focus november 2014

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On TranspOrT and LOgisTicsfocusontransport.co.za

BUMPER IAA ISSUE All the news from THE transport event

Can SA’s bus seat business be saved?

EXCLUSIVE:Behind the wheel of

the new Vito

How much are tyres REALLY costing your business?

Renault’s constRuction kingsMagniFiQUE!

www.focusontransport.co.za

??????????

b |FOCUS| November 2014

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

N E W I V E C O P L A N T I N G A U T E N G

Iveco South Afr ica and Lar imar Group wi l l soon inaugurate their new manufac tur ing fac i l i ty :

Iveco South Africa Works

This s i te wi l l assemble medium, heavy and extra-heavy duty commercia l vehic les as wel l as front engine and low f loor c i ty buses .

The new “Born in South Afr ica” logo marks th is impor tant occas ion. A ’s t amp of authent ic i ty ’ , the logo cer t i f ies the qual i ty of these loca l ly assembled Iveco commercia l vehic les by a South Afr ican workforce . Vehic les with the “Born in South Afr ica” logo are ta i lored for Afr ica’s

var ied terra in and chal lenging condit ions .

November 2014 |FOCUS| 1

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

N E W I V E C O P L A N T I N G A U T E N G

Iveco South Afr ica and Lar imar Group wi l l soon inaugurate their new manufac tur ing fac i l i ty :

Iveco South Africa Works

This s i te wi l l assemble medium, heavy and extra-heavy duty commercia l vehic les as wel l as front engine and low f loor c i ty buses .

The new “Born in South Afr ica” logo marks th is impor tant occas ion. A ’s t amp of authent ic i ty ’ , the logo cer t i f ies the qual i ty of these loca l ly assembled Iveco commercia l vehic les by a South Afr ican workforce . Vehic les with the “Born in South Afr ica” logo are ta i lored for Afr ica’s

var ied terra in and chal lenging condit ions .

www.iveco.co.za

??????????

2 |FOCUS| November 2014

www.udtrucks.co.za

www.facebook.com/udtrucks

https://twitter.com/udtruckssa

mailto:[email protected]?


cOnTEnTs

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2014m e d i a g l o b a lC H A R M O N T

On TranspOrT and LOgisTics

The range of vehicles from Renault Trucks has undergone a R28-billion (€2-billion), eight-year renewal. Turn to page 8 for details on the local offering.

COVER

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

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

EDITORCharleen Clarke

Cell: 083 601 0568email: [email protected]

ASSISTANT EDITORGavin Myers

Cell: 072 877 1605 email: [email protected]

SUB-EDITORJeanette Lamont


JOURNALISTSJaco de Klerk


Claire RenckenCell: 082 559 8417

email: [email protected]

INDUSTRY CORRESPONDENTFrank Beeton

Tel: 011 483 1421Cell: 082 602 1004


TECHNICAL CORRESPONDENTVic Oliver


PUBLISHERTina Monteiro


ADVERTISING SALESMargaret PhillipsonCell: 083 263 0451


Megan du ToitCell: 060 503 3092


CIRCULATION MANAGERBev Rogers


DESIGN AND LAYOUTNelio da Silva


PRINTINGCamera Press

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

the editor.

4 Steering Column

6 Wheel Nut

52 Global FOCUS

56 Short Hauls

58 Subscription form

60 Naamsa figures

61 FOCUS on Bus and Coach

66 Global bus

68 Hopping off

REGULARS

10 ON WITH THE SHOW!Innovation. Connectivity. Efficiency. Safety. Autonomous driving. These were the buzzwords

at this year’s IAA. We could easily have spent a month at the show …

26 A DYNAMIC THIRDIt was a quarter of hotly contested jostling for position among some manufacturers,

record sales for others, and a variety of market conditions – both positive and negative.

We report on a very interesting third quarter.

32 COSTLY ROLLINGNeglecting the cost of the tyres in their fleets is one of the biggest, most expensive

mistakes operators make. Here are some do’s and don’ts to make the task a little

easier.

36 IT ALL BEGAN WITH AN OLD NOKIA …The relentless pace of technological advancement has meant that modern-day telematics

is an absolute necessity for effective fleet management. FOCUS explores.

40 MINING OPPORTUNITIESThe Electra Mining Africa 2014 exhibition took place at the Nasrec Expo Centre,

Johannesburg, from September 15 to 19. FOCUS brings you some highlights.

64 TAKE A SEATBus seats are not always given the attention they deserve, even though they are vital

to the safety and comfort of passengers. We speak to a couple of local bus seat

manufacturers about the challenges they face.

NOVEMBER

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Charleen Clarke

You’ll read a lot about the IAA

in this issue of FOCUS. That’s

because the 2014 fair lived up

to its reputation for being the

world’s leading commercial vehicle show –

once again. The who’s who of the global

commercial vehicle industry converged on

Hannover for ten days (including two press

days) to natter and view the latest and greatest

innovations.

Everyone was in an upbeat mood, including

the eternally jovial Matthias Wissmann,

president of the German Association of the

Automotive Industry (VDA), which organises

the fair. It was easy to understand why; this

year’s event attracted 2 066 exhibitors from

45 countries.

But Wissmann had more to beam about

than the success of the actual fair; as he aptly

pointed out, the industry as a whole is doing a

dandy job. “No other means of transport has

made quantum leaps in recent years like the

commercial vehicle – it is genuinely bundled

technology on wheels,” he noted.

Those commercial vehicles do more than

just move goods and people. “No matter

whether in large or small businesses, or in

urban or rural regions, from the North Sea

to the edge of the Alps, one thing is clear:

commercial vehicles ensure prosperity and jobs.

“In Germany, around 190 000 direct

employees give of their best, day by day, in

the production of commercial vehicles. That is

one quarter of all employees in the automotive

industry. Then there are also the employees

whose jobs depend indirectly on commercial

vehicles – in operations, maintenance and

deployment. Of course, this includes the vehicle’s

best friend, the driver!” Wissmann added.

The VDA president went on to say that both

national and international freight traffic would

continue to increase in the future. All modes of

transport would be needed for coping with the

growing volume. “Trucks, the railways and ships

must all do what they do best. They have to be

networked in the best possible way to keep on

making transport more efficient,” he stressed.

Wissmann added, however, that commercial

vehicles were “unbeatable”, especially on short

and medium-length routes: 78 percent of all

road freight is transported over distances of

less than 150 kilometres.

“Commercial vehicles make roughly 2,7

billion courier, express and parcel deliveries

every year. One thing applies equally to books

and shoes, items bought as gifts or for one’s

own use: no other mode of transport is better

suited to the rapidly growing mail-order business,

than commercial vehicles. They serve society

reliably and unobtrusively. Commercial vehicles

truly are quiet heroes with no airs and graces,”

Wissmann stated.

Public passenger transport, too, would be

inconceivable without road transportation, the

VDA president stressed, and continued: “Every

year buses carry over five billion passengers

to their destinations – which is 43 percent of

the total volume carried by buses and railways.”

He added that coaches were writing an

“extraordinary success story”. In the first eight

months of this year, they transported over ten

million passengers, and the figure could exceed

15 million by the end of the year. At the same

time, buses are real CO2 champions: a fully

laden bus consumes less than one litre of fuel

per passenger per 100 km.

Today emissions of pollutants from a

modern Euro-6 truck are up to 98 percent

less than those from a truck 25 years ago.

Compared with the previous Euro-5 standard,

nitrogen oxide emissions have come down

by 80 percent, while particulates have been

reduced by around two thirds.

“So the commercial vehicle manufacturers

have successfully carried out the historic task

of reducing pollutants to almost zero. We are

now concentrating on further decreases in

fuel consumption and CO2 emissions. In this

area we have already made great strides

forward. Today a 40 t truck-trailer combination

consumes around 60 percent less fuel, per

tonne-kilometre, than a truck did in the mid-

1960s. Achieving that required a technological

tour de force with high levels of investment – it

certainly wasn’t a walk in the park,” Wissmann

emphasised.

A walk in the park it was most certainly not.

But cause for celebration? I think so. Hail the

commercial vehicle! |FOCUS

I love commercial vehicles! And

this year’s IAA left me with a truly

warm and fuzzy feeling about

the vehicles that we write about

within the pages of FOcUs …

commeRcial vehicle!HaiL THE

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WHEELNUT

decked out in blue and beige giving what was,

hopefully, a stern talking to.

(For those unaccustomed to Joburg law

enforcement, the blue shirt and beige pants

is the uniform of our Johannesburg Metro

Police Department.)

This pleased me – a lot. As it must’ve

someone from Netcare 911, as I received a

press release but a few days later detailing

the importance of not using the emergency

lane and/or blocking an emergency vehicle’s

path.

The document quotes Shalen Ramduth,

GM of inland and aeromedical operations at

Netcare 911: “The yellow lane is there for

emergency vehicles only. It is illegal to utilise

the emergency lane for anything other than

an emergency or a breakdown,” he says.

“We often find that once we have cleared

the backlog in the emergency lane, the same

culprits who blocked the lane will pull out

behind the emergency vehicle and follow it.”

One can only guess that these people have a

moth-like attraction to the flashing red lights

atop the company’s vehicles …

“Clearing the backlog”, as Ramduth puts

it, is another problem faced by the emergency

services. Says Neill Visser, Netcare 911

regional operations manager for Gauteng

West: “Some drivers will try and ‘clear’ the

way for us, but put their own lives at risk

in doing so. Others are too bewildered and

freeze because they do not know what to do,

subsequently blocking our path.

“Other road users are completely oblivious

of the approaching lights and sirens of an

emergency vehicle, because the music in

their vehicles is too loud or they are simply

not paying attention. Arrogant drivers who

refuse to move out of the way are also the

order of the day. It places us in the difficult

position of having to try and weave in and

out of traffic in an attempt to move around

a vehicle.”

So, what should you do if an emergency

vehicle approaches? First, keep an eye on

your rear-view mirrors for the flashing lights

(you should see them before you hear the

sirens). When the vehicle gets to you, look

at the driver to see where he wants to go,

thereby guiding you. Move left so the vehicle

can pass you on your right, or at least to the

edge of your lane to make as much room as

possible. Never tailgate an emergency vehicle

as it could decelerate or stop at any time

and, please, do not use the emergency lane if

traffic is backed up.

Visser sums it up perfectly: “The next

time you see an emergency vehicle fighting

its way through traffic, ask yourself: How

long can you hold your breath? What if the

victim they need to get to is someone you

know? This applies whether it is the police

going to a robbery or a major accident

scene, or ambulances attending to a

medical emergency. Always consider that

lives can be at stake and every second

could mean the difference between life and

death.” |FOCUS

With South African motorists’

increasing disrespect for

the law comes an apparent

preference for certain colours,

but this can also mean the

difference between life and

death

Flashing

LigHTs

Gavin Myers

Like most of Johannesburg’s

highways, the M1, which runs

north-south through the middle

of the city, does not seem to

cope with peak-time traffic. I generally travel

across one of two different overpasses to

and from work each day and I feel nothing but

pity for the poor sods I see crammed sardine-

like in either direction, with nowhere to go but

inch-by-inch forward … Especially when they’re

passed by holier-than-thou motorists who

probably think that, because yellow is their

favourite colour, it is okay for them to shoot

down the emergency lane.

I see it every day, so I can only imagine

that a large portion of motorists like yellow

… On my way home from work a few weeks

ago, in traffic on the overpass, I was pleased

to see some minibus taxi drivers that must’ve

quite liked blue as well – what with the

flashing lights behind them and gentlemen

Most road users don’t know – or care – what to do when an emergency vehicle approaches.

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COVERSTORY

“ruggedness, driver

comfort, payload, pulling

capacity and easy body

mounting all make these

the perfect tools for demanding businesses,”

says Christian Coolsaet, managing director

of Renault Trucks SA, when describing the

company’s new K and C ranges. The all-new

vehicles in these two distinct ranges have

been designed with a focus on the truck’s role

as an asset and a tool to carry out projects as

efficiently as possible.

The C range is designed for superior driver

comfort, exceptional reliability and optimal fuel

efficiency, making it ideal for both long-haul

and certain construction applications, such as

delivering building material and carrying ready-

mix concrete.

The K range, on the other hand, offers

even greater ground clearance and a 26°

approach angle. This makes the K range ideal

for applications such as heavy earthmoving

operations, demolition, transport of construction

equipment and road building.

“We believe that these new Renault

trucks fill a unique gap in the market with

their robustness and high levels of productivity,

together with the support services provided to

our customers,” says Coolsaet.

To deliver on this promise, over 500

test vehicles covered more than ten million

kilometres in extreme conditions. Renault

claims the reliability and endurance tests

carried out on these new vehicles were the

most demanding ever used in the company’s

history.

“With the improved driveline and reliability

of these two new ranges, we are providing our

customers with products that are able to work

under the harshest weather conditions and on

the demanding terrain of the African continent,”

continues Coolsaet.

That driveline consists of a Euro-3 range

of engines of 11- and 13-litre capacity,

with power ratings ranging from 246 kW

(330 hp) and 1 650 Nm to 335 kW

(450 hp) and 2 200 Nm. These drive

through the Optidriver automatic gearbox.

This automatically selects the ratio best

adapted to the speed and road profile and

ensures fuel savings by streamlining the

fuel consumption. It also provides lower

maintenance costs together with optimised

driver comfort and safety.

The C range is fitted with the OptiTrack

solution from Renault Trucks. An alternative

to conventional rear-wheel and all-wheel

drive formats, the principle of OptiTrack is an

additional self-disengaging hydrostatic traction

solution on the drive axle, which is powered

by two hydraulic motors integrated into the

wheel hubs.

Both the K and C ranges are available in

6x4 and 8x4 configurations. To guarantee

a high level of reliability, the C range is fitted

with parabolic rear suspension with a 13 to

26 t capacity. New chassis air suspension

systems, available with a capacity of 13 to

21 t on the C range, are also available and

reduce the amount of vibration felt in the cab,

thereby improving driver comfort. The K range

is fitted with parabolic and semi-elliptical rear

suspensions, capable of supporting a load of

from 13 to 32 t.

Providing for excellent payload was a must

when designing the new vehicles. The C 8x4

XLoad version, for example, is capable of

carrying a 22,8 t payload for a curb weight of

7 175 kg with twin wheels.

The C range can be fitted with aluminium

tanks and rims, as well as disc brakes, to

optimise its curb weight. The K range features

a chassis designed to handle heavy loads; its

maximum gross combination weight (GCW) an

impressive 120 t.

The K and C chassis have been designed

for easy body mounting. Four cab options are

available on the C, with two for the K range.

“With the launch of the new ranges, we

are very optimistic about our prospective

performance in the market, and in the process

we are reaffirming our commitment to the

region,” says Coolsaet. “In South Africa alone,

we are aiming to steadily increase our market

share within the next 36 months from two to

five percent.” |FOCUS

Renault Trucks South Africa is poised for great things, kicking off with all-new vehicles for the mining and

construction sectors. Welcome to the new K and C ranges

kings oF constRuctionrEnaULT’s

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FOCUSON IAA

More than 2 000 exhibitors!

Over 320 world premieres!

A whopping quarter of a

million visitors! This year’s

IAA – which took place from September 25

to October 2, in Hannover, Germany – didn’t

disappoint. Here are just some of the highlights

of the fair.

BPWBrake-lining wear sensing was one of many

innovations on the BPW stand. Thanks to this

development within the field of telematics,

sensors on the brakes can continually measure

the amount of wear on the brake lining of each

individual wheel.

The information gathered is presented on

a display in the driver’s cab and via an online

portal. In this way, the system provides helpful

information for the predictive maintenance

planning of vehicles. Drivers and shipping

companies receive information about

the entire vehicle through the telematics

system.

DAFDAF had a delightful stand, full of colour and

always packed with visitors. Occupying an area

of 2 500 m², it showcased the company’s

complete Euro-6 product range. The DAF trucks

on display included the new LF for distribution

transport, the versatile CF and the flagship XF

model for heavy and long-distance transport.

DAF’s new Euro-6 range has been expanded

with a full range of three- and four-axle vehicles.

DAF also launched Predictive Cruise Control

– which works in combination with Predictive

Shifting. This option is available in January 2015

on Euro-6 CF and XF models with an automated

AS Tronic 12-speed gearbox.

Predictive Cruise Control uses Global

Positioning System (GPS) technology to

determine the exact position of the vehicle

and to know which driving circumstances have

to be taken into account the next one to two

kilometres. In fact, the system “looks ahead” and

anticipates slopes and descents.

The driver sets the desired speed in advance,

as well as the permitted deviation above and

below this value, with three pre-programmed

options available for the permitted downward

deviation. Within the specified range, Predictive

Cruise Control determines the ideal speed and

Predictive Shifting selects the ideal gear.

DAIMLERDaimler had the largest stand at the IAA, yet

again, with the highlight being its self-driving

truck. Read more about Daimler’s IAA stand

on page 18.

DONGFENG

Dongfeng’s stand had a decidedly Chinese feel

to it, which was terrific. It launched the Dongfeng

KX, the company’s new Cummins-powered truck

tractor, at the IAA. Read more about Dongfeng’s

IAA stand on page 22.

FORDFord launched the longest series Transit ever

(7,8 m) as well as the Transit Kombi and van,

which can be driven with a passenger car

licence. It also launched a double-cab derivative

Innovation. Connectivity. Efficiency. Safety. Autonomous driving. These were the buzzwords

at this year’s IAA. CHARLEEN CLARKE could easily have spent a month at the show …

on with the

sHOw!

www.tfm.co.za


FOCUSON IAA

of the Transit Van, which has up to seven seats

and can transport a volume of up to 10,6 m³.

HYUNDAIIt was great to see yet another manufacturer

exhibiting at the IAA for the very first time (the

other was Dongfeng). The company launched its

H350 van, which was developed specifically for

the European market and will be built in Turkey.

The design of H350 is intended to be efficient

and practical, while also appealing visually to

customers.

Echoing its passenger-car counterparts, the

H350 features a hexagonal grille integrated into

the front bumper, flanked by stylish headlamps,

complete with LED daytime running lights

that wrap around the front of the new vehicle.

Side mouldings run down the flanks to the

rear, segmenting the cargo van’s panels and

incorporating the practical sliding side-door.

It looks ideal for South Africa too …

IVECOIveco had a real head turner on its stand in

the form of the Iveco Vision concept vehicle.

Described as “a laboratory for the study and

development of new technological solutions

and future modes of transport”, it boasts the

Dual Energy system, a technology which allows

for the use of two different types of traction.

One is exclusively electric, ensuring zero local

emissions and low noise levels, and the other is

hybrid (thermoelectric) and suitable for longer

journeys and for extra-urban missions, reducing

consumption and CO2 emissions by up to

25 percent.

The real star of the stand was, however, the

New Daily. This third-generation light commercial

vehicle made its début before the international

public at large, following its official presentation

of the beginning of June. It is a completely new

vehicle which presents itself with a load space

capacity at the top of its category, best-in-class

for volume and capacity, car-like comfort and

driveability and fuel consumptions reduced even

further.

Some 80 percent of the components have

been completely redesigned, but the New Daily

keeps its classic chassis structure; an integral

part of its DNA, ensuring strength, versatility

and durability over time, as well as recognised

bodybuilding flexibility (for the chassis cab

versions).

KNORR-BREMSEKnorr-Bremse presented two new solutions

specifically designed to meet market needs in

the BRICS states (Brazil, Russia, India, China and

Top: Renault scooped the Truck of the Year accolade at the IAA.Above: MAN displayed some drop-dead gorgeous so-called “Tattoo Trucks”.

»

www.tfm.co.za


FOCUSON IAA

South Africa). The specially developed global Air

Processing Unit (APU) is a particularly compact

modular unit comprising an air dryer and a

multi-circuit protection valve. This Air Processing

Unit is not only inexpensive, but also easy to

maintain. Another fully scalable product is the

“BRIC TABS” ABS system for trailers, offering

various mounting options and a correspondingly

attractive price.

JOSTJost premiered its new, ultra-light JSK 34 fifth

wheel coupling. Other highlights of the stand

included Jost safety systems, including the

series-production-ready, fully automated KKS II

coupling system and the Jost SDR roof diffuser,

which reduces the air turbulences at the rear

of the vehicles (which, in turn, reduces fuel

consumption).

The Jost Group also presented hydraulic

systems by Edbro for the first time at an IAA.

Edbro has been part of the Jost Group since

November 2012 and it presented the newly

developed CS 17/18 Ultra series – the lightest

front lifting cylinder in the class of tipping weights

up to 60 t.

