, in so
doing writing itself into the annals of South African bus history! CHARLEEN CLARKE joined the celebration …
MoMent!golden
There was a decidedly jovial mood
in the air when Golden Arrow
Bus Services (GABS) received its
RTMS accreditation. The GABS
team was bursting with pride – and for good
reason.
While it’s far from the first South African
company to earn RTMS accreditation (it follows
in the tyre tracks of 146 fleets countrywide
representing some 8 000 trucks and buses)
it owns the largest RTMS-accredited fleet – by
far. There are two other bus companies that
have earned accreditation, namely Buscor
and Intercape, but their fleets (404 and 152
respectively) are far smaller.
The significance of the celebration was
reinforced by the presence of the National
Minister of Transport Dipuo Peters, who
congratulated GABS. “Your certification
will go a long way in ensuring that you join
government in the fight against the scourge
of road crashes and fatalities,” she noted at
the event.
John Dammert, corporate affairs executive
of GABS, pointed out that the accreditation had
Above (second from left): Pictured from left are: Nic Cronjé (GABS), Sidwell Nche (SABOA), Paul Nordengen (CSIR), Oliver Naidoo (JC Auditors), Adrian van Tonder (RTMS), Kathy Bell (Standard Bank), Donald Grant (Western Cape Minister of Transport and Public Works), Dipuo Peters (National Minister of Transport) and Yunis Shaik (GABS).
June 2015 |FOCUS| 55
STOPSBUS
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CLAIRE RENCKEN investigates how some operators, particularly in the United Kingdom (UK), are
facilitating access to public transport by offering an integrated ticketing and payment system
the traditional ticketTeAring up
To enhance the use of public
transport, cities should
aim at making the ticketing
system attractive and easy to
understand for everyone. The pricing system
should be coherent and simple; with a
reasonable number of tickets, which take
users’ needs into account. The basis for
fares should be transparent and easy to
understand.
Tickets and payment facilities should be
widely available, for example:
• At sales points distributed throughout the city;
• At ticket vending machines at various places
June 2015 |FOCUS| 57
INNOvATIvE TICKETING
myconnect card at the 2014 Transport
Ticketing Africa conference and awards.
In the UK, companies are definitely getting
it right. In fact, they even have an “innovation”
category at the UK Bus Awards. The 2015
UK Bus Awards contest is underway. Entries
are invited to compete for 20 awards
covering the full range of skills required to
plan, promote and deliver high-quality bus
services to customers.
Tony Depledge, UK Bus Awards chairman,
says: “We are really excited to be entering the
20th year for the awards. Since 1996, we
have seen real advances in all sorts of ways
– technology, marketing, staff recruitment
and training as well as overall standards of
operation. There is still a huge amount to do,
but real progress has been made and we like
to think that the incentives provided by our
awards have made a real difference.”
This year, the events will follow a similar
pattern to previous years, with nominations
closing in early June. Judging will take
place during late July and early August.
The short-list announcement will be made in
early October, followed by the presentation
ceremony in November.
The “innovation” category recognises and
rewards new thinking in the industry – among
operators, authorities and suppliers. It focuses
especially on products that can improve
efficiency or make bus travel more attractive.
A successful nomination for this award
needs to demonstrate development of an
original idea that achieves one or more of
the following: improves the image of the bus;
stimulates interest in, or desire for, the bus
product; and improves the efficiency of the
industry.
This award will be made for an innovation
which, in the opinion of the judges, most
contributes to the improvement of the bus
product. Evidence of quantification of the
benefits achieved is essential.
In 2014, two of the finalists in this category
were recognised for their innovations in
terms of mobile ticketing (in this instance
ticketing apps for smartphones) – Lothian
and Barclays Bank.
Lothian Buses produced a feature-
rich app, which collects, simplifies and
personalises key service information and
enables mobile ticketing for its bus services.
Updated to include tram services under the
umbrella of Transport for Edinburgh (TfE), the
app provides real-time information, dynamic
journey planning, next-stop alerts and tap-to-
speak assistive technology.