MANFuel efficiency was the central theme at the

MAN stand, which covered an area of some

10 000 m². Its star exhibit was the top-of-the-

range TGX D38 truck, which made its public

début in Hannover. Read more about MAN’s IAA

stand on page 14.

RENAULTRenault launched the stunning K 8x6. This

new configuration is particularly suitable for

customers whose vehicles operate off-road on

very rough terrain in quarries or mountainous

areas, as well as in wet and muddy conditions

where an 8x4 could not deliver the performance

needed for this activity. The Renault Trucks K

non-permanent 8x6 offers its users additional

pulling power on demand.

With the front axle capable of being driven

and ground clearance increased by 70 mm,

compared with an 8x4, the 8x6 configuration

allows operators to benefit from obstacle-

clearance capacity virtually equalling that of

an 8x8 vehicle, while at the same time limiting

additional weight and fuel consumption.

Customers therefore have the advantage of

Iveco’s Dakar contender attracted a great deal of attention at the show.

AND THE WINNERS ARE …!

One of the highlights of the IAA is

the announcement of the winners

of three of the most prestigious

international awards in the

commercial vehicle industry, namely

Truck of the Year, Bus of the Year

and Van of the Year.

In each case the judges are

renowned commercial vehicle

journalists and editors-in-chief

from all over Europe, who put the

products through numerous tests

to examine them in detail.

HERE ARE THE WINNERS:

International Truck of the Year

2015 – Renault Trucks T

International Bus of the Year 2015

– MAN Lion’s City GL CNG

International Van of the Year 2015

– Iveco Daily

www.tfm.co.za


FOCUSON IAA

a tool that features very high pulling power,

while keeping operating costs under control.

SCANIAScania launched its V8 Euro with biodiesel and

the marvellous Scania Citywide Hybrid, the only

certified hybrid bus for parallel operations with

biodiesel. Read more about Scania’s IAA stand

on page 24.

VOLKSWAGENVolkswagen Commercial Vehicles launched the

e-Load up!, which offers practical solutions for

inner-city, zero-emission delivery or customer

service traffic. Equipped with a zero-emission

electric drive, it is highly suitable for any small

commercial vehicle running of routes of up to

100 kilometres.

Volkswagen also launched the Tristar, a

beefy bakkie with an extended cab, styling bar

and short wheelbase. It has a permanent four-

wheel drive with mechanical rear-axle differential

lock and 30 mm of additional ground clearance.

It’s a good looker too, with its sharp, wrap-around

lines and funky, monolithic dashboard.

VOLVOThe big news at Volvo was the launch of its

I-Shift Dual Clutch – the first dual clutch system

for heavy vehicles. A dual clutch transmission

is a major improvement for trucks, offering far

smoother and easier driving. The heavier the

transport task, the tougher the route and the

more gear shifts, the more you gain with I-Shift

Dual Clutch.

I-Shift Dual Clutch is a further development

of I-Shift and can be described as two parallel-

linked gearboxes. When one gear is active, the

next gear is pre-selected in the other gearbox.

During the gear changing itself, the first clutch is

disengaged at exactly the same instant that the

second one is engaged, so gear changes take

place without any interruption in power delivery.

Volvo Trucks also launched the new Volvo

FH 16 with Euro 6. Plus it lifted the lid on the

Volvo 7900 Electric Hybrid. This electric hybrid

city bus boasts plug-in technology, is wonderfully

silent, and offers a reduction in fuel consumption

and carbon dioxide of up to 75 percent (versus

a conventional diesel bus).

WABCOWabco launched OptiLink, the industry’s first

mobile application that remotely controls and

monitors a suite of vehicle safety and efficiency

functions on truck-trailer combinations,

It’s the first such product to provide a single

user interface via a mobile device, such as a

smartphone, to monitor and control multiple

functions on both the truck and trailer. Available in

11 languages, Wabco’s new OptiLink application

offers easy operator access to 18 functions,

providing the industry’s widest range of functions

for tractor-trailer combinations through a single

mobile device.

“Wabco’s OptiLink technology marks another

milestone in remote management of safety and

efficiency functions on truck-trailer combinations

worldwide, while also offering considerable

opportunity to improve return on investment on

daily fleet transport business,” noted Nick Rens,

Wabco president, trailer systems, Aftermarket

and Off-Highway Division. “Our new OptiLink

mobile application enables fleet managers and

drivers to further improve vehicle safety and

efficiency, while enhancing driver effectiveness

and comfort.”

ZFZF displayed its Innovation Truck, a truck-trailer

combination that can manoeuvre without a driver

at the wheel. The diesel engine is not used,

either! At low speeds the truck can be controlled

remotely from a tablet computer and manoeuvred

using electric power only. |FOCUS

Above: Some trucks at the show were green - literally!Above right: Green technology was a focal point at the IAA this year.Right: Who says a delivery vehicle cannot be dead sexy? This Ford proves otherwise!

www.tfm.co.za


FOCUSON IAA

green trucks, monster engines,

global accolades and even trucks

with a musical pedigree … MAN

delivered lots of surprises within

the IAA showgrounds and even beyond!

ART TRUCKS WITH A MUSICAL THEME? MAN KANN!I’m going to kick off with a display that didn’t

actually take place at the IAA. It did, however,

take place in Hannover (home of the IAA), and

it marked the start of the fair. On display at

the Hannover central station were six so-called

Tattoo Trucks – MAN art trucks inspired by the

songs of Peter Maffay, a hugely famous German

musician. The trucks were painted by the same

team that creates the famous BMW Art Cars.

“Each of the six trucks is unique. We are very

honoured that our songs served as inspiration

for these rolling works of art,” Maffay enthused.

The MAN Tattoo Trucks will transport the stage

equipment across Germany on his tour, which

kicks off in early 2015.

After the IAA, the unique MAN Tattoo

trucks travelled from Hannover to the MAN

Truck Forum in Munich, where they are now

on display.

THE PERFECT TRUCK FOR SOUTH AFRICA? MAN KANN!From the central station to inside Hall 12 at the

IAA … it was great to see the perfect truck for

South African applications on the MAN stand.

The TGX 25-540 is a 6x4 available in right-hand

drive and specifically configured for the South

African marketplace.

I was chatting to Geoff du Plessis, CEO of

MAN Truck & Bus in this country, and he was

delighted at the prospects for this vehicle. “All the

EfficientLine technology has been incorporated

into the vehicle. I’m especially impressed with its

pretarder; one of the most stressful things for a

driver is braking down a hill. It has Euro-5 SCR

technology that can cope with South African

quality fuel. I believe it will afford South African

operators improved fuel consumption and

reduced costs – which can only be a good thing,”

he commented. Hear, hear!

The EfficientLine technology to which Du

Plessis refers is nothing new to South African

transport operators; MAN’s EfficientLine

vehicles have long been available here and they

have also toured South Africa, earning huge

economy kudos en route.

The big news at the IAA, however,

was the launch of the new MAN TGX

EfficientLine 2, which is even more impressive

than its predecessor. It boasts a bundle of

standard on-board features – notably predictive

EfficientCruise cruise control, torque-enhancing

TopTorque and a more powerful version of

MAN TeleMatics. MAN’s most successful

model has just got even better!

TRUCKS POWERED BY CNG? MAN KANN!We all know that natural gas rocks (much like

Peter Maffay). Forecasts indicate that 65 million

gas-powered vehicles will be on the roads in

2020. The infrastructure is also developing,

with some 3 000 filling stations for compressed

natural gas (CNG) already existing in Europe

(22 000 are located worldwide).

Bearing this in mind, MAN previewed a

CNG-powered TGM at the IAA. This 18-t truck is

MAN kann – “MAN can” in South African lingo – was the recurring theme of the company’s IAA stand. CHARLEEN CLARKE discovers that this statement applies to all aspects of the company’s business …

man

KANN!


FOCUSON IAA

powered by a Euro-6, turbocharged six-cylinder,

6,9-litre CNG engine, which churns out with

209 kW (280 hp) and 1 150 Nm of torque.

The engine is paired to a 12-speed MAN

TipMatic gearbox. The gas tank’s capacity

is 140 kg and this vehicle can cover some

400 km in distributor urban transport and

around 700 km on secondary roads. Fuel

costs are around 20 to 35 percent lower

than those of a diesel vehicle, depending on

the application.

Furthermore (and this is significant in

Europe), the TGM with CNG drive is up to three

decibels quieter. This means that CNG vehicles

are ideal for use in cities and during the early

morning or late evening, when noise restrictions

apply on that continent.

WIN BUS OF THE YEAR? MAN KANN!Of course, the use of CNG is nothing new for

MAN. The company has been working in this

field for over 40 years and it’s sold more than

8 000 natural gas buses, chassis and natural

gas engines. One of its most recent buses is

the innovative five-door articulated city bus

Lion’s City GL CNG, which was named Bus of

the Year 2015 at the IAA.

The Euro-6 CNG engine of the MAN

Lion’s City GL CNG offers an environmentally

friendly public transport mobility solution with

extremely low pollutant levels. When filled up

with biogas or e-gas, the articulated bus is

virtually carbon neutral – offering emission

levels comparable to that of fully electric

vehicles.

The 18,75 m long articulated bus boasts a

transport capacity of up to 142 passengers and

features five double-width doors – making it the

only five-door bus on the market. These clever

innovations ensure optimal passenger flow and

reduced waiting time at stops. The vehicle is also

fitted with three fold-out chairs, which the driver

can control, meaning more standing room can

be made available in the event of a large influx

of passengers.

Bus models from different manufacturers

have been competing against each other in

From the top: MAN´s top-of-the-range TGX D38 truck made its public debut at the IAA.During the IAA, MAN unveiled six MAN Tattoo trucks in front of Hannover’s central station.Anders Nielsen, chief executive officer of MAN Truck & Bus, is extremely proud of the company’s newly developed D38 six-cylinder in-line engine, which has a displacement of 15,2 litres.

»


FOCUSON IAA

the annual Bus of the Year competition since

1989. The winner is chosen by a jury consisting

of 19 members of the trade press from around

Europe. The key criteria are innovation, cost

effectiveness, suitability for use both now and in

the future, as well as safety and passenger- and

driver-friendliness.

This year it was MAN’s turn to lift this sought-

after trophy. Take a bow, MAN!

DELIVER A POWERFUL YET ECONOMICAL ENGINE? MAN KANN!Much has been said and written about

MAN’s truly marvellous new D38 six-cylinder

15,2-litre in-line engine. It occupied pride of

place during the MAN press conference,

with the covers being lifted off this masterful

machine in dramatic fashion. For the IAA, it was

fitted to the top-of-the-range TGX D38 truck,

which celebrated its public debut in Hannover.

I chatted to a number of MAN engineers and

they promised that this new truck would lift

reliability, efficiency and low running costs to

an all-new level.

HYBRID TRUCKS FOR LONG DISTANCE? MAN KANN!Hybrids and long distance have not

traditionally gone hand in hand; hybrids

have typically been better suited to

urban applications. Not anymore!

At the IAA, the company

launched the MAN TGX Hybrid,

which is a really exciting concept

(sadly it is just a concept truck

at this stage). The TGX Hybrid

has a 328 kW (440 hp) diesel

engine, which provides the primary

source of power, and a 130 kW

(174 hp) electric motor, which

acts as an alternator when

coasting and braking – in so doing,

recovering, storing and reusing

braking energy.

The MAN TipMatic gearbox

transfers power to the rear axle. The recovered

energy is stored in a battery with a capacity of

around two kilowatt hours. The TGX Hybrid uses

this energy to provide increased torque to the

diesel engine on gradients. The diesel engine

can, therefore, be driven in the most economical

engine rev range and the additional torque

avoids downshifts on hills, thereby saving fuel.

Let’s hope this concept truck makes it to

production one day!

BUSES THAT SIP SUGAR? MAN KANN!The most important exhibit from MAN Latin

America was probably the Constellation 24.280,

in 8x2 V-Tronic guise. The model has a six-tonne

payload advantage over its 6x2 sibling. But, for

me, the most interesting exhibit was the low-

entry VW 18.280 OT, the first Volksbus with

full air suspension – because it’s powered by

biodiesel derived from sugarcane.

MAN Latin America started experimenting

with sugarcane-derived biodiesel in 2011, when

this fuel was used to power Euro-3 vehicles.

It’s the first Brazilian company to test biofuels

on Euro-5 vehicles. “With studies for use of

sustainable materials in our cabs, and research

into renewable fuels in our trucks and buses, we

are bringing innovative, environmental solutions

developed for emerging economies, such as

Brazil, to the IAA once again,” an immensely

proud Roberto Cortes, president and CEO at

MAN Latin America, told me.

DELIVER A SAFER FUTURE? MAN KANNFinally (and probably most importantly) MAN

displayed a number of safety innovations for

the future. Obviously, because the show was in

Germany, these innovations pertained to left-

hand drive vehicles, but we hope to see them on

our roads one day!

Particularly noteworthy were a lane-change

assistant (we all know how challenging it is

to change lanes in a truck) and a turning

assistant, which warns drivers about any cyclists

or pedestrians in their blind spot when turning

right.

Equally impressive was the very latest

emergency braking technology, which combines

the information from the radar sensor and

camera in the windscreen in order to be able to

recognise potential emergency brake situations

earlier. By merging these sensors, the system

can recognise stationary and moving objects

more quickly, saving the system valuable time

and allowing it to brake earlier.

I was also impressed with a new camera

monitoring system that replaces mirrors. It’s

hugely smart; drivers can see their surroundings

at a glance instead of having to look in several

mirrors.

Practically, this cannot be implemented

right now – current legislation dictates that

conventional mirrors are compulsory and cannot

be replaced with camera systems. If legislation

changes, however, MAN is ready to deliver. As I

said, MAN kann! |FOCUS

Right: MAN’s hybrid truck, aptly painted green, is suited to long-distance haulage.

MAN Latin America launched the Constellation 24.280, the best-selling truck in the Brazilian market, in 8x2 V-Tronic guise at the IAA.

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


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FOCUSON IAA


days on the Daimler stand.

Does that sound ridiculous or

improbable? It happened once,

you know. I visited the IAA for

three days with a virgin IAA-er … and he spent

all three days on the Daimler stand. Not out

of any particular loyalty to the company – but

because he thought that the Daimler stand

was the IAA in its entirety. He honestly didn’t

realise that there was more to see …

At the time, we all giggled at his naivety

but, truth be told, the Daimler stand – which

spans over two halls – is always enormous.

And it does offer products from all corners of

the globe … so maybe the poor chap wasn’t

so silly after all.

This year was no different – with Daimler

offering IAA visitors 66 trucks, vans, buses

and coaches over some 16 000 m2 … from

the stunning Future Truck to the new Vito,

which was accompanied by a brilliant stage

show.

First of all, there was the Mercedes-

Benz Future Truck 2025. I won’t go into too

much detail about this truck, as it’s already

featured extensively within the pages of

FOCUS (readers will recall that I interviewed

the truck for our August 2014 issue). The

big news relating to the Future Truck 2025,

however, was the incorporation of Blind Spot

Assist, which Daimler will bring into series in

the coming years.

We’ve seen this technology in cars for

some years. Essentially it involves radar

sensors that monitor the sides of the truck

and alert the driver to the presence of other

road users on either side of the vehicle, who

may not be immediately visible. It’s an utterly

brilliant feature for a truck.

Equally big news was the public premiere

of the new Vito (which FOCUS drove after

the show; see our report on page 42 of

this issue). The new Vito is as green as

Shrek – it consumes 20 percent less fuel,

on average, than its predecessor. When it is

fitted with the BlueEFFICIENCY package, its

standard fuel consumption can be as low as

5,7 l/100 km, which is class leading.

Speaking of green, the fully electric Canter

E-Cell impressed visitors, as did the entire

Mercedes-Benz “A family” (Atego, Antos,

In keeping with its stature as the world’s number one commercial vehicle manufacturer, the Daimler stand was as spectacular as ever – with a host of world premieres on display. CHARLEEN CLARKE writes that one could easily spend days on the Daimler stand alone …

delights iaa visitoRs!daiMLEr

www.tfm.co.za

November 2014 |FOCUS| 19November 2014 |FOCUS| 19

Arocs and Actros) and the special-purpose

Zetros, Unimog and Econic vehicles.

Of course, the display also included

coaches and buses, such as the Travego

coach with Active Brake Assist 3 and the

Citaro G articulated bus with a compact and

horizontally installed six-cylinder engine (the

OM 936 h).

For us, however, the stars of the Daimler

stand were undoubtedly an American

Western Star that starred in Transformers:

Age of Extinction and the mighty BharatBenz

from India (watch this space; we’ll be seeing

it in South Africa soon). The former featured

many of the stylistic elements of the new

aerodynamic Western Star serial model type

5700, which will be available to customers in

the United States in 2015. The BharatBenz

3143, on the other hand, boasted a gross

vehicle weight of 48 t and the proven

Mercedes-Benz OM 457 six-cylinder in-line

engine with a displacement of 12 l.

These fabulous machines were joined

by more than 1 000 Daimler employees,

who attended to visitors’ needs! Think that’s

overkill? A quarter of a million visitors trawled

through the Daimler stand during the show.

Hopefully, one or two actually left the stand at

some stage … |FOCUS

The Vito was launched in dramatic fashion, with spectacular live shows on the Daimler stand.

The focal point of the Mercedes-Benz Vans stand at the IAA was the public premiere of the Vito, which comes to South Africa next year.

FOCUSON IAA

The spectacular Western

Star Transformers truck

was a real head turner.

www.tfm.co.za


for transport refrigeration applications,”

says Pittard.

And the great news is that R-452A is

not exclusive to Thermo King’s new units.

“We can retrofit current products with the

next generation of refrigerant, which means

that operators can increase their return on

investment of units they already own,” says

Dwight Gibson, vice president, Thermo King

Europe, Middle East and Africa.

The introduction of this refrigerant is in

keeping with Ingersoll Rand’s environmental

commitment to reduce the climate impact from

the operations and product portfolio (Thermo

King is an Ingersoll Rand brand).

This commitment includes reducing

greenhouse gas emissions related to its

operations by approximately 35 percent by

2020, reducing greenhouse gas emissions

related to its products by 50 percent by

2020 and investing US$ 500 million (about

R5 750 million) in product-related research

and development, over the next five years, to

fund the long-term reduction of emissions.

This will eliminate approximately 20 850 000

metric tonnes of CO2 globally by 2020, which

is equivalent to the energy used by nearly two

million homes in one year.

“We care deeply about the impact to the

environment and improving the safety and

overall quality of life for people,” says Pittard. “Our

transport refrigeration solutions will contribute

to the company’s overall climate commitment

while playing an important role in the food

and pharmaceutical cold chain, which impacts

almost every family around the world.”

These units are not the only Thermo King

products that are good news for the cold

chain. Also at the IAA, the company displayed

a host of other innovations including new and

updated smartphone apps; a training module

with the rather snazzy name of Professor

Kool; PharmaSolutions (a unique platform

dedicated to the needs of pharmaceutical

manufacturers, distributors and logistics

providers, which ensures the efficacy of

pharmaceutical products in transport) and

the CryoTech (a refrigeration solution that

offers maximum load protection and customer

peace of mind while delivering high efficiency,

precise temperature control and telematics

integration capabilities).

We were also highly impressed with the

Thermo King SLXe Whisper Pro single- and

multi-temperature units. While they’re not

necessarily relevant to the South African

market (since we’re not bothered by noise

regulation here), these ultra-low-noise units

really are as silent as (yes, you guessed it) a

whisper. Impressive. |FOCUS

Thermo King revealed a host of innovations at the IAA. CHARLEEN CLARKE was especially impressed, however, with news that the company is helping transport operators to slash their emissions!

gReen giFt FRom

THErMO King

The big news is the imminent

launch of a new range of trailer

and self-powered truck units that

are energy efficient, reliable and

use a next-generation refrigerant, which has

about half the global warming potential (GWP)

of current refrigerants. The refrigerant in

question is called R-452A (it’s also known as

DuPont Opteon XP44).

These new units will be rolled out in

January next year – in Europe, the Middle

East and Africa. The United States will

follow once the Environmental Protection

Agency (EPA) approves this next generation

refrigerant.

Of course, “green” refrigeration units are

not a new concept at Thermo King – the

company has been innovative since 1938,

when it was formed. “Since its inception

by Thermo King in 1938, the refrigerated

transport industry has been using class A1

refrigerants that are safe, non-flammable

and have the lowest toxicity,” notes Ray

Pittard, president of Thermo King North

America, Europe, Middle East and Africa.

The new refrigerant will, however, propel

Thermo King to a whole new level of green.

“R-452A, when used in our products, is the

safest, most environmentally responsible and

technically and commercially viable solution

FOCUSON IAA


THErMO King

FOCUSON IAA

Finding a South African accent at the

IAA is like discovering Castle lager

in a German brauhaus; it generally

ain’t going to happen. Having said

that, I did once discover a pub in Germany that

served Castle and I was even more delighted

to encounter the South African accent at the

IAA yet again.

I say “yet again” because the 2014

fair represented the fourth time that MiX

Telematics had participated in the world’s most

important transport show. And, once again, the

company did South Africa proud!

“Focus areas at this year’s IAA are

telematics and connectivity. This comes as

no surprise considering that operators are

increasingly reliant on proven systems that

boost efficiency and safety levels,” Charles

Tasker, chief operating officer at MiX Telematics,

told FOCUS.

“As a business, we remain mindful of this

fact – and committed to continue partnering

with fleet owners, in Europe and around

the world, to help them achieve significant

benefits that are sustainable; such as

increased efficiency, reduced risks and safer

operations.”

Exactly how does MiX Telematics intend

achieving this? Well, the company showcased

a bevy of innovations at the IAA … here is a

nibble of the treats on its stand.

MIX VISIONMiX Vision has been enhanced to incorporate

audio, infrared and 3G. Also, videos of incidents

can now be viewed alongside a timeline within

MiX Fleet Manager, adding a richer context to

incident scenarios for fleet owners.

Instead of waiting until incidents negatively

impact the business, the enhanced MiX Vision

enables fleet operators to be proactive in

limiting the damage caused by incidents. This

may include driver training, for instance.

MiX Vision consists of a road- and driver-

facing tamper-resistant camera unit, attached

to the inside of the vehicle’s windscreen. The

camera, which integrates with MiX Telematics’s

fleet management solution, now triggers the

automatic upload of a high-resolution video

clip. Footage of the incident includes views of

the road and the driver before and after an

incident occurs.

In addition, fleet managers have access to

all footage at the end of each completed trip.

Footage is recorded on a 72-hour rolling buffer

and can be used for driver training purposes.

“More information and higher-quality footage

allows fleet managers to make more informed

decisions around incidents that involve their

vehicles. The solution places operators ‘at the

scene’, enabling them to improve safety and

lessen their business risk,” explained Tasker.

MIX ROVI DISPLAYThe latest addition to the MiX Rovi

family is a rugged in-cab terminal that is

designed specifically for demanding working

environments. It comes with proven features

such as jobs and messaging, navigation and

driver feedback. The intuitive in-cab display

features a seven-inch colour touch screen and

runs the Android operating system.

HOS AND REMOTE TACHOGRAPH SOLUTION The MiX Telematics Hours of Service (HOS)

and remote tachograph data download solution

is a comprehensive electronic toolkit, which

enables the efficient monitoring of drivers’

working hours in real-time, as well as the

automatic calculation of remaining driving times

according to European law. The solution is built

on MiX Telematics’s new software platform

and provides a fully integrated driving hours and

fleet management solution.

MIX GOAlso on display at the show was MiX Go, an

Android-based field services app offering real-

time workflow management not only for fleet

owners, but for all businesses with a mobile

workforce.

“Keeping tabs on business-critical factors

like deliveries, completed jobs, customer

satisfaction and pre- and post-trip inspections

has great value for any business owner in

today’s fast-paced and competitive climate.

MiX Go is our response to this reality,” says

Tasker.

“We are really enjoying demonstrating our

latest technology and seeing how the market

responds. The IAA is a great opportunity for

us to showcase these innovations with like-

minded businesses and operators that shape

the industry,” concluded Tasker.

We’re pretty sure that visitors to the IAA

enjoyed their visit to the MiX Telematics stand

too. And not just because of the great biltong on

offer. |FOCUS

There was only one stand at the IAA that was serving biltong. It was, of course, MiX Telematics – which also dished up the latest fleet management innovations. CHARLEEN CLARKE discovers that local is indeed lekker

south aFRican!prOUdLY

22 |FOCUS| November 201422 |FOCUS| November 2014

There were obviously some question marks

as to the company’s participation in the IAA,

given that it doesn’t sell its products in Europe

(and won’t do so for the conceivable future).

Dongfeng Trucks is, however, certainly eyeing

export markets.

“Looking to the future, our intention is to

further accelerate spending on research and

development. We want to deliver competitive

Visitors to the IAA are accustomed to seeing Europe’s latest and greatest trucks on display, but this year they also got a real surprise in the form of a display by Dongfeng. CHARLEEN CLARKE reports that the excitement generated by this Chinese brand was palpable

dongFeng tRucks does it in

sTYLE!

Three things made the Dongfeng

Trucks display stand out from the

crowd. The most obvious, of course,

was the fact that the company was

new to the IAA – so visitors and members of

the media swarmed all over the trucks.

The second was the fact that the Chinese

culture formed an integral part of the display.

Dongfeng Trucks is very proudly Chinese, and

it embraces all things from that country. As

such, the world’s media were treated to a kung

fu display while visitors could have their names

written in Chinese.

For me, the best thing about the stand,

however, was the presence of the company’s

president, Huang Gang (his Western name is

Gary; that’s what everyone calls him … there is

no standing on ceremony with this man). He is

one of the most humble and nicest company

presidents around. He even answers his emails

personally!

It was clear that he was enormously

proud of his company’s achievements – and

understandably so. “Dongfeng Trucks is one of

the leading truck brands in China. Furthermore,

we have established a strong

foothold in Southeast Asia and

other strategic markets. Our

strategy is to continue to open

connections with new markets

and to evaluate new business

opportunities,” he told the world’s

media.

Many of the journalists

present knew little about

Dongfeng Trucks – and so Gang

took the opportunity to give a

brief company overview. “We

have our own research and

development and production

resources in China. We develop

and manufacture all main truck components

– such as engines, gearboxes, axles, cabs

and chassis. Our total production capacity

is approximately 200 000 trucks a year.

The product range covers medium and

heavy-duty trucks for local, regional and

long-haul applications. We also participate

in the construction and mining sectors,” he

revealed.

FOCUSON IAA

November 2014 |FOCUS| 23November 2014 |FOCUS| 23

products for the world market, backed up by

an aftermarket structure in line with global

customer expectations. Our participation at

the IAA exhibition is part of our global ambition

to grow the Dongfeng Trucks brand,” Gang

announced.

Yet another way of growing brand

awareness is the company’s participation in

the Volvo Ocean Race (as you read this article,

the boats are docking in Cape Town). “This

is a tough and challenging race, which takes

place over a nine-month period and around the

world. We have chosen the Volvo Ocean Race

since its values connect well with those of our

business. It is a huge challenge and an exciting

exercise for all of us.

“The Volvo Ocean Race will give Dongfeng

Trucks exposure within key markets around

the world. It will open doors to new markets,

countries, people and businesses, which

perfectly matches our global strategy,” he

commented. Naturally, another advantage of

participation is that it allows Dongfeng Trucks

to cement its alliance with the Volvo Group …

Right now it wants to cement alliances with

existing and potential customers, however, and,

given its solid product range, there’s no reason

to believe that this will not happen. On display at

the IAA were the heavy-duty Dongfeng KL and

medium-duty Dongfeng KR. These two vehicles

are suited to regional/long-haul and local/

regional distribution/construction respectively.

Top of the pops on the IAA stand, however,

was the Dongfeng KX, the company’s new truck

tractor for long-haul applications. This 6x4 is

powered by a 13-litre, 313 kW (425 hp) Euro-5

engine. The Dongfeng KX is available with left-

hand or right-hand drive.

“With this product we will expand our

business to new areas and establish new

connections with markets in Eastern Europe,

Africa, Middle East, Asia-Pacific and South

America,” Gang revealed.

Next stop South Africa? |FOCUS

Below left: The Dongfeng Truck range comprises the Dongfeng KX heavy-duty truck; Dongfeng KL heavy-duty regional and long-distance truck; Dongfeng KC for heavy-duty construction, mining and other off-road applications; and Dongfeng KR medium-duty truck for local and regional transportation.Below: President of Dongfeng, Huang Gang, is keen to grow global exposure of the company.Below right: The reveal of the KX saw a media frenzy, as journalists from around the world photographed the global debut of the new truck.

FOCUSON IAA


says Henrik Henriksson, executive

vice president and head of sales

and marketing at Scania: “It’s

clear to us that our industry

needs to take a greater responsibility and lead

the change towards sustainable transport.”

He adds: “At Scania, a truck or bus is viewed

as a piece of production equipment. It is there

to make money and to create efficiency in the

transport flow.” Henriksson points out that the

company looks at what it takes to make its

customers profitable …

“Profitable customers are sustainable,” he

emphasises. “The manufacturers who best

manage to meet customers’ needs for increased

capacity and reduced environmental impact will

be tomorrow’s winners.”

This was highlighted by Scania at its IAA

stand. For example, on show was the hybridised

version of the Scania Citywide, which is also

able to run on 100 percent biodiesel. “The

combination of hybrid and biodiesel is really

bringing down CO2 emissions to levels that

have never been heard of before,” Henriksson

points out.

“The Citywide also offers low entry, which

means that this vehicle is suitable for use in

dense traffic in the city centres, as well as in

suburban areas,” he adds. This is what makes

this hybrid bus sustainable …

“There is a misconception that hybrids only

work in dense city traffic,” says Henriksson. He

adds that if you combine the hybrid function

with the low entry – making the vehicle suitable

for both inner-city travel and suburban areas

– the picture changes, as operators can now

reach payoff in five years (including battery

replacement) instead of seven years. “This

means that hybrids can stand on their own

merits; with a five-year payoff, it starts to make

sense.”

The Citywide isn’t, however, the only

crossbreed commercial vehicle on which the

company is focusing; it is also well on the way to

developing hybrid trucks for urban settings. “It is

no secret that Scania has already come a long

way in this area and that we are working closely

with a number of leading players in battery and

control engineering for trucks,” says Christopher

Podgorski, Scania’s senior vice president of

trucks.

“It is also well known that there are

challenges if you choose to be thorough and

accurately calculate the costs together with the

disadvantages caused by complexity and weight,

and compare them with the environmental

benefits,” he continues. “Hybrid technology is

absolutely going to happen for a number of

truck applications, but exactly how broadly it

will be applied in trucks with today’s technology

remains to be seen.”

The company has also embraced the

conventional combustion route. “Right here at

IAA we have 18 Euro-6 engines for trucks in our

portfolio,” said Joel Granath, head of product

management for Scania Trucks. “The latest

addition, a 13-litre, six-cylinder with 450 hp

(335 kW) and SCR-only, represents Scania’s

third generation of Euro-6 diesels. This is an

indication of where Scania is heading – it brings

lowered fuel costs (of about 1,5 percent),

together with reduced complexity due to the

SCR after-treatment.”

He adds that Scania’s Euro-6 range is clear

evidence of how the company’s modular design

principles benefit its customers. “Using only

three basic engine types that share important

components, we can cover a range of 250 to

730 hp (185 to 545 kW).”

Granath states that low fuel consumption

is Scania’s clearest customer promise. “There

is, however, no single silver-bullet solution

for conserving fuel,” he points out. “We are

accomplishing real differences, but it’s all

about adding up the effect of many small

steps to achieve great reductions. Continuous

improvements are a part of our philosophy and

the struggle for reduced fuel consumption is

ongoing at Scania.”

Henriksson adds: “Today, all kinds of

customers are chasing profitability by reducing

operating costs, regardless of whether their

business is about transporting goods or

passengers.” And, with Scania lending a helping

hand, this is completely achievable. |FOCUS

The world used to chase profit at all costs – regardless of the environmental impact. Then it jumped on the “green” fad, despite the revenue knock … However, Scania’s stand at this year’s IAA, showed that you don’t have to sacrifice one for the other – they actually work very well together

making

sEnsE

FOCUSON IAA


oF the sustaina(bab)ble

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It was a quarter of hotly contested jostling for position among some manufacturers, record sales for others and various market conditions – both positive and negative. FRANK BEETON reports on a very interesting third quarter

a dynamic

THird

Looking at the January to September

year-to-date comparison for the four

market segments, MCV sales were running

6,4 percent below their equivalent 2013 level,

HCV volumes were just 0,7 percent off their

2013 return, while EHCV and bus sales were

8,5 percent and 14,6 percent ahead of their

2013 benchmarks, respectively. EHCV volumes

continue to be boosted by inter-Africa trade,

deployment of locally purchased construction

vehicles elsewhere on the continent, and the

shortening of fleet replacement cycles.

Local bus volumes have been boosted by

continuing deliveries of new vehicles to bus

rapid transit (BRT) and integrated transport

networks in a number of South African cities,

as well as resumed acquisition activities by

a prominent privately owned bus operator

following a lengthy absence.

SEGMENTATION DYNAMICS

The premium payload EHCV segment has

maintained its position as the market leader

during the third quarter of 2014, albeit with a

slightly reduced penetration level of 45 percent,

compared to the 47,3 percent recorded in the

preceding quarter.

In a mirror-image market share

displacement, the entry-level MCV segment

gained some market share as a result of the

QUARTERLY REVIEW

This commentary reflects the state of

the South African “truck market” for all

commercial vehicles with gross vehicle

mass (GVM) ratings above 3 500 kg, as

reported to the National Association of

Automobile Manufacturers of South Africa

(Naamsa). In line with the current reporting

regime of that organisation, the market has

been divided into the following segments:

MCV – medium commercial vehicles,

3 501 to 8 500 kg GVM

HCV – heavy commercial vehicles, 8 501

to 16 500 kg GVM

EHCV – extra-heavy commercial vehicles,

16 501 kg GVM and above.

Buses – passenger vehicles, 8 501 kg

GVM and above.

The review period for this commentary is

the second quarter of 2014, i.e. April to

June, inclusive.

These reviews are presented on a

quarterly timescale, in order to reduce the

impact of short-term market distortions,

which are often created by specific bulk-

buy deliveries, the launch of new products,

and/or the run-out of obsolete product

ranges.

MARKETREVIEW

The measure of year-on-year

growth achieved by the South

African truck market in the first

nine months of 2014 stood at

1,6 percent after the September result had

been factored in. This was slightly less than

the 1,9 percent margin of year-on-year growth

recorded at the completion of the second

quarter. In the most recent quarter-on-quarter,

absolute volume comparison, the third-quarter

outcome was 4,2 percent better than that

achieved in the April to June period.

During the review period, the market was

characterised by a surge in medium commercial

vehicle (MCV) and heavy commercial vehicle

(HCV) segment sales in August, driven by a

re-awakening of activity in the wholesale and

retail sectors of the local economy, following the

ending of long-running industrial action in the

mining and engineering industries. However,

by September, sales of these vehicles had

returned to a monthly level more typical of

those seen earlier in 2014.

Strong performances by the extra-heavy

commercial vehicle (EHCV) segment and, in

particular, the bus segment, have ensured that

the market has continued to grow in comparison

with its equivalent 2013 performance, as

measured at the end of the respective third

quarters.


a dynamic

THird

MARKETREVIEW

recovery in trading conditions (mentioned in the

preceding section) and posted a penetration

level of 33,6 percent in the third quarter, up

from the 32,4-percent level occupied in the

April to June period, when strike activity was

still prevalent.

A similar set of factors supported a small

recovery in the cruiserweight HCV segment,

which returned a market share of 17,4 percent

in the third quarter, having been placed at

16,5 percent in the April to June period. The

passenger bus segment, at just below four

percent total market penetration, gained some

0,2 percentage points of penetration over its

second quarter performance.

It is interesting that, despite the destabilising

effects of industrial action and generally

unsupportive economic conditions in both the

domestic and overseas scenarios, there has not

been any major diversion from well-established

segmentation patterns in the local truck market

for some time. However, it must be noted that

it is extremely difficult to predict life cycles for

some of the factors that have supported the

current positions of the four segments.

These include the frequently mentioned

shorter replacement cycle in the EHCV

segment, cross-border operation of locally

purchased and registered construction

vehicles, and the implementation of BRT

services in metro areas.

Equally, factors such as government’s open

preference for increased use of the rail mode

for goods transportation, and its imminent

huge investments in hardware, will have to be

supported by improved rail service levels before

any significant modal shift becomes reality.

This situation makes accurate prediction

of the segmentation pattern going forward

extremely challenging, and it will be necessary

for market participants to monitor this picture

continuously for incipient trend shifts if costly

planning errors are to be avoided.

The third-quarter review of application

performance levels within the MCV segment

lists freight carriers at 66,4 percent, integral

vans at 29,9 percent, buses at 1,3 percent

and tippers at 2,4 percent. This reflects a

strengthening of the freight carrier share, up

from 63,1 percent in the second quarter, and

a corresponding drop, from 32,6 percent, for

integral vans.

However, it should be remembered that

less than perfect market reporting has led to

many units that have been converted in the

aftermarket for ambulance and passenger-

carrying (midibus taxi) duties, being retained in

the panel van grouping (it has been estimated

that the frequency of these conversions could

be as high as 60 to 80 percent of the panel van

total). Some chassis-cab-based freight carrier

units are also converted, in the aftermarket, into

tippers or commuter buses, and not specified

in the Naamsa statistics as such.

MANUFACTURER PERFORMANCE

Please refer to the accompanying chart, which

illustrates the relative market performance and

ranking of each participating manufacturer in

the quarter just completed, as compared to the

returns for the immediately preceding quarter.

The groupings contained in this section

of the report are based on the rule that, if

a manufacturer/group sells more than one

brand through its distribution channels, then all

sales for those brands will be consolidated in

the result for the manufacturer/group.

Thus, Mercedes-Benz includes Freightliner

and Fuso, Toyota/Hino contains both brands,

MAN includes Volkswagen (Constellation)

trucks and Volksbus passenger units, but not

VW commercial vans (listed separately), while

Volvo Trucks includes UD Trucks, as well as

Mack and Renault.

Manufacturer Quarterly Performance 2014 – 3rd Quarter

Manufacturer MCV Units

HCV Units

EHCV Units

Bus Units

Total Units

Market Share Market PositionThis Quarter Last Quarter This Quarter Last Quarter

Mercedes-Benz SA 586 145 1 095 60 1 886 22,96 25,43 1 1Change -2,47 0Volvo Group SA 179 352 1 062 16 1 609 19,59 19,07 2 2Change 0,52 0Toyota/Hino 721 320 122 0 1 163 14,16 9,68 3 4Change 4,48 1Isuzu/GMSA 576 351 138 9 1 074 13,08 12,88 4 3Change 0,20 -1Scania 0 0 461 62 523 6,37 7,07 5 6Change -0,70 1MAN Group 0 26 357 137 520 6,33 7,33 6 5Change -1,00 -1Tata 133 147 51 18 349 4,25 4,30 7 7Change -0,05 0Iveco 130 15 103 26 274 3,34 3,93 8 8Change -0,59 0Volkswagen Comm. 216 0 0 0 216 2,63 2,96 9 9Change -0,33 0FAW 5 67 88 0 160 1,95 1,98 10 10Change -0,03 0Powerstar 0 3 118 0 121 1,47 1,84 11 11Change -0,37 0Babcock/DAF 0 0 104 0 104 1,27 0,77 12 14Change 0,50 2AMH/AAD 57 0 0 0 57 0,69 1,10 13 12Change -0,41 -1JMC 46 0 0 0 46 0,56 0,44 14 15Change 0,12 1Fiat 43 0 0 0 43 0,52 0,79 15 13Change -0,27 -2Ford 40 0 0 0 40 0,49 0,00 16 n/aChange 0,49 n/aPeugeot 24 0 0 0 24 0,29 0,22 17 16Change 0,07 -1Citroen 5 0 0 0 5 0,06 0,18 18 17Change -0,12 -1VDL 0 0 0 0 0 0,00 0,04 n/a 18Change -0,04 n/aTotals 2 761 1 426 3 699 328 8 214 100,00

»


MARKETREVIEW

MERCEDES-BENZ SA

Market leader Mercedes-Benz experienced

a decline in both absolute volume sold and

market share in the third quarter, finishing

with slightly less than 23 percent of the

total reported national volume. All three of

the Group’s constituent brands suffered

some market share loss in comparison with

their April to June outcome, with Mercedes-

Benz declining by 0,6 percentage points to

16,3 percent, Freightliner losing slightly more

than one full percentage point to finish at

3,6 percent, while Fuso settled at 3,1 percent

share, 0,9 percentage points below its second-

quarter result.

During the third quarter, the group retained

top position in the premium payload EHCV

category, promoted its Telligent Maintenance-

based predictive servicing regime for Actros

models, and re-introduced the 4x4 variant of

the Sprinter van family.