The app was Scotland’s first public
transport m-ticketing platform and offers a
comprehensive range of ticket types. The
functionality of the app appealed to the
judges, who noted its success in a relatively
short space of time; it was being used by an
average of around 10 000 users a day after
just over six months.
Barclays Bank launched a pioneering
application, which allows customers to select,
purchase, download and display bus tickets
directly via their cellphone. The app combines
innovative ticketing technology – developed
by the company’s partner, Corethree – with
Barclays Pingit, the mobile payment app from
Barclays, available to smartphone users.
Services at the time of the award covered
areas including: Cardiff, Bath, Birmingham,
Manchester, Burnley, Blackburn and
Lancashire, and were expected to extend to
most UK towns and cities by 2015. Another
positive development in mobile ticketing,
the judges felt this product had significant
potential for growth.
So what is happening in the rest of
the world, and what might the future hold?
Zehra Chudry, head of content for Transport
Ticketing Africa, says: “Since 1995, in Asia
and Europe, public transit organisations
began investing substantially in new ticketing
technology, culminating in the ubiquitous
smart card technology.
“However, industry insiders are now realising
that even this approach is already becoming
antiquated and there is hesitation around
further investment necessary to update the
digital infrastructure to streamline and improve
the door-to-door journey of passengers.”
Chudry concludes: “Many people believe
mobile ticketing to be the next great iteration,
however, advances in smart ticketing are so
diverse and layered, with multiple channels,
that each system must be specifically
designed to address the needs of each
‘pocket’ of society.”
Interesting times ... unfortunately, Africa
will most likely be a few steps behind Asia
and Europe when it comes to embracing
all aspects of these new ticketing
innovations. |FOCUS
The judges noted its success in a relatively
short space of time; it was being used by an average of around 10 000 users a day after
just over six months.
58 |FOCUS| June 2015
GLOBALBUS
daimler Buses says that
transport operators in
world cities are experiencing
an increase in passenger
numbers, but that merely adding to the
frequency of services will not provide the
optimal solution to this growing demand. This
is because of increased congestion that will
be caused at bus stops and intersections.
This has prompted the manufacturer to
develop a larger 21-m version of the highly
successful 19,5-m, Euro-5, Mercedes-Benz
CapaCity articulated bus, to accommodate
191 passengers. This vehicle, like its
predecessor, will require special exemption
from the 18,75-m overall length limit
permitted by the German traffic authorities.
It complies in all other respects with the
dimensional and mass regulations currently
in force in that country.
Evolving the new, longer CapaCity L, out
of the base Citaro G model, was achieved
by the insertion of an additional segment
immediately behind the rear axle of the front
section, and a forward extension of the rear
section immediately behind the articulation
joint.
It also required the incorporation of a new,
independently suspended electro-hydraulic
fourth steering axle under the rear section,
which enabled an increase in the permissible
gross vehicle mass (GVM) from 28 to 32 t.
The result, according to the manufacturer,
is the longest complete Mercedes-Benz of
all, and the longest regular-service urban
European bus combination with one
articulated turntable.
The CapaCity L has a turning circle of
24,47 m, and incorporates Mercedes-
Benz’s new Articulated Turntable Controller
(ATC). This provides hydraulic damping of
the turntable to control any potential see-
sawing of the rear section when operating
on slippery roads – and diminish the chances
of jackknifing. There is also a function to limit
the swing out of the rear section over the
pavement when leaving a bus stop.
Mercedes-Benz claims that the
innovations applied to the ATC and linked
steered fourth axle, have resulted in an
articulated bus that does not handle
significantly differently from its smaller
brethren.
This new vehicle has its design roots
in the modular system of the standard
18,1-m, 163-passenger Mercedes-Benz
Citaro G articulated bus. It is powered by the
Euro-6, 10,7-litre, OM 470 six-cylinder, in-line
diesel engine, which is available with outputs
of 265 kW (360 hp) or 290 kW (394 hp).
The engine is mounted longitudinally at
the extreme rear of the second section, and
drives forward to the third axle through a
choice of ZF Ecolife or Voith Diwa torque
converter automatic transmissions.