VOLVO GROUP SOUTHERN AFRICA

Volvo Group Southern Africa occupied its now

customary runner-up market position during

the third quarter, with 0,5 percentage points

market penetration gain over its second-quarter

return, ending with 19,6 percent overall market

share.

Of the constituent brands, Volvo upped

its penetration from seven to 7,6 percent in

the quarter-on-quarter comparison, Renault

improved from one percent to almost

1,6 percent, while UD Trucks fell slightly from

11,1 to 10,9 percent, despite registering

third-quarter leadership of the cruiserweight

HCV market segment, by a margin of one

single unit!

The launch of the Group’s new MCV brand,

which will provide a replacement for the run-out

UD35/40 series, has now been delayed from

its original 2014 timing, to early next year, but

Renault Trucks will have launched its striking

new K and C ranges of construction specialist

trucks locally by the time you read this. On the

UD front, a new R45-million dealership facility

was opened by the CMH group in Pinetown,

KwaZulu-Natal.

HINO/TOYOTA

Toyota SA’s truck specialist division staged a

significant comeback during the third quarter,

registering a 52,4-percent improvement in unit

sales, and a 4,5-percent improvement in market

share when compared to its second-quarter

performance. This resulted in the recapturing

of third position in the market rankings, which

had been lost in the second quarter, and


MARKETREVIEW

SCANIA

Following two excellent quarters, Scania lost

some ground during the July to September

period, to the tune of 6,1 percent in volume

terms, and 0,7 percentage points of market

share, although the Swedish manufacturer

improved its market ranking by one position

to end the third quarter in fifth spot. The

most recent outcome included an overall

share of 6,4 percent in the growing market,

and an impressive 62 bus deliveries. (Please

note that, following the publication of our

previous report, Scania’s market ranking

in the second quarter has been corrected

to sixth position, following amendments to

MAN’s bus delivery total in the April to June

period.)

MAN GROUP

The MAN Group lost some ground to finish in

sixth position at the end of the third quarter,

following an impressive April to June showing,

when an adjusted market ranking of fifth had

been registered (as explained above). This

was accompanied by a ten-percent quarter-

on-quarter reduction in sales volume, and a

one-percent loss in market share, to end the

July to September period with 6,3-percent

penetration of the total market.

The Group retained top position in bus

segment sales during the review period, with

137 units reported. The Brazilian-sourced

Volkswagen Constellation and Volksbus product

ranges continue to disappoint with only 13

and 31 units delivered respectively during the

quarter, and the truck range, in particular,

presents as a major opportunity for MAN’s

newly reorganised management structure

to increase its influence on the HCV market

segment.

TATA

Tata maintained seventh position in the third-

quarter market rankings, having increased its

volume by three percent over the second

quarter outcome, but losing a marginal

0,05 percentage points of share in the

growing market. Quarter-on-quarter volume

improvements were registered in both the

MCV and HCV segments, while EHCV and bus

volumes declined. Overall market penetration

of 4,25 percent was registered for the third

quarter.

IVECO

Eighth-placed Iveco retained the market ranking

position it had captured in the second quarter,

despite an 11,6 percent reduction in quarter-

on-quarter volume and 0,6 percentage points

loss of market share, to finish the review period

at 3,3 percent.

Notable in the third-quarter volumes were

26 full-size bus deliveries, suggesting a return

to the market by private bus operator Putco,

which has an association with Iveco’s new

Rosslyn assembly operation through the

Larimar Group, and is the brand’s major South

African passenger vehicle customer.

FAW

Now firmly established as the leading Chinese

brand reporting sales in the local truck market,

FAW held on to its tenth position overall

ranking during the third quarter, on the back

of a 2,6 percent increase in sales volume,

and, effectively, an unchanged two percent

overall market share. Early in the quarter, the

first completed units rolled off FAW’s newly

opened Coega assembly line, while the adjacent

body-building facility, which will manufacture

tipper and truck mixer bodies, and customised

trailers, was reportedly nearing completion.

POWERSTAR

Powerstar’s third-quarter performance

was distinguished by its first-ever recorded

participation in the cruiserweight HCV segment,

where it reported the sale of three units.

Otherwise, the Chinese manufacturer retained

11th position in the market rankings, with

1,5 percent overall market share, which was

0,4 percentage points off its second quarter

performance.

BABCOCK/DAF

During the July to September period, the local

distributor of DAF trucks returned yet another

best-ever quarterly result since entering the

market under its own name in 2010. The

reported sale of 104 EHCV units resulted in

an overall market share of 1,3 percent, which

was 0,5 percent better than its second quarter

return, and resulted in promotion from 14th to

12th position in the market rankings.

The Babcock organisation recently unveiled

an in-house finance company to support the sale

of DAF trucks in South Africa (see page 56), and

14,2 percent total third-quarter market share.

The Toyota/Hino family also took leadership

of MCV segment sales with its Hino 300/

Toyota Dyna pairing during the quarter under

review. Hino added a new long-wheelbase

6x2 model, designated 2626, to its range,

thus filling an important gap in its 500-Series

intermediate truck line-up.

ISUZU TRUCK SA (GMSA)

Isuzu Truck SA (ITSA) now appears to be locked

in mortal combat with Hino Trucks over third

position in the market standings. Following a

second-quarter surge into this position, ITSA

fell back to fourth position in the third-quarter

listings, despite a 5,8-percent quarter-on-

quarter sales volume improvement, and 0,2

percentage point gain in market penetration.

The resulting 13,1-percent overall market

share was built on quarter-on-quarter segment

gains in the HCV, EHCV and bus groupings,

while N-Series MCV deliveries were somewhat

lower. As you may have read in our October

issue, ITSA showed off its impressive reworked

Port Elizabeth-based assembly operation to the

press during September.

Iveco retained its eighth-place ranking in the third quarter.

»


MARKETREVIEW

also announced that it was considering a local

assembly option, provided that a sustainable

annual sales volume of around 300 units could

be achieved.

AMH/AAD

In comparison to its second-quarter outcome,

this Imperial-owned operation gave up one

position to be placed 13th during the July to

September period. This resulted in a market

share of 0,7 percent, 0,4 percentage points

off its previous quarter return. At the mid-

September opening of its Apex assembly

operation, Hyundai Automotive South Africa

said it was studying the possible introduction

of the Hyundai Xcient heavy-duty truck range to

the local market.

JMC

Chinese manufacturer JMC, which currently

reports only in the MCV segment, returned

an improved quarter-on-quarter performance

during the July to September period, registering

a 31,4-percent increase in volume sales, a

0,6-percent overall market share, and

promotion from 15th to 14th position in the

rankings.

FORD MOTOR COMPANY

Ford made its return to this market during the

third quarter of 2014 with its newly introduced

Transit family of panel vans, chassis cabs and

people movers. Initial quarterly sales of 40 units

resulted in an overall market ranking of 16th,

and 0,5 percent of total market penetration.

VDL

Bus chassis specialist VDL did not report any

unit sales during the third quarter of 2014, and

was, consequently, not ranked in the market

standings.

EUROPEAN VAN MANUFACTURERS

Four vehicle manufacturers compete only in the

MCV segment of this market with European-

sourced integral vans and their derivatives,

these being Volkswagen Commercials, Peugeot,

Citroën and Fiat.

Three of these, namely Fiat, Volkswagen

and Citroën, gave up market share in the

third quarter in comparison with their second

-quarter performance, to the tune of 0,3,

0,3 and 0,1 percentage points respectively,

while Peugeot improved its penetration by

0,1 percentage points.

During the review period, Volkswagen

retained its ninth position ranking overall, but

Peugeot was demoted in the quarter-on-quarter

comparison from 16th to 17th position, Fiat

from 13th to 15th position, and Citroen from

17th to 18th position.

NON-REPORTING MANUFACTURERS

Readers should note that local sales volumes

of several commercial vehicle brands, including

Dongfeng, Yutong, Foton and Ashok Leyland,

are not yet reported to Naamsa, and are,

therefore, excluded from the comments and

data contained in this report.

GENERAL MARKET COMMENTS

The ending of widespread industrial action, with

the notable exception of the persistent South

African Post Office strike, was instrumental

in the improved showing of the truck market

during the third quarter of 2014, as described

in the opening paragraphs. This has supported

an expectation that, despite the economic

problems being experienced both at home

and abroad, at least some measure of market

growth can be expected to persist until the end

of the current year.

At the time of writing, prospects for further

decreases in the price of fuel look positive,

assuming that the foreign exchange value

of the rand does not weaken significantly off

levels just above R11 to the US dollar, while

the generally better recent performance of

the local monetary unit against important

truck sourcing currencies, such as the euro

and Japanese yen, should help to moderate

increases in vehicle, component and parts

prices.

On the downside, it has recently been noted

that restrictions have been placed on the

movement of vehicles out of countries affected

by the Ebola epidemic in West Africa, and

this may have some impact on the future

performance of the EHCV segment, which has

been an important driver of local truck market

growth, for reasons fully explained earlier in

this report.

We have also noted continuing uncertainty

over the Department of Trade and Industry’s

Medium/Heavy Commercial Vehicle

Automotive Investment Scheme. There appears

to be little consensus, at this point, between

the government and vehicle manufacturers/

importers, with the former advocating

a move from semi-knocked down (SKD) to

completely knocked down (CKD), including

local cab assembly and/or trimming, while the

latter argue that there is insufficient financial

justification for such a move. Negotiations are

continuing, and it is hoped that a satisfactory

outcome can be found. |FOCUS

Volkswagen Commercials was able to retain its top-ten position.

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


www.redisa.org.za

WASTE TYRESWASTE TYRESWITH REPURPOSEDWITH REPURPOSED

WE CAN DO SO MUCH

South Africa is littered with millions of waste tyres. They pollute the environment, create fire hazards and are breeding grounds for vermin and mosquitoes that spread disease.The problem is escalating annually.

The time has come to turn this around. REDISA aims to not only reduce tyre pollution,but also help with South Africa’s unemployment rate by creating over 10 000 jobsover the next five years.

REDISA helps the tyre industry take responsibility forits waste, by turning it into worth.

Redi

sa 0

0011

00011 - Redisa Resize.indd 1 2014/10/23 1:31 PM

www.redisa.org.za

??????????


FOCUSON TYRES

Neglecting the cost of the tyres in

their fleets is one of the biggest, most

expensive mistakes operators make.

VIC OLIVER presents some do’s and don’ts

to make the task a little easier

costly

rOLLing

that specialises in accurately forecasting

vehicle operating costs.

Using a long-distance operation

covering 900 000 km over a five-year

period for a truck tractor and a set

of interlink trailers, and estimating the

lifespan of each tyre at 100 000 km, the

HTM simulated operating cost program

recorded the total costs of tyres at

R925 560 – or 6,7 percent of the variable

vehicle operating costs.

In fleets where there is no focus on tyre

management, this cost would be much

greater and would come directly out of the

operator’s profit margin.

Many operators outsource the

management and control of the tyres in

their fleet to professional tyre management

companies. This concept is fine and works

well, provided the vehicle operator and his

drivers understand that they still have a role

to play in ensuring that tyres in the fleet are

properly managed.

They must also view the people, who

are placed in their business by the service

provider, as part of their team and work

together with them in the management of

this important function.

The cost of tyres is a major

component of operating costs

in a heavy-duty truck or bus fleet

and it is amazing how often the

management of this important function is

neglected. In many transport companies

there is an opportunity to reduce costs and

increase profits by improving vehicle tyre

management.

In order to establish how much tyres

cost in a long-distance operation, I enlisted

the help of Martin Dammann from Hellberg

Transport Management (HTM), a well-

respected company in the trucking industry »


rOLLing

VIC’SVIEW

THAT’S TOTAL TYRE MANAGEMENT

DWFC

OLL

MX

/516

834/

R

MXT_517225 Transport Managers Handbook.indd 1 2013/11/13 3:31 PM

www.maxtsolutions.com


While there are many aspects to

managing the tyres in a fleet, one of the best

ways is to install a system that accurately

accounts for all the related tyre costs, which

can then be tabulated to provide a true cost

per kilometre (CPK) for each and every tyre

in the fleet.

The total CPK is not the cost of the

actual tyre, but how many kilometres

it has covered from the time of its

purchase to the time that it is removed

and scrapped. Accurate tyre CPK

information can be used to effectively

manage tyres and will give an operator

the means to select the correct tyre for

the particular operation.

It will measure performance against other

depots in the group and against industry

standards. It will also highlight problem

areas, such as driver abuse and vehicle and

trailer issues, and assist operators to take

immediate action to rectify any problem

that is contributing to excess tyre costs on

a vehicle.

One of the basic functions of good vehicle

tyre management is to ensure that the tyre

pressures are always correct and that all

the tyres are fitted with valve caps and, on

dual wheels, with valve extensions.

Often drivers feel that this function is

not their responsibility, because it is not

part of their job description. They assume

that it is someone else’s job; either the

person employed by the outsourced tyre

management company or their own

workshop personnel.

Experience has shown that if we leave

the care of the tyres to these people,

and the driver is not involved as part of

the team to ensure that the tyres are

correctly inflated at all times, tyre costs

will rise.

The following table is published by a tyre

manufacturer and illustrates the loss in

original kilometres when tyres are under

inflated (with 100 000 km taken as normal

tyre life expectancy).

10 percent under inflation = five percent or

5 000 km lost

20 percent under inflation = 16 percent or

16 000 km lost


33 000 km lost


45 000 km lost


60 000 km lost

There are many other reasons that cause

tyre costs to rise, such as bad wheel

alignment, harsh braking, poor route

conditions, incorrect fifth wheel position

and incorrect mass distribution – to name

just a few.

The only way to professionally manage

this important function and improve your

profit margin is to have a proper system

in place that records all tyre costs for

each and every tyre in your fleet, and

transforms the information into a CPK

figure. |FOCUS

FOCUSON TYRES

THE (RECYCLED) WHEELS ARE TURNINGThis year has seen its highs and lows – much

like the Recycling and Economic Development

Initiative of South Africa’s (Redisa’s) waste tyre

management plan, but both are making great

headway.

Between December 2013 and the end of

September 2014, 35 489 t of waste tyres have

been collected and, ultimately, diverted from landfills.

The total collected nationally during September was

7 278 t.

The plan has created 1 503 jobs with Redisa

currently collecting from 1 292 dealers and, as

it continues its five-year rollout, more dealers and

collection points will be added.

Redisa also gained international recognition for

its management system by winning the 2014 Oracle

Sustainability Innovation Award.

“This award highlights to an international audience

our hard work creating a management system,

which is an effective tool to build and grow a recycling

industry, create jobs, deal with an environmental

problem and, at the same time, make a significant

contribution to reducing the national carbon footprint,”

says Hermann Erdmann, CEO at Redisa.

In fleets where there is no focus on tyre

management, the cost would be much greater and would come directly out of the operator’s

profit margin.

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

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Syn

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FLEET MANAGEMENT DOWN TO AN ART

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TELEMATICS

if there is one technological sector in

which South Africa has lead the way,

it’s generally accepted that it would be

the in art of telematics, tracking and

fleet management. Widely acknowledged as

having sprung from the country’s high risk of

crime, the current tracking and telematics

industry is far removed from the “dot on a

screen” systems of the early days.

“Fleet management devices were very

basic in terms of the amount of telemetry

data they could provide. They were expensive

and assembled by cobbling together various

devices,” says Deon Bayly, managing director,

Electronic Tracking Systems. Yip, most units

used that old Nokia phone as the global

system for mobile (GSM) communications

device; the main medium was therefore SMS.

“This was costly and it limited the amount of

data that could be sent,” Bayley adds.

Lorenz Stoger, fleet management manager

at Cartrack, says that the commercial

availability of the satellite-based Global

Positioning System (GPS) effectively heralded

the start of telematics that currently defines

the tracking and fleet management industry.

The internet also opened up a whole

load of possibilities for the industry; many

systems now being cloud-based. This means

that they require minimal resources, are

easier to maintain and information is also

available anywhere, in real time, on one’s

mobile device.

With the high customisability of modern

technology, the options available to fleet

managers today can be quite daunting. It is

helpful to remember, says Stoger, that current

technology offered by most fleet management

providers is more or less the same. “What

sets providers apart is product quality and

service; ensuring firstly that the technology

developed is tested and capable of doing what

it claims to do, and that it is followed up with

exceptional customer service,” he says.

As individual fleets have different needs,

a “one-size-fits-all” approach is certainly not

workable. Steven Sutherland, sales director,

MiX Telematics (Africa), adds: “A fleet

management provider should represent an

extension of your fleet operation. You’ll need a

company that can understand and identify the

many possibilities for business improvement

in order to make the most of your fleet

management system.”

Sutherland also notes that the credibility

of fleet management systems has increased.

“More and more, we find ourselves talking to

the top execs – specifically in finance – who

require a discussion on return on investment

(ROI).”

David Winsper of Autotrak, says that

business intelligence in fleet management is

evident in reporting metrics, online analytics

and tools, data and process mining techniques,

business performance management,

benchmarking and predictive analytics.

How then, can one guarantee ROI and have

the system pay for itself? It’s easiest to break

modern-day fleet management into the pillars

of security, efficiency and uptime.

SECURITY

Hein Jordt, managing director of Ctrack’s

Fleet Management Solutions division, says that

while the trucks are valuable in their own right,

it’s what they transport that is the real core

of the industry. “Cargo risks can be supported

by using mobile tracking units in containers,

while hijack recovery support via a 24-hour call

centre provides comfort for vehicle protection,

as well as the well-being of drivers.

The relentless pace of technological advancement has meant that modern-day telematics is an absolute

necessity for effective fleet management. GAVIN MYERS explores

it all began with an

OLd nOKia …

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An interesting development that Jordt

mentions is a jamming detection module.

“With jamming becoming a reality, we are

now able to offer our customers the option

of installing a non-GSM jamming detention

module with their tracking system, to ensure

continuous visibility in helping to combat vehicle

theft. It provides an extra security precaution

to always keep vehicles visible in the presence

of jamming devices,” he explains.

Mark Holgate, consultant to Global

Telematics, says that, when going cross-

border, roaming costs from other network

operators will come into the equation and

must be taken into account, so as to avoid

nasty surprises and ensure constant visibility

of one’s fleet.

EFFICIENCY

Efficiency refers to the ability to ensure a fleet is

used to its full potential, and as cost-effectively

as possible. This doesn’t mean cutting corners,

but rather managing costs properly – a key

principle of fleet management.

Holgate notes: “Fuel savings are

substantial and almost immediate when fuel

consumption and excessive idling monitoring

and interventions are implemented. Other cost

controls come into play from the reduction of

wear and tear as well as control of overtime

costs.”

Sutherland adds that better route planning

and fleet utilisation also result from correctly

implementing fleet management systems,

“boosting fleet performance, helping operators

to deliver more, with less, in less time, while

reducing the overall number of kilometres

driven.” As Stoger points out, this also reduces

a fleet’s carbon footprint.

Jordt adds more food for thought, noting

that having access to the full lifecycle cost

information of a vehicle also allows fleet

owners to make informed vehicle replacement

decisions.

UPTIME

Closely allied to efficiency is the aspect of

uptime – or keeping vehicles on the road.

Sutherland notes that modern fleet operators

are mindful of the fact that their business

performance is heavily based on their vehicles

and how they are being driven. “We’re seeing

more development of solutions that are driver-

centric. This approach guarantees successful

business outcomes in terms of safety and

efficiency. Drivers welcome these tools and

they often make up a part of driver training

and incentive programmes.”

In fact, says Stoger, telematics is capable

of improving driver behaviour by 50 to 60

percent! “The result is a decrease in the fleet’s

accident rate, in addition to drivers operating

vehicles optimally.”

Bayley expands: “A good fleet management

system will provide live data pertaining to driver

behaviour and possible vehicle abuse. The fleet

manager can then react to these events

immediately as they happen and correct

them, reducing the need for unnecessary

maintenance costs.

“Driver behaviour monitoring and

analysis also lowers the company’s risk with

regard to accidents and third-party claims.

Accountability is ensured through the use of

driver identification features,” he says.

On that point, Stoger says that driver

risk assessment by insurance companies is

a growing application of telematics services.

“We believe this will become the de facto

standard for managing driver risk on our

roads.”

In conclusion, Jordt notes that fleet

managers need to know exactly what their

operating challenges are, and what outcome

they expect from their fleet management

system. “The risks of having inaccurate

and unreliable information about your fleet

and drivers is significant, and should be

mitigated by selecting reputable solutions

congruent to your business needs,” adds

Winsper.

“Gone are the days where quick-fix solutions

are viable,” notes Sutherland. “Be careful of

choosing cheap, or you may find you’ll need

to un-install and start all over again to achieve

substantial cost benefits.”

Excitingly, says Stoger, there’s so much

more to come. “Worldwide predictions are

that we’re only just touching the tip of the

iceberg in terms of the capabilities and

application of telematics. In South Africa,

for example, we estimate that only around

25 percent of fleet and private vehicles on the

road have telematics capability installed, so

there is room for growth. The real innovation

lies in the development of the firmware, as well

as the customisation thereof, to respond to

unique customer needs.”

No doubt South African tracking and

telematics providers will again be at the

forefront. |FOCUS

TELEMATICS

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ELECTRAMINING

ranked as one of the world’s

largest mining shows, Electra

Mining Africa 2014 hosted

more than 850 exhibitors,

showing off their innovations, products,

services and technologies, across 38 000 m²

of exhibition space. Visitors saw many leading-

edge South African companies in the packed

halls, marquees and outside precincts. There

were also various high-profile international

exhibitors.

“The support received from exhibitors and

general business for the 2014 show was

outstanding,” comments Gary Corin, MD of

Specialised Exhibitions Montgomery, which

organises the biennial show.

There were also several conferences

taking place alongside the exhibition,

including the International Infrastructure &

Invest Convention (IIIC), which was held on

September 16 and 17.

The second day of the IIIC kicked off

with a focus on overcoming transport and

logistics challenges for landlocked projects –

Zambia being a prime example. The session

was chaired by Martyn Davies, CEO of

Frontier Advisory, with Christopher Yaluma,

the Minister of Mines, Energy and Water

Development in Zambia, and Mike Fanucchi

of Barloworld Logistics, as guest speakers.

Fanucchi explained: “As intra-African

trade is increasing, there is a need for

diversification and industrialisation. Logistics

companies need to capture fragmented

markets and consolidate them.”

Davies added: “Good infrastructure needs

to be put in place – and must be deflationary

rather than inflationary.”

“We also need to streamline obstacles

such as customs bureaucracy,” Yaluma

pointed out. “African countries need to

communicate with each other, to avoid

bottlenecks at the borders.”

All in all, Zambia is setting a good

example for the rest of the Southern African

Development Community (SADC).

Scania had an impressive stand,

showcasing its entire mining solution. “It’s

the first year at Electra Mining that we’ve

had such a big presence, which has opened

up lots of opportunities,” said Alexander

Taftman, product, marketing and business

development director at Scania.

The company offers something of a one-

stop shop when it comes to mining. This

includes servicing, parts supply and even a

container workshop on site at the mines in

order to maximise uptime. Zelda Koekemoer,

from Scania Engines, also spoke extensively

about the engines that the company provides

for gensets, which supply power for the

mines.

“One of the biggest advantages of our

products is that we operate on a modular

system, where the parts are interchangeable.

So you only have to keep one set of spare parts

for all Scania products, which eliminates the

problems of parts availability and downtime,

because in mining particularly, time is money,”

she explained.

“We realise that our solution doesn’t work

for all mining applications, but we can tailor-

make the offering for certain applications,”

added Taftman.

Ever Star Industries, the holding company

for the Powerstar brand of trucks, made the

most of the exhibition, using it as a platform

to launch three additional products it is

adding to its portfolio. These are Powerland,

Shantui and NHL.

CEO Bob Wang explained: “In terms of

Powerland, we have designed and spec’d

two vehicles from Schacman, the Shaanxi

heavy-duty truck in China. This product will

The Electra Mining Africa 2014 exhibition took place at the Nasrec Expo Centre, Johannesburg, from

September 15 to 19. CLAIRE RENCKEN brings you some highlights

oppoRtunitiesMining


ELECTRAMINING

complement our range of Powerstar

trucks and is loosely based on the

MAN F2000 cab, but with the driveline

similar to that of a Powerstar.”

He continued: “We will also be the

new distributors for sales and service

of Shantui construction equipment,

thus expanding our market reach in

the mining and construction segments.

Finally, NHL allows us to offer a rigid

dump truck, ranging from 35 t right

through to 330 t, which shares the

DNA of Terex dump trucks.”

“All these products will enjoy the

same level of service and quality that

Powerstar has delivered in the time

since the purchase and restructure of

the company in 2010,” Wang assured

customers.

The next Electra Mining Africa

exhibition will be held at Nasrec from

September 12 to 16, 2016. Many

exhibitors already booked their stands

for 2016 at this year’s show. |FOCUS

MORE ABOUT THE IIICHeld under the theme “African Solutions for African

Challenges”, the second edition of the biennial

International Infrastructure & Invest Convention

(IIIC) 2014 analysed current developments, as well

as project-specific progress, within the transport,

power and water infrastructure sectors of the

Southern African Development Community (SADC).

Organised by Deutsche Messe AG and the

South African German Chamber of Commerce and

Industry, in cooperation with Frontier Advisory, the

IIIC 2014 attracted more than 200 delegates and

hosted 31 speakers over two days. The conference

participants (from Botswana, Germany, Holland,

Nigeria, Pakistan, South Africa, United Kingdom,

United States and Zambia) participated in the

panel discussions, project profiles and sector tours

through Electra Mining.

Dr Martyn Davies, CEO of Frontier Advisory,

South Africa, set the scene, saying: “High

business and transaction costs are some of the

greatest hindrances to economic development

and competitiveness in the SADC. Efficient and

effective infrastructure plays an important role

in reducing these costs. The SADC particularly

lacks cross-border, integrated transport, power

and water infrastructure, which, when in place, can

have a deflationary effect on regional economies.

Across infrastructure sectors, the World Bank

has estimated that the largest funding gaps exist

in water (US$ 14,3 billion per annum) and power

(US$ 29,2 billion per annum). These sectors also

have the largest social impact.”

Top: Scania had one of its Ausroad stemming trucks on display.Middle: This vehicle is part of the Shantui range of construction vehicles, which Ever Star Industries introduced at Electra Mining.Bottom: The rigid NHL dump truck – also launched by Ever Star Industries at the show.

Below, from left: Martyn Davies, CEO of Frontier Advisory, Mike Fanucchi of Barloworld Logistics and Christopher Yaluma, the Minister of Mines, Energy and Water Development in Zambia, on the second day of the IIIC, which kicked off with a focus on overcoming transport and logistics challenges for land-locked projects.


FOCUS ONVANS

never been to the Basque

region? Stick it on your bucket

list immediately! It’s one of

the world’s top gastronomic

destinations! Think the Americans eat a lot?

Basques spend twice as much on food.

They probably devote twice as much time to

preparing and eating food too.

But, of course, I have not flown to Bilbao to

enjoy the food (although some would say that

a visit to the Basque region and enjoyment of

local cuisine are inseparable). I am in Spain

to drive the new Vito – which sounds almost

as good as pintxos (the Basque version of

tapas).

Our visit begins with an introduction to

the new Vito, which is built just down the

road in Vitoria (yes that is where the van’s

name comes from). We’re told that the

new van sets benchmarks in its segment,

with low operating costs, high payloads and

superb safety features (up to eight airbags).

Furthermore, it comes in three derivatives

– the Vito panel van, the Vito Mixto and the

Vito Tourer – and, for the first time in this

segment, with front, rear and all-wheel drive.

We won’t get to experience the all-wheel

drive derivatives, but we certainly will enjoy

the turbodiesel engines, with five power

ratings, that are up for grabs. Specifically,

these are a transverse-mounted, compact

four-cylinder engine with a displacement of

1,6 litres (65 or 84 kW) and a four-cylinder

engine with a 2,15-litre displacement (100,

120 or 140 kW output).

Then it’s time to hit the road and

experience the new van. For the first part

of our drive, we will tackle inner-city traffic

in Bilbao. My co-driver and I select the

116 CDI panel van as our first steed. It

comes with a 120 kW engine, six-speed

manual transmission and rear-wheel drive.

A bevy of safety features – Active Parking

Assist, Collision Prevention Assist, Attention

Assist, Headlamp Assist and airbags galore

– ensure that we’re in safe hands.

I make the mistake of tossing my backpack

in the rear of our panel van, which is rather

silly; it gets flung around, as we navigate

our way through city traffic. On a positive

side, it would have been easy to load just

about anything in the back; the large door

openings and low loading compartment sill

make loading and unloading very easy. Also

on a positive note, we delight in the standard

electromechanical steering, which is just

terrific when manoeuvring through Bilbao’s

tiny streets.

All too soon our spell in the panel van is

over. We have arrived at Museo Maritimo

Ria de Bilboa for lunch. For centuries,

shipbuilding was one of the region’s most

important industries. As such, this funky

maritime museum, located on the city’s

waterfront, uses bright and well-thought-out

displays to bring the watery depths of Bilbao

Daimler’s Vitoria plant has given birth to a new baby! CHARLEEN CLARKE travels to the Basque region of

Spain to say hola to the new Vito

to the

nEw ViTO!Hola

The Vito 116 CDI BlueEfficiency sips just 5,7

litres per 100 km. #UNREAL

The new Mercedes-Benz Vito boasts a permissible gross vehicle weight of 2,5

to 3,2 t.


FOCUS ONVANS

It is the first vehicle in its class to be available with a choice of rear-wheel, all-wheel and now front-wheel drive too. #INNOVATION

and Basque maritime history to life. There’s

even an outdoor section where children (and

nautically inclined grown-ups) can clamber

about a range of boats, pretending to be

sailors or pirates. We don’t have time to

kid around (pun intended). We have eating

to do! After all, we’re in Basque Country! As

we feast on local delicacies, journalists from

around the world chat about the Vito. The

consensus is that it’s terrific to drive. Very

car-like …

After lunch, we hop into a Vito Tourer

Base model, which boasts a 65 kW engine,

the same manual transmission and front-

wheel drive, so it feels completely different to

the panel van. Because it’s the bottom-of-the-

range model, our van is certainly not plush

(there’s no air-conditioning, for instance).

But we agree that it’s just dandy for staff

transport around town. The easy-care seats

are great and there’s certainly nothing lacking

in the interior.

Significantly, it does have some nice-to-

have driver aids, such as Hill-Start Assist, a

rain sensor and cruise control. The Hill-Start

Assist is particularly useful as we manoeuvre

our way, up and out of the docks, and

underneath an incredibly low bridge (the

Germans have attached a sign to it, stating

“Relax; it’s a Vito”, which gives us a good

giggle).

Our next port of call is the Santuario de

Urkiola monastery, in the Urkiola nature

reserve. We’re not going to church though.

We are (yes, you guessed it) eating – again.

Remember, we’re in Basque Country!

This time around, we feast on local cakes

and pastries. I decide that we need another

panel van when we leave – so that I can be

loaded in the back. So, we select the 114 CDI

panel van, with a 100 kW engine (it needs

to carry a huge load, you know), the same

manual transmission again and rear-wheel

drive.

My co-driver points out that we definitely

chose the right vehicle; the panel van boasts

an additional 120 kg payload because it’s

front-wheel drive. Practically, this means ten

extra cases of beer or (in this case) a

seriously overfed journo.

The 114 CDI panel van turns out to be my

choice in terms of engine and transmission

combinations; the 100 kW motor offers

more than enough oomph and it works nicely

with the six-speed manual. And, after a quick

detour to the Alava technology park (an

architectural delight of note), we arrive at the

17th-century Hotel Parador, which is where

Napoleon stayed before his assault on the

town of Vitoria-Gasteiz.

We manage an assault of a completely

different type, tackling a 29-course (okay, I

exaggerate just slightly) Basque dinner. The

Even at first glance, the new Vito’s bodywork exudes high quality; apparent from aspects such as narrow, even joints.

The Vito panel van is the only van to provide airbags and a seat-belt reminder for both the driver and passenger as standard. #SAFE

»


FOCUS ONVANS

highlight of our dinner is squid cooked in its

own ink; the highlight of my next morning is a

demonstration of the reversing camera with

trailer mode.

We all know that it’s really hard to couple a

trailer to a van, especially when you’re on your

own. No more! Enter the reversing camera

with coupling function. Once activated at the

press of a button, the eye of the camera pans

down to show a reduced area behind the

vehicle. By aligning the vertical yellow line on

the monitor with the drawbar of the trailer,

the driver can manoeuvre the vehicle straight

towards the drawbar – coupling up a trailer

has never been easier.

Sadly, after witnessing this demonstration,

we must leave the Hotel Parador; in a Vito,

of course. We pick a panel van with the

120 kW engine again, but this time paired to

the 7G-Tronic Plus automatic transmission.

The world’s only automatic transmission with

torque converter and seven gears for vans,

it is optional on the Vito 114 CDI and Vito

116 CDI and standard equipment on the

Vito 119 BlueTEC and the Vito 4x4 with all-

wheel drive.

Our choice is deliberate; it takes some

time to eat 29 courses and drink 69 bottles

of Rioja … meaning sleep was at a minimum.

My co-driver and I both delight in the Vito,

commenting yet again that it’s just like driving

a car.

The new Vito’s cockpit is exemplary in

terms of its functionality and ergonomics.

Symmetrical in its fundamental form,

the structure is clear and uncluttered

for maximum operational safety. This is

a Seriously Good Thing. It means that

everything is right where we expect to find

it. So our drive is completely effortless.

Our destination this time is the Vitoria

plant, which is where the Vito is lovingly

assembled. Naturally, we enjoy more food

before embarking on a tour of this impressive

facility. Then it’s back to the reception room

(yes, more food) and then we leave for the

airport.

This time we’re in a Mixto, which is a panel

van morphed into a crewcab in one vehicle.

The Mixto has windows between the B and

C-pillar as standard, as well as a rugged, anti-

slip floor with a textured surface in the rear.

Buyers can choose between either a two

or three-passenger bench seats in the rear

(the seats all have three-point seat belts with

two-way head restraints and even feature

the Isofix child seat securing system). We

concur that the Mixto is a terrific people and

goods transporter (there’s ample space for

six workers and lots of equipment).

All too soon, our drive is over. We have

reached the airport and we have eight hours

to spare before flying out. What to do? We

hop on the airport bus which, for about R30,

transports us into Bilbao in comfort, safety

and style. (Yes, it is a Merc.) It’s time for a bar

crawl in the city’s narrow alleys. This is known

as a txikiteo, and it means noshing pintxos

and drinking loads of the local hooch (avoid

the cider; it’s gross).

More food, you groan? It’s compulsory!

After all, we’re in Basque Country! |FOCUS

The bonnet of the new Vito is constructed like a sculpture. #STYLISHThe new Vito is 20 percent

more economical than its predecessor! #AMAZING

Both the driver and passenger are comfortably seated in the new Vito and

benefit from more space than before.

Panel van meets crewcab! Enter the new Vito Mixto!

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


www.jmcsa.co.za


This solution is “tailor-made” for waste

collection in urban areas, characterised by

low speed and frequent stop and go. The

most interesting aspect of the hybridisation

of the Stralis powertrain – a 313 kW

(420 hp) Fiat Powertrain Technology (FPT)

Cursor 10 internal combustion engine, which

is coupled to a hydraulic system developed

by the North American specialist Parker – is

that the more frequent the stops and starts,

the greater the reduction in consumption and

emissions.

Over the course of a typical waste

collection job in a city, says Marco Aimo

Boot, alternative traction and electrification

manager at Iveco, the fuel consumption of a

diesel-hydraulic Stralis is on average 30 to

35 percent lower than conventional vehicles

used for this purpose, with peaks of up to

45 percent. At the same time, trials show a

drop in the amount of CO2 produced, directly

proportional to fuel consumption.

“Among the additional benefits of this

solution, it is worth mentioning the decreased

brake wear due to energy recovery during

deceleration, which allows drivers to use

the auxiliary system only when needed, as

well as an increase of up to 15 percent in

vehicle productivity as a result of improved

performance when stopping and restarting

in terms of acceleration.”

The Vector 2015 project Stralis is an

advanced serial-hybrid vehicle in which

the internal combustion engine is directly

connected, via a drive shaft, to a complex

device consisting of several components;

namely a transmission unit with three

gear ratios (called the Power Drive Unit),

a primary hydraulic pump, two secondary

hydraulic motors with variable displacement

axial pistons, high-pressure diaphragm

accumulators, a low-pressure tank and an

electronic control unit.

The Cursor 10 drives the primary pump

directly, which sends oil to the accumulators,

compressing the nitrogen (an inert gas

contained inside) through an internal

membrane. The energy (which is stored

from this process) can then be used during

start-up for the vehicle pick-up, by means

of hydrostatic drive, which replaces the

torque generated by a traditional internal

combustion engine.

The hydrostatic transmission is backed

up by two secondary variable displacement

pumps that act, in this instance, as motors.

GIANENRICO GRIFFINI, from Italian publication Vie&Trasporti, drove the experimental Iveco Stralis 260S42

with hydraulic hybrid powertrain in real operating conditions. FOcUs gets the exclusive

the

oF waste collectioncLEan sidE

ITOYEXCLUSIVE

Today, a unique combination of

innovative ideas, technological

expertise, specialised construction

skills and deep commitment to

research and development are required

to develop the transport solutions of

tomorrow.

These are the features that characterise

the two experimental trucks with low

environmental impact for transport in urban

areas – a parallel hybrid based on the

Eurocargo, and a series hybrid based on

the Stralis 6x2 chassis cab – both of which

are products of the Vector 2015 research

project.

Launched in 2009, this initiative was

co-financed by the Italian Ministry of Economic

Development and coordinated by Iveco. It

focused on developing environmentally

friendly, safe, interconnected vehicles with

reduced fuel consumption and emissions

– including carbon dioxide (CO2), which is

responsible for the so-called greenhouse

effect.

An advanced diesel-hydraulic hybrid

powertrain with serial layout was developed

for the experimental Stralis 6x2, equipped

with a waste compactor.


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

There are two modes of traction available:

low speed and high speed, to bring the vehicle

from zero to around 50 or 60 km/h.

Beyond this speed, when the hydrostatic

drive becomes inefficient from an energy

perspective, a direct mechanical connection

between the engine and the wheels is

automatically made.

When slowing down, the two secondary

pumps send the fluid to the two accumulators,

re-charging these (regenerative braking). In

this manner, up to 70 percent of the energy

used during vehicle deceleration can be

recovered; this would otherwise be dissipated

as heat. Regenerative braking also serves

to slow the truck, without the need for a

traditional hydraulic retarder.

“There are several advantages of the

serial-hybrid vehicle solution,” specifies

Boot. “First and foremost, in a particularly

demanding field of transport such as municipal

waste collection, which is characterised by

constant stops and starts, this technology

allows for a reduction in the load on the

thermal engine, allowing it to run at maximum

energy efficiency, with positive effects on both

consumption and pollutant emissions.”

Inside the driver’s cab, the experimental

Stralis does not differ significantly from a

conventional heavy-use road vehicle. The only

difference lies in the colour display that shows

the energy flow along the vehicle drivetrian

and charge level in the accumulator tanks.

The three gearshift buttons remain

unchanged. The latter, however, is not the

standard Eurotronic 12-speed system; it is

the Parker Power Drive Unit, which controls

the two hydrostatic drive phases during pick-

up and low speed and, beyond the 60 km/h

threshold, the direct mechanical connection

between the engine and the drive wheels.

The integration of the powertrain

components allows the Stralis to achieve

smooth, jerk-free, powerful acceleration.

When slowing down, regenerative braking

is especially effective when the vehicle is in

hydrostatic mode; for example, at speeds

below 50 km/h during typical waste collection

in urban areas. This mode is activated

by simply turning down the multistage-

multifunction lever, located on the right side

of the steering column.

In addition to the diesel hydraulic Stralis,

the Vector 2015 project has led to the

creation of a hybrid EuroCargo, with internal

combustion engine and electric units

arranged in parallel.

This solution also offers considerable

advantages in terms of improved fuel

economy and reduced CO2 emissions, with

reductions of up to 25 percent compared

to a conventional truck. These results have

been obtained in typical urban distribution

applications characterised by low speed and

frequent stops and starts. An automatic

engine switch-off and restart system has

been adopted on the EuroCargo, for longer

stops at traffic lights or in traffic jams.

Like the Stralis, the EuroCargo also

features regenerative braking, with energy

recovery to charge the on-board battery

pack. Finally, the motor generator, positioned

between the clutch and the automated

transmission, allows the vehicle to start in

electric-only mode from stationary. |FOCUS

cLEan sidE

ITOYEXCLUSIVE

Top: It’s business as usual inside the Stralis, with an additional screen for the drive system.Above: A hybrid EuroCargo has also been developed.


LIGHTBRIGADE

“i t stands for Jiangling Motor

Corporation …” was my

standard response to those

inquisitive enough to ask. “Yes,

it’s from China,” followed shortly thereafter, as

I explained the merits of the company’s latest

entrant to our market; the Vigus.