Two cameras provide the driver with
an exterior view of the rear section, and
the interior layout can be adapted to
customer requirements. The option of a
fifth access door has also been added
to the three or four double-width doors
previously provided, to improve the flow of
the increased number of passengers. The
entire combination is configured with a low
floor, providing standing height clearance
of 2,3 m.
In the interests of passenger comfort,
the vehicle is equipped with electric side-
wall radiators and a high-performance
auxiliary heating system, as well as
top-suspended windows, air ducts with
ventilation openings, electrically operated
roof hatches and roof fans. There is an
optional air-conditioning system with
integrated roof heater.
The CapaCity L is set to undergo a
customer trial with Hamburger Hochbahn
during 2015, configured to accommodate
165 passengers, split between 43 seated
and 122 standing. |FOCUS
the longest
mercedeS
FRANK BEETON reports on the longest complete Mercedes-Benz bus of all
June 2015 |FOCUS| 59
STOPSBUS
The saying “football is life” (or something
like that), is perhaps most apt in Europe.
New MAN and Neoplan team buses for top
European clubs, for example, will now be
exclusively fitted out in the company’s new Bus
Modification Centre in Plauen, Germany.
The plant started operation at the
beginning of May and employs 140 people to
implement specific customer requirements
for the final equipment of the buses.
“With the new Bus Modification Centre in
Plauen, we have created the right conditions
to be able to offer turnkey solutions to our
customers from a single source. At the same
time, our site at Plauen has a clear future
perspective within our plant network,” says
Carsten Intra, a board member for production
and logistics, at MAN Truck & Bus AG.
While MAN has operated two Truck
Modification Centres in Germany – at Wittlich
and Munich – for a number of years, Plauen is
its first Bus Modification Centre.
BUSES FIT FOr FOOTBALL STArS
EUrOPE KEEPS DrIvING ELECTrIC BUSES
In March 2014, we reported on the
successful implementation of the Zero
Emission Urban Bus System (ZeEUS)
project in Europe, which is subsidised
by the European Commission and
coordinated by the International
Association of Public Transport (UITP).
VDL Bus & Coach was one of the
major role players in that scheme, and
the company has now supplied a further
four Citea Electric buses to Stadtwerke
Münster (the public services and
transport operator in Münster, Germany)
for the project.
One extra Citea was also delivered in
to the SEB project (rapid-charging system
for electric buses in public transport),
subsidised by the German Federal
Ministry of Education and Research.
These Citea Electric buses will be
extensively tested on a fully electric route
over an extended period of time. These
tests will yield practical information about
the use of electric bus systems in urban
areas.
The buses are fitted with an Institute
for Fluid Power Drives and Controls (IFAS)
rapid charging system on the side of
the roof of the bus. A robotic arm that
emerges from the roof of a bus shelter
automatically makes contact with the
charging system of the bus. With this
system, up to 500 kW of power can be
charged within six minutes.
The VDL Citea Electric is a fully electric
Citea SLF Low Floor bus with a length of
12 m. Says Alex de Jong, manager public
transport, VDL Bus & Coach: “Passengers
will find the VDL Citea Electric to be very
comfortable. The interior floor is free
of height changes and offers maximum
space.
“Large windows and a modern colour
scheme and finish create a very spacious
effect. The noise level is very low; there are
no engine vibrations and the acceleration
and braking occur with perfectly smooth
transitions.
“In short, the ride feels completely
different compared to a traditional bus
equipped with a combustion engine. In
combination with Zero Emission this
represents a big step towards changing
how people experience public bus
transport,” he concludes.
60 |FOCUS| June 2015
VIC’SVIEW
HOPPINGOFF
Vaughan Mostert developed a love for public transport early in life, which led to a lifelong academic interest in the subject. He recently retired as a senior lecturer from the Department of Transport and Supply Chain Management at the University of Johannesburg. Through Hopping Off, Mostert leaves readers with some parting food for thought as he continues his push for change in the local public transport industry.
my grandmother was
an unwilling guest of
King Edward VII in the
concentration camp at
Kroonstad during the winter of 1901. While
she would heartily approve of throwing poo at
a statue of Rhodes, Africa today is hurting in
part because of the lack of transport vision of
its leaders – of both the imported and home-
grown varieties.