Despite JMC having a presence (which is

slowly growing) in the local market for some time

now, and being in existence since 1947, most of

the people I encountered during my time with the

Vigus didn’t have much knowledge of the brand.

Those in the trucking fraternity will know it for

its Carrying range of light trucks and Boarding

range of single- and double-cab bakkies.

The Vigus is a slightly different animal, though,

as it attempts to move the brand upmarket. For

review, JMC South Africa handed us the keys to

the R379 990, 4x4, SLX version.

The basic shape of the Vigus is made up of

soft, flowing lines. Looks being a subjective topic,

some might say it’s almost “feminine”. Being

the 4x4 variant with raised ground clearance

(225 mm), our Vigus was fitted with chunky

wheel arch flares and side steps – adding a bit

more bravado. The overall design is pleasant,

though.

The interior came as a pleasant surprise

too, showing the Chinese can do modern and

good quality. The Vigus certainly has one of the

best interiors of the Chinese bakkies we have

yet sampled – it’s pleasing on the eye, there are

no cheap-feeling touch points or rattles and the

trimming has been well thought out.

However, it’s not without some faults …

the cabin feels a bit tight for a modern bakkie;

the driver’s seat (itself comfortable) has no

adjustment for height and the steering wheel

no adjustment for reach, making finding an

ideal driving position a bit tricky; the handbrake

is uncomfortably positioned way over to the left

of the centre consol; and the entertainment

system’s touch screen is invisible in harsh

sunlight.

The Vigus SLX offers an interesting array

of features, chief among them being the

entertainment system. Its highlight feature is

a DVD player, while it also supports the usual

MP3, auxiliary and USB inputs. The system

continuously dropped my flash drive, though.

Given the incorporation of a DVD player, one

would also have expected Bluetooth hands-

free connectivity, but this is not offered. Also

conspicuous by their absence, on a vehicle

aimed upmarket, were an onboard computer

and, although not a “must have”, cruise control.

Other standard features include leather

seats, a multifunction steering wheel, rear

parking sensors and auto-locking doors. On the

safety front, dual airbags, front and rear fog

lights, and ABS anti-lock brakes with Electronic

Brakeforce Distribution are fitted.

The 2,4-litre diesel engine, as fitted to our

test unit, produces 90 kW and 290 Nm. While

these figures aren’t class-leading, performance

is acceptable. Claimed fuel consumption is

8 l/100 km.

The five-speed gearbox on our vehicle was

notchy and had a tendency to “lose” the gate,

with one unable to move the gearlever over

and select first … Despite this foible, it is by no

means the worst gearbox we’ve encountered in

a Chinese vehicle. Electronically selectable four-

wheel drive is fitted, but there are no diff-locks.

The Vigus is fitted with fairly compliant

suspension, treating occupants to a comfortable

ride. Its rubberised load bay measures 1 475 (l)

x 1 475 (w) x 500 mm (h). Gross vehicle mass is

rated at 2 770 kg while the payload is 815 kg.

The Vigus SLX is something of a mixed bag.

In some regards, particularly interior quality and

its five-year/60 000 km service plan (it also has

a three-year/100 000 km warranty), it moves

the game up for Chinese bakkies. On the other

hand, it’s filled with too many niggles that detract

from its upmarket ambitions and is short on

some features expected at the price. |FOCUS

We’ve seen some vehicles from JMC – another contender

from China – on our roads for the past few years now.

This is GAVIN MYERS’s first time behind the wheel of one,

though. Here are his thoughts


ups and

dOwns

DAKAREXPERIENCE

First for discussion are the changes

at the top. With Bob Lowden

returning to the United Kingdom,

Eamonn Parker has, as of

October 1, taken over the role as the local MD.

The company has also seen the arrival of Mario

Gasparri as vice president of CNH Industrial

South Africa – Iveco’s parent company.

Then there’s Iveco’s new plant in Roslyn,

Pretoria, which, during July, started production

of the company’s medium range of vehicles,

adding extra-heavies and buses during October.

One of CNH Industrial’s 63 plants worldwide, it

has capacity to build 5 000 trucks and 1 000

buses a year, with 20 percent of production

dedicated to export.

The company has also officially launched

the new EuroCargo range of heavy commercial

vehicles (HCVs), which you may have read

about when we brought you a sneak-peek back

in September.

To refresh your memory, the new range of

six- to 19-t vehicles consists of the 120E22,

140E22 and 150E22 models (now offering

164 kW (220 hp) over the previous 156

(210 hp)), the re-introduction of the 160E24,

and the 180E28.

There are also two 4x4 models – the

150E24W (dual wheels) and WS (single

wheels) – and it is these that form the basis of

the final bit of Iveco’s big news … you now have

the opportunity to own your own Iveco Dakar

racing truck! Well, sort of … Offered on all 4x4

versions of the Daily, EuroCargo and Trakker,

customers can order special, limited-

edition Tested By Dakar kits.

Designed in collaboration with LA

Sport, these kits consist of a black

powder-coated front bull bar (with

optional front tow hitch and 5,4 t winch),

black powder-coated steel rims, a rear

tow bar on the Daily, 50 w 6,7-inch LED

spot lights, water-resistant seat covers,

and a full cab wrap in the livery of the

immortal “507” Dakar Trakker.

If any of these customers attended

Iveco’s Tested By Dakar Experience at

the ADA Training Facility just outside

Lanseria, during October, it would be

hard to imagine some of them not

ordering these kits. The event included

an action-packed series of “mini-Dakar”

activities that kept visitors enthralled.

Ever wanted to take a Daily round a dirt

skid-pan? Guests were able to do just that, with

a bit of competition to post the quickest time.

Then it was time to trade the screeching

tyres for the axle-twisting punishment of the

off-road course, and put the Daily 4x4 –Tested

By Dakar Limited Edition, of course – through

its (quite remarkable) paces. This vehicle can

certainly “rough it with the best”!

The highlight of the event, though, was

undoubtedly Iveco SA’s replica 507 Trakker,

also built by LA Sport. Almost identical to the

real thing, it features completely upgraded

suspension, an altered engine configuration,

and a stripped-out cabin with roll cage and

three bucket seats. It might be about 300 kW

down on the pukka Dakar racer, but, in expert

hands around the ADA facility, it was one

exhilarating ride!

As team Iveco Petronas De Rooy prepares

for another top performance in Dakar 2015

(the team finished second, seventh and tenth

this year), Iveco South Africa is preparing for

its own top performance at the hands of its

new management, as the Roslyn plant moves

into full production, and as the new EuroCargo

hits the road – hopefully most of them decked-

out in that distinctive, green, Tested By Dakar

livery! |FOCUS

There is a lot

going on at Iveco

South Africa at the

moment, which

will benefit the

company and its

customers. GAVIN

MYERS reports

dRiveR FoR a daydaKar

Iveco’s limited edition Tested By Dakar kits are available on its 4x4 models.


??????????


5412 5412 96%

Proven Actros with FleetBoard

Kobus uses FleetBoard as a management tool which not only saves him time, but also trains his drivers to be even more fuel efficient. He says, “Monitoring all aspects of my fleet can be very time consuming”, but with FleetBoard fitted standard on all Proven Actros with hypoid rear axles, along with FleetBoard professional training, this isn’t the case. “As drivers’ skills get better and bad habits are neutralised, more of my time is available to concentrate on other aspects of my business.”

Fuel saving with Hypoid rear axles

Put to the test along the Penhoek Pass in the Eastern Cape, even over the harshest terrain and with inexperienced drivers behind the wheel, the Proven Actros fitted with hypoid rear axles consistently used 5% less fuel than hub reduction models. The Proven Actros now comprises 50% of Kobus’ fleet, and he is happy to report that “a considerable saving is achieved with the Actros.”

The year everything changed

Until 2011, Uni Freight didn’t run any Mercedes-Benz vehicles. When Kobus finally made the leap, he started with 12 brand new Actros 2654 Truck Tractors, equipped with hub reduction rear axles. But then fuel saving became his top priority, and by earlier this year his Mercedes-Benz fleet had expanded to 54 Proven Actros – 52 of those with hypoid rear axles. Going with Mercedes-Benz – and particularly the Proven Actros – “was part of a strategic plan to save on fuel costs, and the Actros meets all our expectations and is running trouble free.”

52 5% ‘11

“A 5% extra fuel saving is just what is necessary to reach that small target in profitability and make our business sustainable”, says Kobus van Tonder, Managing Member of Uni Freight. And, as a family-run freight company founded in the late ‘80s, sustainability is exactly what his business is about.

But, in recent years, Kobus encountered an escalating challenge. “The fuel price went up by a huge margin and fuel became by far our biggest expense.” He had to look for an option that offered better fuel consumption, so he turned to Mercedes-Benz and the Proven Actros fitted with hypoid rear axles and FleetBoard. “Mercedes-Benz came to us with an exceptional deal.” – a proven 5% fuel saving.

The Proven Actros: A sustainable business solution.

ACTROSIN 2011

50% of Kobus’ fleet are Mercedes-Benz

105

ACTROSBY 2014

OF THOSE ARE FITTED WITH HYPOID REAR AXLES

UNI FREIGHTRUNS

A FLEET OF

Kobus van Tonder, Managing Member, Uni Freight

Kobus van Tonder and his wife Elaine established Uni Freight as a long distance hauler in the late eighties. Since then, he has served as the company’s managing member, and he is “proud to say that it is a successful family business that all our children have become a part of.” Uni Freight is run from Harrismith in the Free State province of South Africa, with its footprint spreading countrywide and as far as most neighbouring countries – Botswana and Zimbabwe being the most popular destination.

MBSA

/1457/UNI

A D

aimler B

rand

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


5412 5412 96%

Proven Actros with FleetBoard

Kobus uses FleetBoard as a management tool which not only saves him time, but also trains his drivers to be even more fuel efficient. He says, “Monitoring all aspects of my fleet can be very time consuming”, but with FleetBoard fitted standard on all Proven Actros with hypoid rear axles, along with FleetBoard professional training, this isn’t the case. “As drivers’ skills get better and bad habits are neutralised, more of my time is available to concentrate on other aspects of my business.”

Fuel saving with Hypoid rear axles

Put to the test along the Penhoek Pass in the Eastern Cape, even over the harshest terrain and with inexperienced drivers behind the wheel, the Proven Actros fitted with hypoid rear axles consistently used 5% less fuel than hub reduction models. The Proven Actros now comprises 50% of Kobus’ fleet, and he is happy to report that “a considerable saving is achieved with the Actros.”

The year everything changed

Until 2011, Uni Freight didn’t run any Mercedes-Benz vehicles. When Kobus finally made the leap, he started with 12 brand new Actros 2654 Truck Tractors, equipped with hub reduction rear axles. But then fuel saving became his top priority, and by earlier this year his Mercedes-Benz fleet had expanded to 54 Proven Actros – 52 of those with hypoid rear axles. Going with Mercedes-Benz – and particularly the Proven Actros – “was part of a strategic plan to save on fuel costs, and the Actros meets all our expectations and is running trouble free.”

52 5% ‘11

“A 5% extra fuel saving is just what is necessary to reach that small target in profitability and make our business sustainable”, says Kobus van Tonder, Managing Member of Uni Freight. And, as a family-run freight company founded in the late ‘80s, sustainability is exactly what his business is about.

But, in recent years, Kobus encountered an escalating challenge. “The fuel price went up by a huge margin and fuel became by far our biggest expense.” He had to look for an option that offered better fuel consumption, so he turned to Mercedes-Benz and the Proven Actros fitted with hypoid rear axles and FleetBoard. “Mercedes-Benz came to us with an exceptional deal.” – a proven 5% fuel saving.

The Proven Actros: A sustainable business solution.

ACTROSIN 2011

50% of Kobus’ fleet are Mercedes-Benz

105

ACTROSBY 2014

OF THOSE ARE FITTED WITH HYPOID REAR AXLES

UNI FREIGHTRUNS

A FLEET OF

Kobus van Tonder, Managing Member, Uni Freight

Kobus van Tonder and his wife Elaine established Uni Freight as a long distance hauler in the late eighties. Since then, he has served as the company’s managing member, and he is “proud to say that it is a successful family business that all our children have become a part of.” Uni Freight is run from Harrismith in the Free State province of South Africa, with its footprint spreading countrywide and as far as most neighbouring countries – Botswana and Zimbabwe being the most popular destination.

MBSA

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aimler B

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http://www.mercedes-benz.co.za/content/south_africa/mpc/mpc_south_africa_website/en/home_mpc/truck_home.html#_int_passengercars:home:product-worlds:truck_home


GLOBALFOCUS

Earlier this year, we learnt about

the moving out of the July 1, 2017

compliance date for the general

introduction of new cleaner fuels

in South Africa, and noted speculation that the

legislation might only take effect in 2020. It

followed that this delay would have a negative

impact on the introduction of some new-

technology vehicles into the local market, a fact

subsequently confirmed in published comments

from Kobus van Zyl, managing director of

Daimler Trucks and Buses South Africa.

Although some short-term relief was

provided by Sasol’s launch of its ULS 10 parts

per million (ppm) diesel fuel through outlets in

Gauteng and Mpumalanga, the lack of wider

availability of this fuel would inevitably limit

the vehicle purchasing options of transporters

with a broader operational footprint, especially

those working in the more remote areas of the

country and across its borders.

However, comments made at the Gas Week

conference held in Bryanston, Johannesburg,

during June – and subsequently reinforced

by the South African Oil and Gas Alliance –

suggested an alternative long-term direction

for solving the problem. They put forward the

view that South Africa should be focusing more

attention on gas developments to secure its

future fuel requirements.

Extensive natural gas resources are

known to be present in the region. These

include recently discovered coal-bed methane

deposits in Botswana, the shale gas deposits

in the Karoo that are central to the ongoing

“fracking” debate, and natural gas deposits off

the Mozambique coastline.

There is a perception that further

discoveries are likely to be made in the

future that will greatly increase the region’s

importance as a gas producer. However,

exploration and extraction is expected to be

expensive, and substantial investments will be

necessary to roll out the process.

Natural Gas, in either liquefied (LNG) or

compressed (CNG) form, is widely used as a

vehicle fuel, with the main markets reportedly

being in Iran, Pakistan, Argentina, Brazil and

China. Many major vehicle manufacturers offer

versions of their products that are adapted to

run on CNG or LNG. Other specialist companies,

notably Westport of British Columbia, are active

in the business of converting conventional

engines for operation on gas fuels.

In South Africa, natural gas from Mossel

Bay and Mozambique currently constitutes

only about two percent of the energy mix.

Globally, natural gas-fuelled vehicles are gaining

popularity in city and suburban passenger and

goods-carrying applications, because of their

lower emissions. A project to convert 1 000

minibus taxis to CNG operation was recently

inaugurated in Johannesburg.

Fuel distribution and availability are the

greatest challenges to the wider use of natural

gas as a vehicle fuel, and the existence of

fuelling facilities in major centres is another

reason for the present urban concentration of

gas-fuelled vehicles.

Recently, there have been a number of

introductions of new gas-fuelled products from

global commercial vehicle manufacturers.

Mercedes-Benz has announced the availability

In his monthly review of global news for local truckers, FRANK BEETON

looks at some new developments in gas-fuelled trucks, and discusses their

relevance to local operators, examines Hino’s Australian “hot rod” light truck

and its cheeky advertising campaign, recalls a once-famous name that lives

on in a new guise, and details MAN’s new top-of-the-range Euro-6 engine

the gas alteRnative –

gaining grOUnd


GLOBALFOCUS

of the M 936 G natural gas engine in its recently

refreshed Econic range of specialist low-entry

waste collection and short-radius distribution

vehicles. This six-cylinder, in-line powerplant is

based on the 7,7-litre OM 936 turbodiesel,

producing similar outputs of 222 kW (302 hp)

and 1 200 Nm in CNG-fuelled format.

Unique components for the CNG version

include an asymmetrical turbine turbocharger,

charge-air ducting, a spark-plug and coil-ignition

system, exhaust gas recirculation equipment

and lightweight carbon-fibre-encased steel gas

cylinders.

The inherently soot-free combustion

characteristics of the gas engine have obviated

the need for a particulate filter, leaving exhaust

emissions to be processed through a three-way

catalytic converter.

This power unit is claimed to be quieter than

its diesel counterpart across the entire engine

speed range. Features and specifications of the

latest Econic line-up were detailed in the June

2013 FOCUS, and the CNG-fuelled NGT version

continues to follow that general description.

Last July, we reported on the latest updates

to Volvo Trucks’s FE and FL distribution

specialist ranges, and their newly adopted

5,1-litre D5 and 7,7-litre D8 global engine

family diesel power plants.

This year, Volvo has launched a methane

gas-fuelled version of the FE range, designated

FE CNG, which is primarily intended for

short driving cycles involving frequent stop-

starts, including refuse collection and local

distribution duties. (Methane is the generic

name for both natural gas and biogas, with the

former emanating from deposits beneath the

earth’s crust, while the latter is extracted from

decomposed organic material.)

The Volvo FE CNG is equipped with a short

day cab, and uses an all-new, nine-litre G9K

Euro-6 engine fitted with spark-plug technology,

producing power and torque outputs of

240 kW (320 hp) and 1 356 Nm, respectively.

The engine draws fuel from a 160 m³ fuel tank

and is partnered by a six-speed fully automatic

transmission.

Meanwhile, in Brazil, MAN Latin America

has put a CNG-fuelled Volkswagen Constellation

24.280 prototype into service on a six-month

trial with transport operator Coopercarga,

delivering beverages in central Rio de Janeiro.

This vehicle, which is powered by an MAN

E0836 engine imported from Germany,

delivered pre-service test results suggesting

that it will return significant fuel consumption,

CO2 emissions and noise-level benefits over

the equivalent diesel model. MAN reports

substantial interest in the possibility of operating

CNG fuelled trucks among fleet owners in Brazil,

Peru, Bolivia, Mexico and Venezuela.

From a local perspective, the delay in the

phasing-in of Euro-5-type fuels in South Africa will

add additional momentum to local arguments

in favour of gas as an alternative. Presently, the

lack of a comprehensive distribution system for

any form of gas-based fuel in the country is an

obstacle, but its protagonists are advocating

shorter-term importation of natural gas, ahead

of large-scale local or regional exploitation, in

order to develop the market for this type of

fuel.

Wider use of CNG by the taxi industry,

and some adoption of this fuel by city and

suburban bus fleets, could also be supportive

Volvo Trucks has introduced a methane

gas-fuelled version of the FE distribution

range.

»


GLOBALFOCUS

developments. Clean fuel availability is becoming

a key issue in ensuring the safe, environmentally

acceptable and sustainable operation of

transport, and the country needs a clear and

affordable strategy going forward to achieve

these goals.

HINO’S AUSSIE HOT RODAustralia’s light-duty truck market – 3 500 to

8 000 kg gross vehicle mass (GVM) – is very

similar to South Africa’s medium commercial

vehicle (MCV) market segment (3 500 to

8 500 kg GVM), with the important difference

being that it excludes integral panel vans, which

are reported separately “down under”.

In 2013, Australian light-duty truck sales

totalled 8 550 units, and the suppliers were

headed up by Isuzu (38 percent market

share), Fuso (21,8 percent share) and Hino

(20,3 percent share). This makes it an

important battleground for these Japanese

brands, and Isuzu’s dominant position in light

trucks has contributed significantly to its overall

leadership of the Australian truck market for

the past 25 consecutive years.

Consequently, major efforts are being

made by Japanese manufacturers to provide

Australian operators with exactly the vehicles

that they want, and specification levels are

constantly on the rise. Features now to be found

regularly on Australian market light trucks

include state-of-the-art entertainment systems,

satellite navigation, reversing cameras, ABS,

disc brakes and stability control.

As can be seen from the 2013 results, Hino

has some catching up to do. The Toyota-owned

company has frequently stated its intention

to chase down Number One in the Aussie

market, so an aggressive approach to light

truck marketing is an important component of

that strategy.

Earlier this year, Hino shook up the

status quo by putting a five-litre JO5E engine,

developing 151 kW, and 600 Nm of torque,

into a 300 Series truck. That’s right, a 205 hp

engine in a truck rated at 8,5 t GVM, or even

in a 4,5 t GVM version that is also available for

operation with a car driver’s licence! By way of

comparison, the equivalent South African 915

model has a four-litre engine rated at 110 kW

(147 hp).

The Aussie line-up includes the 920 model,

which has its JO5E engine down rated to

139 kW (189 hp)/510 Nm (still very substantial

outputs in this mass class) and is equipped with

Hino’s MZZ6F six-speed manual transmission,

and the 921 with fully rated, five-litre engine and

Aisin A465 six-speed automatic gearbox.