If Rhodes had lived for at least another
twenty years, Africa would have been covered
by a more extensive network of railways than we
have today. We will never know by exactly how
much, or whether the rot and decay, which has
decimated many African railways since then,
would have taken place anyway.
It’s nice to daydream about being able to
travel by rail all the way from Lesotho to Liberia
and from Senegal to Swaziland. (I’m trying to
avoid the colonial Cape to Cairo cliché here.)
It is fair to speculate that fewer people would
be drowning in the Mediterranean and fewer
people would be having their shops looted in
South Africa, if African countries joined up their
transport networks – both road and rail.
For about 100 years, South Africa had what
was, arguably, the best narrow-gauge track
railway system in the world. Perhaps this is still
the case, but much of the shine has been taken
off in recent years – our own lack of vision has
resulted in an underperforming rail system,
both on the freight and (even more important)
the passenger side.
South Africa still suffers from delusions of
grandeur, however. On April 23, a spokesman
for Transnet pompously admonished the
editor of Business Day for quoting “analysts
who display no significant knowledge about
Transnet”. Apparently, if analysts want
the approval of Transnet, they need to be
familiar with a document called the Market
Development Strategy.
I have to confess that I had never heard
of it, but, helpfully, the spokesman provided
the uninformed among us with a list of bullet
points, which include: reducing the cost of doing
business, enabling economic growth, preparing
for mineral beneficiation (MB), enabling a shift
from mining to a networked economy, and
providing capacity against long-term investment
returns.
Not only do these points have a strong
sniff of “cut and paste” about them, but two of
them – MB and a shift from mining – worry
me. Neither will help the rail system much,
given its present philosophy. If MB leads to the
production of higher-value goods, they are less
likely to go by rail.
A shift from mining will also hurt the railway,
which at the moment actually puts up quite an
impressive performance in helping to export our
raw materials with cutting-edge efficiency. In the
process it makes a profit of over R3 billion a
year, which, presumably, helps to keep investors
and the rating agencies happy.
Sadly, the R3 billion is probably more than
wiped out by the failure of the railway to make
a dent in the ever-growing amount of road
traffic – both freight and passenger – that is
strangling parts of South Africa’s road network.
Starting with urban passengers; way back in
1982 the railway carried out over 700-million
commuter trips. By now we should be over the
one billion mark, but things have actually slipped
badly in the last 30 years.
The formula for reaching a billion is the
same for all public transport in South Africa.
Among other things, we need to set up a
Transport Authority, integrate road and rail
services, charge the same fare on road and rail
and operate common timetables.
New coaches alone won’t do it. For rural
areas, and freight in general, the railway needs
to run a guaranteed (scheduled) daily train
service on every active line in the country, plus
on quite a few inactive lines that have been
allowed to fall into disuse.
The daily trains should also have passenger
coaches at the back. We will be surprised how
many people will use them. This will be the
platform for raising the profile of the railway
throughout the country.
The accountants might not be happy, but
Transnet (which, for some reason that totally
eludes me, trains chartered accountants),
should put together a short course for them to
think outside the box.
Transnet and the Passenger Rail Agency
of South Africa (Prasa) should be taking young
South Africans (many of whom have never seen
a station or shunting yard) on guided tours and
giving learners free rail transport at weekends
to show them what travelling by train is all about.
After more than 150 years of serving mainly
mining interests, the time has come for our
railway to cater for the entire community. It’s
the post-colonial thing to do. |FOCUS
Last month I made some suggestions for the Gautrain. A further development has been the withdrawal, due to lacking support, of the Nasrec Business Express (launched with much fanfare in October 2014). Taking into account current issues – such as the toppling of Rhodes’ statue, xenophobia and colonialism – we need to take a broader look at the current role of railways throughout Africa
of rhodes and
rAilS!
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June 2015 |FOCUS| 61
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