The fact that the top power output is

available only in the automatic transmission

version is interesting, and follows the lead

of some manufacturers at the top end of

the heavy-duty market that will only pair

their most powerful engines with automated

transmissions, thus protecting their drivelines

from the ravages of over-zealous driving!

Clearly, with these flagship 300 Series

models, Hino has set out to create a “driver’s

truck”, and has included features such as

overdrive ratios in both transmissions,

a suspended driver’s seat, dual airbags, an

entertainment system and vehicle stability

control in the specifications.

Hino’s advertising of this premium light

truck can only be described as “interesting”.

The ad shows a 921 chassis engaged in a tug-

of-war with another truck of similar size, facing

away from the camera to hide any identification.

However, any knowledgeable observer would

immediately recognise its distinctive cab shape

as being that of the market leader!

Although no comment is offered, the Hino

looks extremely composed, apparently winning

the battle, while the competitor is wreathed in

smoke, presumably coming from its spinning

tyres being pulled mercilessly backwards. The

ad’s headline reads: “Australia’s most powerful

light-duty truck. And it’s an auto”. Provocative,

indeed!

WHAT’S HAPPENING AT LEYLAND?There was a time when the town of Leyland,

in the English county of Lancashire, the home

of Leyland Motors Limited, would have been

many people’s choice as “heavy truck and bus

capital of the world”. This was certainly the case

in the 1950s, before the ill-fated consolidation

of the once great British motor industry gained

momentum and became a self-consuming rush

to virtual extinction.

Just to recap, that process had started as

early as 1925, and eventually encompassed

a whole slew of iconic car, truck and bus

brands including Leyland, Albion, Scammell,

AEC, Thornycroft, Aveling-Barford, Guy, Daimler,

Triumph, Rover, Jaguar, Austin, Morris,

Wolseley, MG, Riley and Bristol.

The end result was the breaking up of

the British Leyland empire (which had been

politically engineered to contain all of the

aforementioned), and the sale of most of its

remaining constituents to foreign capital. Alas,

many of them did not survive the process, and

today, the Leyland “Catherine wheel” logo can

only be seen adorning Indian Ashok Leyland

products.

However, Leyland’s name does still live

on in the commercial vehicle industry, as

Leyland Trucks Limited, but not as a vehicle

brand. Since 1998, it has been a subsidiary

of American trucking family Paccar Inc, and is

today the United Kingdom (UK) production and

development base of that group.

The company currently employs more than

750 people, and its facilities occupy 60 000 m²

of space in the famous town. These include a

parts distribution centre, and a design and

development facility employing 100 engineers.

During July, Leyland Trucks celebrated the

production of the 125 000th DAF LF light

to medium-duty truck – with these products

having been supplied to the UK, European,

Israeli, Malaysian, Australian and South

American markets.

The Leyland operation’s current production

includes Euro-6 DAF LF’s, covering the GVM

Hino Australia has added a 151 kW option to its 300 Series range.


Global FOCUS is a monthly update of international news relating to the commercial vehicle industry. It is compiled exclusively for FOCUS by Frank Beeton of Econometrix. Do you have a comment or thought you would like to share based on this column? Visit www.focusontransport.co.za and have your say.

GLOBALFOCUS

GPS-controlled cruise-control system, Electronic

Stability Programme, Emergency Brake Assist,

Lane Guard System, and Adaptive Cruise

Control.

Other D38 features include XL, XLX and

XXL cab sizes, left or right-hand steering, and a

selection of axle/drive configurations including

4x2, 6x2 with mid or rearmost drive axles, 6x4

tandem drive, and 8x4 tandem drive.

The D3876 engine has a number of

interesting design features. The engine is

constructed from a number of different

materials, with the block and cylinder head

made of cast iron with vermicular graphite,

the flywheel housing of aluminium, and the

sump and rocker cover of plastic construction.

The cooling system is described as “top-down”,

with the liquid coolant pumped through the

engine from top to bottom, giving priority

to high thermal stress areas such as the

injectors and exhaust valves.

The system is also claimed to ensure even

cooling of all cylinders, drawing less engine

power for the operation of the coolant pump.

The engine also employs domed valves, claimed

to be a first for truck diesels, which reduce

distortion of the valve head at the seating ring.

The pistons are manufactured from forged

steel, enabling the use of shorter pistons with

longer connecting rods, resulting in reduced

surface contact between piston and cylinder

liner wall, and less wear.

The D3876 induction system consists of

two-stage exhaust turbocharging, and two-

stage charge air cooling. The two differently

sized turbochargers are connected in series,

with the smaller, high-pressure unit tasked to

optimise low-speed response, while the larger

unit comes more into play at higher speeds

and loads.

The third-generation, common-rail fuel-

injection system operates at pressures of up

to 2 500 bar, providing pre-, main- and post-

injection events. Euro-6 emissions compliance

has been achieved through a combination of

cooled external high-pressure exhaust gas

recirculation, selective catalytic reduction, and a

closed particulate filter employing continuously

regenerating technology. MAN claims that

this combination reduces AdBlue usage by

60 percent when compared to a Euro-5

installation.

The engine also has foam-filled

encapsulated cable harnesses to

eliminate vibration fatigue, and a demand

controlled two-cylinder air compressor of

476 cc displacement, which is brought

into operation only when required. Engine

braking is provided by an exhaust valve brake

(340 kW retardation at 2 400 r/min), or a

Turbo EVB, which increases the retardation

level to 600 kW at 2 400 r/min.

Last December, we asked: “Has Euro 6

put the lid on the power race at the top of

the global truck market?” The arrival of the

D3876 may have provided a partial answer to

that question, as it is less powerful than MAN’s

500 kW (680 hp) D28 engine, launched as

far back as 2007.

However, this new engine is also claimed to

be 160 kg lighter than the Euro-5 D28 V8, so

an argument can be made in favour of greater

efficiency.

For the time being, however, it seems that

Volvo Trucks’s 551 kW (750 hp) FH16 will

retain the title of “world’s most powerful truck”

that it gained in September 2011, until a new

Euro-6 champion is crowned. |FOCUS

The 480 kW D3876 is the flagship engine in MAN’s Euro-6 line-up.

spectrum from 7,5 to 18 t,

and powered by four and six-

cylinder Paccar PX engines.

MAN’S NEW ENGINEAt the end of June, MAN Truck and Bus

revealed details of its new D3876 engine (which

you might have read about on page 25 of

FOCUS October), prior to its appearance in the

TGX 41.640 8x4 heavy-duty truck-tractor at the

2014 IAA show in Hanover (see page 14).

This six-cylinder in-line diesel, which

displaces 15,2 litres, can produce outputs

of up to 480 kW (640 hp), and 3 000 Nm,

and is the flagship of MAN’s Euro-6-compliant

engine line-up.

The TGX 41.640 is capable of working

at gross combination mass (GCM) of up to

250 t, and, as part of MAN’s new TGX D38

truck range, is equipped with a new-generation

TipMatic 2, 12-speed automated transmission,


HAULSSHORT

HELLO HINO TSHWANEAfter many years, Hino Pretoria North is no more. Don’t despair,

though – Hino Tshwane is your new port of call in the 012, located

at 1 Visagie Street, Pretoria West. Headed up by dealer principal

Henk Viljoen, the new facility forms part of the Imperial Group –

which also has three other Hino dealerships: Parrow, Nelspruit and

Germiston.

“On behalf of Hino SA, it’s my honour to thank the Imperial Group,

Toyota South Africa Motors and Hino Motors Limited in Japan, for

investing in the facility and relocating it here. What Henk and his

team have done here is magnificent,” says Ernie Trautman, Hino SA

vice president.

“Refurbishment and renovation of the 10 000 m2 facility cost

R2,1 million and took a year,” explains Viljoen.

Manned by an experienced team of 30, the new facility offers

true one-stop convenience to its customers. In addition to the usual

sales, parts and finance solutions, the facility offers a state-of-the-

art drive-through workshop that can service up to 20 vehicles a

day. In the workshop are a brake tester, suspension tester and a

wheel-alignment system. There is also tyre fitment and balancing

equipment.

It doesn’t stop there though … Also on site is body builder Jurgens

Steel Worx, while future plans include a certified roadworthy testing

station, overnight accommodation for drivers, stocking of body

panels to supply nearby panel beaters, as well as a dedicated used

truck refurbishing and sales operation.

Weekend servicing can be done by special arrangement and the

dealership has a 24-hour breakdown service and parts availability.

A Toyota Dyna is now being equipped as a mobile workshop that

can support, service and repair on the road or at a customer’s

premises.

“The standard has just been raised – you can do anything here,”

says Trautman. “Therefore, the customer expectation will also

increase … So I have put a challenge to the staff of Hino Tshwane –

do not maintain the standards you’ve achieved, raise the bar to the

next level. To the customers, I challenge you to utilise Hino Tshwane

and give them feedback. They want to provide the best level of

service you can find at a truck dealer,” he concludes.

BABCOCK FINANCIAL SERVICES TO FINANCE DAF TRUCKS

Babcock, sole importer and distributor of DAF trucks in the

southern African market, has announced that, with immediate

effect, it has established a dedicated finance company, Babcock

Financial Services, to provide finance for the purchase of DAF

trucks.

Wilna Steyn, CEO of Babcock Africa’s transport solutions

division, made the announcement in October, saying that this

development had been planned for some time and that she

believes the offer of finance will significantly boost sales of DAF

trucks in the South African market.

“When we took on the DAF brand four years ago, we became

aware of the importance finance plays in the extra-heavy truck

market. To address this issue, we initially entered into various

joint ventures and partnerships with local banks to offer a

solution to our customer base. However, these solutions did

not fully meet all the requirements of our customers, who were

really looking for an in-house finance solution. The establishment

of Babcock Financial Services will now meet these needs,”

explains Steyn.

She adds that, in addition to the recent renewal of

Babcock’s DAF distribution contract for a further five years,

this development also demonstrates Babcock’s commitment to

servicing and growing the DAF brand in this country.

Within a very short period of time, Babcock Financial

Services has already enjoyed a huge take-up from customers

from all parts of South Africa and Steyn predicts that this will

grow very rapidly over the next 12 months.

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


PAMODZI AND FAW SET UP NEW COMPANY

FAW South Africa has set up

a company with the long-

established Pamodzi Group to

focus on business for trucks in

South Africa and other countries

in sub-equatorial Africa. This new

company, Pamodzi-FAW, has

a structured shareholding of

51 percent held by Pamodzi and

49 percent by FAW South Africa.

The official announcement of

the venture was made at the

African International Aerospace

Defence Exhibition which took

place at the Waterkloof Air Force

Base in September. The new

company had three trucks on

display, based on 6x6, 4x4, and

6x4, 343 kW (460 hp) truck

tractor chassis cabs. The military

trucks recently underwent

extensive testing and evaluation

at the Gerotek facility, west of

Pretoria.

Ndaba Ntsele, chairman of

Pamodzi-FAW, explains: “We

see Pamodzi-FAW as a total

business partnership and not a

BEE venture. We view it as an

important building block aligned

to government imperatives that

prioritise localisation, as well as

industrialisation, which are key

when addressing issues such as

From left: FAW deputy CEO: Jianyu Hao, FAW executive director: Richard Leiter, Minister of Defence and Military Veterans: Nosiviwe Masipa-Nqakula, FAW CEO: Yusheng Zhang, and FAW CFO: Haichuan Teng.

ALTECH NETSTAR ACQUIRES FLEETPRO The purchase of FleetPro, a fleet and asset management solutions

provider, by Altech Netstar has established a strategic platform

that will enable the company to offer its customers a fully

comprehensive range of fleet solutions, according to Harry Louw,

Altech Netstar managing director.

He says the acquisition is revolutionary in local fleet

management, as it closes the loop in the provision of an extensive

suite of fleet solutions from a single provider. “Altech Netstar has

seized the opportunity to expand its services to provide solutions

for key southern African fleets,” he adds. “A strategic imperative

for Altech Netstar is to deliver the most all-encompassing range

of fleet solutions in the market, and the acquisition of FleetPro

provides a unique offering, while enhancing the company’s position

as technology leader in fleet management.”

FleetPro’s John Bell, who has been at the helm of the company

since its inception, says the comprehensive package includes fleet

finance and maintenance management; fuel, accident and fines

management; as well as personnel and driver management.

“Our fully integrated fleet management, rental and leasing

system already has a successful history of providing large and

small fleets in southern Africa, Africa, the Middle East and Europe

with optimal management advantages and competitive bottom-line

results. The acquisition of Fleetpro by Altech Netstar takes the

company’s offerings and solutions in fleet and asset management

to a much higher level, with the opportunity to extend these beyond

the present borders,” he points out.

Louw says that the extended range of complementary services

available to both Altech Netstar and FleetPro clients is in line with

collaborative initiatives aimed at bringing business value to clients.

TWICE AS NICE The oil change intervals on diesel engines are

on the rise as products are becoming “cleaner”

and more efficient … but a helping hand is always

welcome, which Fuchs aims to provide.

The company has launched a new engine oil;

Titan Cargo MC 10W-40, which is suitable for all

diesel engines – with or without turbochargers –

in trucks, buses and industrial machinery.

Fuchs states that the drain intervals of

competitive products are around 250 hours.

“With this product, these intervals have been

doubled to 500 hours and the oil has showed no

signs of fatigue. It has also been proved that the

product provides a lower rate of oil consumption

when compared to products used previously.”

It adds that reduced fuel consumption, high

wear protection and fast oil circulation after

start are additional advantages that Titan Cargo

MC 10W-40 provides. “The performance of

Titan Cargo MC 10W-40 makes extremely long

oil change intervals possible, based on the truck

manufacturer’s recommendations.”

SHORTHAULS

skills transfer, employment and

poverty alleviation.”

The company will be involved

in handling African business

relations, including dealing with

government departments,

parastatals, private businesses

and companies in Mozambique,

Zimbabwe, Botswana, Zambia,

Namibia and Angola.

FAW CEO, Yusheng Zhang,

says: “We believe that Pamodzi-

FAW is in a good position to be a

major supplier of military vehicles

in sub-Saharan Africa, as we

have 30 FAW dealerships in the

region offering sales and service,

or service only. They are backed

up by a parts warehouse in

Spartan, with stock worth almost

R80 million. There are also parts

hubs in Cape Town and Durban.”


SHORTHAULS

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RACKING UP SOME RECOGNITION Green is certainly the new black, as being environmentally friendly is the

norm in today’s society. Some, however, go above and beyond … CNH

Industrial, a global player in the capital goods sector, has been named

Industry Leader for 2014 by the Dow Jones Sustainability Indices’ (DJSI’s)

World and Europe indexes.

This is the fourth year in a row that the company has racked up

DJSI’s top position – with the 2014 assessment resulting in a score of

87/100 for CNH Industrial, compared with an average of 50/100 for

the participating companies in the machinery and electrical equipment

industry.

In response to the news of CNH Industrial’s appointment as

Industry Leader, CEO Richard Tobin expressed appreciation for the

acknowledgement of the company’s work in sustainability: “The worthwhile

practices and activities we promote are essential for future strategic

development. They provide us with a solid and ethical basis by which to

conduct our business worldwide.”

CNH Industrial received the highest score in the principal areas of

analysis in the environmental dimension (which includes environmental

policies and management systems, climate strategy and water-related

risks), as well as in the economic dimension (comprising supply chain and

innovation management).

FAW TIPPERS KEEP ROSS DEMOLITION ON TRACK

Ross Demolition (RD), headquartered in Cape Town, has

prospered for 116 years. It has survived many tough economic

times, spanning four generations of a family of engineers.

At present, Robert Ross and his son John manage the

business, which engages in contract demolition work across

the whole of South Africa and sub-Saharan Africa, on a

contract basis. The business relies heavily on a competent fleet

of trucks to ensure all projects remain profitable, and continue

to uphold its reputation for delivering on its promises.

This is exactly where the company’s fleet of FAW vehicles,

mainly extra-heavy tipper trucks, is integral to its success. “Our

first FAW trucks to join the RD fleet were purchased to service

contracts in Africa, where uncomplicated, easy-to-drive and

easy-to-maintain trucks were the main criteria for completing

our excavation contracts with minimum downtime,” explains

Robert Ross.

“At present, we operate 28 FAW units, mostly the proven

and robust 28.280FD tippers. I am very happy with the

operational efficiencies we’re getting. In most cases, we are

realising superb fuel consumption at 2,3 to 2,8 litres per

kilometre.

“Working in difficult and dusty, uneven terrain, dealing

with steep gradients on and off site, and heavy payloads, we

opted for a shorter-wheelbase configuration and a 400-litre

fuel tank. The Euro-2, Weichai WD 615,50 engines give us a

respectable 206 kW, with an effective torque of 1 160 Nm to

pull payloads – some beyond the prescribed 12-t parameter.

“The FAW trucks have succeeded admirably in all our initial

trials. The first units coped beyond our expectations, thus

we’ve deployed them on all our projects; locally and across

the border, from confined inner-city projects to distant mass-

excavation sites,” he adds.

John Ross explains: “Our fleet is efficient, robust and

reliable. Our drivers are well trained. We employ sound fleet-

management systems, including trackers, to ensure that we

get the necessary performance to maintain our margins.”

http://www.focusontransport.co.za/component/contact/12-contacts/1-general-enquiries.html

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

November 2014 |FOCUS| 59www.faw.co.za

24 HOUR AA ROADSIDE ASSISTANCESuccess on the move

Built for Africa.

Bloemfontein (051) 432-3332Botswana Gaborone (00267) 3163200Botswana Francistown (00267) 2415458Cape Town (021) 987-1909East Rand (011) 392-1530Ermelo (017) 811-5225

George (044) 802-0900Harrismith (058) 622-2486Kimberley (053) 836-5500Klerksdorp (018) 462-4041Malelane (013) 790-0341Middelburg (013) 246-2606

Mthatha (039) 727-6200Namibia (+264) 61 266224Nelspruit (013) 757-0585Pinetown (031) 700-5167Port Elizabeth (041) 819-9888Pretoria East (012) 804-3699

Pretoria West (012) 372-1323Randburg (011) 791-0355Shelley Beach (039) 315-0012Vereeniging (016) 455-5131Vredendal (027) 213-1090Wonderboom 072 110 5678

R680 000 28.380 FT - 380 HP Chassis cab only

R680 000 excl. VAT. R775 200 incl.VAT.

SIMPLICITY IN DESIGN

www.faw.co.za


NAAMSA

Light Commercial Vehicles < 3 501 kg Total: 15 179AMH 764Fiat Group 15Ford Motor Company 2 973GMSA 2 619GWM – estimate 176Jaguar/Land Rover 59JMC 51Mahindra 181Mercedes-Benz SA 4Mitsubishi Motors SA 102Nissan 2 409Peugeot Citroën SA 17Renault 12TATA 138Toyota 5 226Volkswagen SA 433

Medium Commercial Vehicles 3 501 – 8 500 kg Total: 904AMH 13Fiat Group 21Ford Motor Company 18GMSA 173Iveco 50JMC 21Mercedes-Benz SA 184Peugeot Citroën SA 3TATA 56Toyota 229UD Trucks 58Volkswagen SA 78

Heavy Commercial Vehicles 8 501 – 16 500 kg Total: 487FAW 25GMSA 126Iveco 4MAN 6Mercedes-Benz SA 54Powerstar 2TATA 53Toyota 102UD Trucks 115

Extra-Heavy Commercial Vehicles > 16 500 kg Total: 1 247Babcock DAF 34FAW 26GMSA 50Iveco 20MAN 130Mercedes-Benz SA 407Powerstar 35Renault Trucks 39Scania 151TATA 14Toyota 40UD Trucks 124Volvo Trucks 177

Buses > 8 500 kg Total: 119GMSA 4Iveco 18MAN 50Mercedes-Benz SA 22Scania 21TATA 4

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

cOMMErciaL VEHicLE saLEs rEpOrT FOr sEpTEMbEr 2014Note: For the time being, Great Wall Motors SA (Pty) Ltd will only report aggregated sales data. The GWMSA market split volumes are estimates based on historical trends and forecasting techniques.

On bUs and cOacH

SA bus seat manufacturers in the hot seat for survival!

No sleepless nights over distortions in public

transport?

bustRains: a tRue woRld-FiRst!

bUscOr’s


BUSTRAINS

Most of South Africa’s bus

industry and public transport

aficionados should be quite

familiar with Nelspruit-based

operator, Buscor. The company, according to

executive chairperson Nora Fakude-Nkuna,

has been rated the best-managed commuter

transport company in Africa and, since 2007,

has been in the headlines for its pioneering

bustrain project.

With the blessing of the national

Department of Transport and MAN Truck

& Bus South Africa, Buscor developed and

tested ten bi-articulated bustrains (or “double-

bendies” as they’re affectionately nicknamed

by the MAN staff). The prototypes were put

through a 2,2 million kilometre pilot project,

transporting a total of 3,3 million passengers.

Following some fine-tuning of the prototypes,

the vehicles were granted full Performance

Based Standard (PBS) certification (see sidebar)

and 12 new fully compliant bi-articulated buses

have now been handed over to the company.

“Buscor’s goal to field a fleet of 50

bi-articulated vehicles has gained critical

momentum. These buses will be used during

peak-density periods, significantly reducing the

number of vehicles required,” says Fakude-

Nkuna.

With capacity for 172 passengers (137

seated and 35 standing), a full bustrain can

take up to 60 cars off the road – with clear

advantages for increased efficiency and road

safety, reduced environmental impact and

traffic congestion, and quicker travel times for

commuters.

“The transport sector is the heartbeat of

social and economic development; it is central to

South Africa’s growth trajectory. Transporting

137 people at once reduces the number of

people standing, promoting productivity. We

are truly grateful and congratulate everyone in

this initiative,” says Minister of Transport Dipuo

Peters.

“We need to, literally, move South Africa

forward. MAN and Buscor must remain our

partners,” she enthuses.

Geoff du Plessis, managing director of

MAN Truck & Bus SA, says that the challenge

to supply a bus fit to carry Buscor into the

future was multifaceted. “It demanded a great

deal of teamwork between Buscor’s technical

department, MAN’s engineering divisions in

Munich, Germany, Pinetown, KwaZulu-Natal

and Oifantsfontein, Gauteng, as well as road

transport engineers specialising in the design

and testing of abnormal-length vehicles.”

He adds: “Not only are these the longest

buses in Africa, they are also the longest

bi-articulated front-engined bustrains in the

world that are allowed to operate without route

restrictions.”

The vehicles consist of the MAN HB3 4x2

prime mover, which is powered by the 287 kW

(390 hp) Euro-3, common-rail D20 diesel engine

with TipMatic automated manual transmission.

Fitted for safety, driver convenience

and passenger comfort are a ZF intarder,

electronic braking system, full air suspension, an

80 km/h speed limiter, seatbelts on all seats,

three escape hatches and two maintenance-

free Hübner articulation couplings. A “kneeling”

system lowers the chassis for easy access.

“While the prototype ran on super-single

tyres, the new four-axle units sport dual

wheels, which significantly improve vehicle

stability. A drag-reducing aerodynamic frontal

design helps improve fuel consumption and

airflow to the cooling system, which has been

designed to handle Mpumalanga’s sub-tropical

temperatures,” says Philip Kalil-Zackey, head of

bus sales at MAN Truck & Bus SA.

The buses are also fitted with bright yellow

handles and grab rails to help the visually

impaired and some of the units will be fitted with

a wheelchair lift system.

Buscor was discerning in selecting 35 of its

best drivers to take the helm of the bustrains.

They needed to have a minimum of five years

behind the wheel of an articulated unit and were

sent for training for the National Certificate in

Professional Driving (NCPD) qualification, as well

as advanced skidpan and vehicle manoeuvrability

driver training at the Gerotek testing facility.

With over 70 percent of Buscor commuters

coming from surrounding rural communities, the

buses and their drivers have to be prepared to

tackle all manner of road conditions and utmost

vehicle durability and driver professionalism are

The culmination of a seven-year journey, Buscor has just taken delivery of a world-first fleet of 12 MAN

HB3 bi-articulated buses. GAVIN MYERS hops onboard

man and buscoR make

HisTOrY!


BUSTRAINS

non-negotiable. After all, Buscor’s 415 buses

complete 160 000 passenger trips per day

(without the articulated units, the company

would field a fleet of over 700 vehicles)!

It’s little wonder, therefore, that the

company is known for its professionalism and

forward thinking. Many of our country’s much

smaller operations would do well to follow its

lead. |FOCUS

MAN Truck & Bus MD, Geoff du Plessis, hands over the key to Buscor’s Nora Fakude-Nkuna, with Minister of Transport Dipuo Peters, MEC for Public Works and Transport DG Nhlengethwa and Kgosi Mokwena.

A PIONEERING SPIRITLeon Grobbelaar, group technical

manager at Buscor, has driven Buscor’s

bustrain project since inception. He

explains the intricacies of piloting this first-

of-a-kind project.

“When one wants to put a 27-m long

bus on the road, one has to ensure the

vehicle exceeds all safety requirements,

and that the operator has done everything

to ensure that it’s operated as safely

as possible,” he begins. “The way to

do it is to design the vehicle to meet

Performance Based Standards (PBS)

and for the company to receive Road

Transport Management System (RTMS)

accreditation.

“Today’s regulations only address

dimensional and weight requirements and

not necessarily the on-road performance

of the vehicle, but, through the innovation

of PBS, a 27-m bi-articulated bus has a

better turning ability than a 22-m single-

articulated bus. It also causes less road

wear per tonne payload, compared to

other bus types, when at full capacity,” he

enthuses.

Following years of prototype testing

the design of the vehicles was optimised,

allowing the company to achieve Level 1

PBS certification, meaning these buses

may travel on all roads. “It’s been proved

that PBS vehicles reduce congestion on

our roads and have a reduced risk of

being involved in an accident. PBS can

definitely improve road safety and save a

lot of money.”

Grobbelaar says that the

implementation of RTMS at Buscor was

as important as building the bi-articulated

buses. The company initiated the RTMS

accreditation process in April 2012 and

was granted accreditation in October

2012 – becoming the first bus company

in South Africa to do so.

“The implementation of these

standards has directly contributed to

significant safety, compliance and

efficiency improvements,” he notes.

“Buscor has been able to monitor key

performance indicators and implement

appropriate measures to ensure

continual improvement.

“With these 12 new PBS vehicles and

our RTMS accreditation, Buscor is ready

to provide a safe and reliable service that

will change the face of public transport

in both Mpumalanga and the country,”

Grobbelaar concludes.


BUSSEATS

seat manufacturing companies

find that operating in the South

African market is tough. The

new bus market comprises only

around 1 500 buses annually, which is very

small compared to other African countries.

“Furthermore, we are also faced with a growing

Chinese presence. The pricing difference

between local and imported Chinese products

is huge and no South African bus body builder

or seat supplier can compete,” explains Peter

Wolmarans, director of Seat King.

“We will see more and more buses being

imported from China. At present, it is mostly

semi-luxury and luxury units, but there’s nothing

to stop the Chinese manufacturers from

bringing in commuter buses, particularly in

light of our government’s weak stance when it

comes to the protection of local content. The

bus rapid transit (BRT) tenders have proved

that ‘local content’ is just a popular phrase,

but that no action is taken to drive it and assist

local manufacturers to protect themselves,”

he adds.

Sadly, Wolmarans has also noticed that

some local bus body manufacturers expect

unrealistic discounts from seat manufacturing

companies. “Local component suppliers

are facing serious challenges in terms of

profitability. We are looked upon to ‘subsidise’

the ever-increasing prices of buses and bus

components, due to the worsening of the rand

exchange rate. A prime example is that the

seat with which we started our business in

1997 has only now doubled in price. What has

happened with the pricing of other components

and buses? It could be an interesting exercise

to make the comparisons,” he notes.

He goes on to explain that seat

manufacturing companies do not have the

luxury of part sales to boost profits and must,

therefore, make their money on the sale

of products. “This has become exceptionally

difficult. As a result of the small market and

oversupply of manufacturing capacity, the few

major seat manufacturers are fighting little

price wars to please the original equipment

manufacturers (OEMs) and some major

corporate operators.

“All this will just lead to more Chinese

products coming into South Africa, more job

Bus seats are sometimes not given the attention they deserve, even though they are vital to the safety

and comfort of passengers. CLAIRE RENCKEN speaks to a couple of local bus seat manufacturers about

the challenges they face

take a

sEaT


BUSSEATS

opportunities lost, and more crime. The time has

come for the local OEM market to understand

that the local seat manufacturing business is in

danger of disappearing, and that they, as huge

international conglomerates, need to assist and

protect the smaller component manufacturers.

As a small South African manufacturing

company, we have no alternative but to diversify

into other products and focus our efforts in

other markets,” he says.

Charles Brittz, a director at Ulrich Seats,

highlights another challenge facing local bus

seat manufacturers: “The cyclical nature of

the market, driven mainly by state/provincial

and metropolitan planning and funding,

dictates a short-term strategy, to minimise the

business risk inherent in the uncertain market

conditions.”

When asked how the local industry

measures up to its international counterparts,

Brittz has the following to say: “The majority

of seat models manufactured locally are at

the lower end of the market, in terms of

technologies and styling, compared to Europe.

Seats originating from and targeted at the

developing markets are technologically

equivalent at best, but in our experience are

not comparable in respect of durability.

“Invariably the durability requirements

demanded by operating conditions are not

recognised and catered for. While new seat

designs and models have been introduced

from time to time, mainly driven by marketing

hype and the need for differentiation, the

major market requirement has been for

cost-effective, practical seating, which can

contribute to a cost-effective bus operation for

the operator.”

Thankfully, it’s not all doom and gloom.

Brittz adds: “Local content requirements

for transport products allow us to capitalise

on our international technology and supply

relationships, by industrialising world-class

products suitable for the local market. Our

lower cost base and reduced import costs

give us a competitive advantage, which has

enabled us to operate a sustainable business

for 24 years.”

In terms of the actual manufacturing

process at Seat King, it is done in-house with

the exception of foam, powder coating and

trimming materials, such as vinyl and cloth,

which are contracted out.

“Computer numerical control (CNC) bending

machines are used, as well as a variety of other

equipment, to ensure that quality control is

maintained. Seat samples are subjected to

various tests, which are undertaken on our

in-house testing equipment, in order to satisfy

management and clients that the products

are always manufactured in line with the

requirements of the South African Bureau of

Standards (SABS),” explains Wolmarans.

“Our major strength is that we continuously

develop new products and improve the strength

and comfort of existing seats. Our new luxury

recliner seat has been well received by major

operators as it competes well with the luxury

seats in imported coaches. A new concept

commuter seat, SK 2020, is gaining more

and more market acceptance as the shape

changes the historic perception of commuter

seats,” he adds.

An exciting new development for Ulrich

Seats over the last few years has been the

introduction of a locally designed and produced,

new-generation city commuter seat for the new

BRT/metro bus operations. This seat, targeted

specifically at short-distance commuters, has

additional moulded foam trim pads for added

passenger comfort.

So, what might the future hold for local bus

seat manufacturers? Wolmarans concludes:

“It is not only the bus seat manufacturers, but

the bus manufacturing market as a whole,

which will require serious assistance from

the government to, among other things, take

a serious stand on the protection of local

content.” |FOCUS

Seat King offers a range of cloth and vinyl choices and is constantly looking at new patterns and improved quality. All seats, with the exception of two models, for which it would be impractical, can legally be fitted with three-point safety belts.


GLOBALBUS

vdl goes euRo 6 with

cUMMins

Most recently, Berlin Transport

Authority, in Germany, has reportedly

placed an order for 236 Cummins-powered

VDL Citea buses. We have also noted,

however, that the Citea range can be

supplied with a Cursor nine-litre engine

from Fiat Powertrain Technologies, if a

larger displacement option, than those

available from within the Cummins ISB

family, is required.

The reason for VDL’s switch from DAF

power is reported as the non-availability of the

latter’s 9,2-litre PR engine in Euro-6 format.

DAF’s Euro-6 power units for its own products

will include the Paccar 10,8 and 12,9-litre

MX series, and smaller displacement Paccar-

badged Cummins units.

Paccar’s own use of Cummins-sourced

engines for its lighter truck ranges adds

further credence to VDL’s new direction.

VDL will, however, remain with DAF power

in its coach range, using the new 10,8-litre

Paccar MX-11 engine.

It seems likely that the self-supporting

VDL chassis supplied to the South African

market will also follow this route once the

appropriate fuel quality becomes available

locally. |FOCUS

Amongst a spate of recent European orders, FRANK BEETON uncovers an interesting development at

VDL Bus and Coach

The reason for VDL’s switch from DAF power

is reported as the non-availability of the latter’s 9,2-litre PR engine in Euro-6 format.

The bus chassis manufacturing

division of VDL Bus and Coach NV

of Eindhoven, The Netherlands,

first came into being in 1993,

when it absorbed the formerly spun-off

bus operation of DAF, the European truck

specialist manufacturer within the Paccar

group.

In the interim, most VDL buses and

coaches have been equipped with DAF-

sourced engines and major components

as standard equipment. However, a recent

overseas media report has alerted us to a

change in the status quo.

During January and February, VDL

supplied 19 Citea LLE-120 integral city

buses to a Finnish operator, equipped with

Cummins ISB 6,7-litre Euro-6 diesel engines.

In April, a Belgian operator ordered 120

Citea SLF-120 Hybrid buses, powered by

the Cummins ISB 4,5-litre engine, coupled

to Siemens series hybrid systems.


STOPSBUS

A TREATMENT THAT SHINES THROUGH What makes Dura-Bright special is

that it’s not a coating, but a surface

treatment that penetrates the aluminium

to become an integral part of the wheel

– meaning it will not chip, crack, peel or

corrode.

Alcoa says that the Dura-Bright EVO

wheels have two to three times enhanced

hydrofluoric acid resistance; chemical

resistance between pH levels of two to 12

(as opposed to just five to nine); a tenfold

improvement in corrosion resistance; and,

due to less hazardous material used in

their production, increased environmental

sustainability.

Other benefits of the wheels include

ease of maintenance (cleaning, for

example, simply requires soap and water)

and, as with all Alcoa Forged Aluminium

wheels, enhanced brake, tyre life and

increased fuel efficiency. Alcoa also offers

a five-year warranty.

RRT TO BECOME A WORK OF ART

Public transport stations have become

much more than a means of commuting

from point A to B – they have been

transformed into “environmental

ambassadors” that are adorned with

relevant artwork … and Rustenburg’s

new public transport stations won’t be

excluded.

September saw the start of a public

art programme that will see new and

established young artists participate in

creating artwork for the stations that form

part of the Rustenburg Rapid Transport

(RRT) system.

The programme is being managed

by Clive van den Berg, an award-winning

public art curator and designer, Sylvester

Tshepang Maelangwe, assistant curator

and Chanell Steyn, junior curator.

Muaaz Gani, marketing and

communications manager for the RRT,

comments: “Our curator team has done

extensive research and went through a

number of portfolios to find local artists who

may be suited for training to provide art for

public spaces. They are running workshops

as an initial step in the development of art

for the public transport network.”

He adds that art themes, to which

people can easily relate, will be created

and concepts will be produced. “Arising

out of this process, the Rustenburg local

municipality will select final artworks

that will ultimately be produced using

hardwearing materials, such as metal,

stone, mosaic and concrete, and installed

at stations.”

Artists whose work is selected will

oversee the production of their concepts.

Station construction will commence in

2015 and the public art will be one of the

final elements to be added before they are

opened for operation.

Higher chemical and corrosion resistence

Less weight and improved heat dispensation means better

payload, fuel effi ciency, tyre and brake life

Increased environmental sustainability

Easy to clean

Five-year warranty

A revolutionary breakthrough in wheel treatments

Alcoa South Africa (Pty) Ltd | Tel: 011 894 6640 | Fax: 011 894 6107 | email: [email protected] | www.alcoawheels.com

Higher chemical and corrosion resistence

Great Looks - Easy MaintenanceGreat Looks - Easy MaintenanceDURA-BRIGHT® WHEELS

www.alcoawheels.com

VIC’SVIEW


HOPPINGOFF

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

a good place to start would be the

annual October Public Transport

Month, which has been running

for 20 years now. It has become

a meaningless charade, and it’s time someone

pulled the plug on it. All it achieves is to transfer

funds from the taxpayer to the printing and

catering industries.

I’m looking at a four-page handout included

with the New Age newspaper on October 1.

There are 26 pictures in it, including one of a

Gautrain as well as one of a new Prasa train.

Both of them are standing next to platforms

that are completely devoid of passengers.

Another picture shows a minibus taxi loading

a queue of 17 people. At least it is doing some

work! This is a metaphor for public transport

in South Africa, where underperforming

modes get plenty of money, while existing road

passenger modes (ordinary buses and taxis)

are starved of both management and funds.

This seems to have escaped the organisers

of Public Transport Month, whose handout

states that Gautrain has transported 13 million

people in 2013. No mention is made of the

subsidy … sorry, “patronage guarantee” of

R1 billion, which works out at R77 per

passenger trip.

The handout also mentions that the taxi

industry handles more than 15 million trips

in a single day, and proudly announces that

the government has spent R2,5 billion on taxi

recapitalisation in the last 15 years.

Please check my math, but that amounts

to less than R0,06 per taxi trip. So Gautrain

passengers get about 1 200 times the subsidy

that taxi passengers get!

Taxi passengers can take comfort though.

The handout tells us that the scrapping

allowance has gone up from R66 000 to

R70 000, that taxi operators can become

shareholders in bus rapid transport (BRT)

companies and that “qualifying” taxi operators

are exempt from paying tolls. Big deal!

But let’s stay with rail for now. As part of

October Transport Month, Metrorail introduced

a Business Express between Soccer City and

Johannesburg station. If we look up the latest

rail fares we’ll discover that in Gauteng you can

travel 100 km by rail (third class) for R10,50

– that’s the cash fare – it’s even cheaper if

you buy a weekly or monthly ticket. (For some

reason that completely beats me, it costs

more – R12,00 – if you live in Durban or Cape

Town).

Try travelling 100 km by minibus taxi and

see how much it costs. You would probably

have to change twice and would pay between

R50 and R100, if not more.

Don’t these distortions bother anyone?

Certainly not the authors of the October

supplement, which proudly claims that “our

transport infrastructure has evolved from a tool

under apartheid used to divide communities

to one that brings South Africans together

and connects them to economic activities”.

Doggedly, it presses on: “Over the years a

number of strategic transport investments

have moved us closer to an integrated rapid

public transport network …”

Oh please! The exact opposite has been

happening. In Johannesburg the introduction

of BRT has resulted in duplication of services,

separate ticket systems and poor coordination,

even within the BRT system itself. Not to

mention Gautrain; which operates a completely

different fare system as well as an ineffective

bus feeder service. The story in Cape Town is

not much better.

A final nit-pick from the October handout,

which claims that “billions of rand have been

allocated towards improving the lives of millions

of train commuters …” The reality is that today

there are less than one million South Africans

who use trains each day. Spending R51 billion

on new trains to keep them happy sounds like

a poor investment to me. Rather shave that to

R40 billion and put the remainder into fixing the

taxi industry. (The bus industry can fix itself).

So there we have it. Public transport users

are underfunded in some places, overfunded

in others. Different service levels apply and

through-ticketing is non-existent.

Don’t expect the e-toll review committee to

pick up on any of this. My guess is that it will deal

with issues like “user pay”, “regressive tax” and

“cross-subsidy”, all of which are quite clever, but

which should initially be applied to the massive

distortions in the way public transport is funded,

operated and paid for.

Sort these distortions out first, and we will

find that fewer people will travel by car. Then we

won’t need a fourth lane on any freeway.

Have a congestion-free 2015! Just

joking … |FOCUS

By the time you read this, the e-toll review committee should have released its report. As this column has tediously repeated up to now, there is no easy way out at this stage. Contracts have been signed, money has been spent and loans must now be repaid. So let’s use the Christmas break to reflect on how we got into this state and to start thinking about damage control in the future

some thoughts FoR

2015!

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


Our buses might wait for passengers… but progress waits for no one. And, when it comes to public transport, progress undoubtedly means lowering harmful greenhouse gases and fuel consumption.

That’s exactly what you get with our buses’ new Euro V engines, Compressed Natural Gas (CNG) or Dual-Fuel technology.

The George Municipality is already onboard. Don’t get left behind.

Call 0861 133 355 or visit www.mercedes-benz.co.za/bus for more information.

If you’re not onboard, you’ll be left behind.

A D

aim

ler

Bran

dMBSA

/152

6/BUS

1583 MBSA Bus Focus on Transport.indd 1 2014/10/27 10:21 AM

www.mercedes-benz.co.za/bus

??????????


Always Visible

Introducing Ctrack On-the-Road with video and snapshot functionality, a complete in-vehicle system that features everything you need to ensure a more productive and ef�cient �eet. What’s more, On-the-Road also offers task management, advanced navigation, messaging, optimal routing, PIN enabled driver identi�cation, voice communication and even driver behaviour feedback – keeping your drivers informed, on the move and always visible.

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focus november 2014

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