Transport World Africa Feb/Mar 2012
description
Transcript of Transport World Africa Feb/Mar 2012
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HOT SEAT
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ENDORSED BY
ISSN 1684-7946 Feb/Mar 2012 Vol. 10 No. 1 / R35.00 incl. VAT
Alec Mack, National sales director, SCANIA Fossil fuels, suitable alternatives need serious thought P8
7KH1RUWK6RXWKFRUULGRUVertical integration crucial
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Fuel saving, emission-reducing
Actros BlueTec
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When youre in the long-haul, you need a truck that delivers. Take our Hino 700 range, which now sports
Automated Manual Transmission. This not only makes our trucks more comfortable to drive, it also helps
prevent costly clutch degradation. Our engine derivatives range from 380 HP to 480 HP, offering you a range
to handle any load. And our cabs come in single or double sleepers.
See, trucking is in our blood. It has always been and it will always be.
The automatic choice.
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Intraregional supply chain solutions from producer to consumer
INSIDE
COVER STORYThe unmistakable design of the
new Mercedes-Benz Actros, and its innovative mechanical quality, makes
this an exceptional truck. P4
onsumeerr
RYof the d itsakes P444
34
42 51
33
55551111
FESARTARegional infrastructure development 3
COVER STORYMercedes-Benz The Actros cuts fuel consumption 4
HOT SEAT SCANIAs Alec Mack
Steady as she goes 8
TRANSPORTERS OPINIONBorder post barriers 11
COMMERCIAL VEHICLESIts a MANs work 13Beauty and the beast 15Fusos heavy-duty hybrid truck 17Hino upbeat 19Set for more growth in 2012 21Air resistance a fuel thief 23
REGIONAL FOCUSMarket insight Economic perspectives 24The North-South transport corridor 27
LEGAL AND TAX MATTERSCarbon tax Who will pay the price 33
HAZARDOUS MATERIALSHidden in the flames 34Its a gas 36
TRANSPORT ENGINEERINGRoad to the future 37Technology for clean and economical combustion 38
PUBLIC TRANSPORTMobile money 42
RAIL FREIGHTDoes Transnet really want to run a railway 45Motivated, determined and capable 47
SEA FREIGHTShip repair and refitting 48
AIR FREIGHTWhat goes down goes up again 51
REGULARSEditorial comment 2News desk 6The Tail End 52
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1TWA | Feb Mar 2012
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2 TWA | Feb Mar 2012
Publisher Elizabeth Shorten
Editor Tony Stone [email protected]
Creative chief executive Frdrick Danton
Senior designer Hayley Moore Mendelow
Contributors Barney Curtis, Tomas Hansson, Imperial
Logistics, MTU, John Batwell
Sub-editor Patience Gumbo
Production manager Antois-Leigh Botma
Production coordinator Jacqueline Modise
Financial manager Andrew Lobban
Administrator Tonya Hebenton
Subscription sales Nomsa Masina
Printers United Litho JHB t +27 (0)11 402 0571
Advertising sales
Hanlie Fintelman [email protected]
t +27 (0)12 543 2564
MEDIA No. 4, 5th Avenue Rivonia
PO Box 92026, Norwood 2117
t: +27 (0)11 233 2600 f: +27 (0)11 234 7274
www.3smedia.co.za
Annual subscription: R270 (incl VAT)
ISSN 1684-7946 Copyright. All rights reserved.
Editorial advisory board
Barney Curtis, executive officer of FESARTA
Garry Marshall, CEO, SA Express Parcel
Association
Bill Cameron, director, Transport Research
Consultancy
Graham Ross, retired road engineer
Dr Andrew Shaw, principal transport analyst for
Development Bank of South Africa
Captain Colin Jordaan, CEO and commissioner of
the Civil Aviation Authority
Prof. Leon Raath, board member, Chartered
Institute of Logistics and Transport, South Africa
Barlow Manilal, CEO, Automotive Industry
Development Centre and National President of
The Chartered Institute of Logistics & Transport
(CILTSA)
Anthony Cole, COD, Concorde Maritime Academy.
All articles herein TWA are copyright-protected and may
not be reproduced either in whole or in part without
the prior written permission of the publisher. The views
of contributors do not necessarily reflect those of the
publishers.
This new look, revamped Transport World Africa is the first issue that
launches the magazine into a purpose driven strategy of supporting
and promoting intraregional trade as a means of driving economic
growth in Southern and East Africa.
Our working relationship with the Federation of East and Southern African
Transport Associations (FESARTA) is further strengthened through the inaugural
launch of the Truckers Forum being held on 14 and 15 March 2012. This is a joint
initiative between FESARTA and 3S Media that gives truckers a voice, a forum to
be heard and an audience, which includes regional authorities and governments
alike. It is definitely not a talk show but rather a workshop.
We put SCANIA into the hot seat, take a peek at 2012 through the
eyes of two truck manufacturers, consider an innovative truck hybrid
and cut through a whole lot of hot and cold air.
More importantly, we consider the economies and the ease of
doing business with the four countries that are the backbone of the
North-South Corridor - South Africa, Zimbabwe, Zambia and the
Democratic Republic of Congo. We also look at the levels of corrup-
tion in these countries.
Our detailed look at the North-South Corridor provides added yet
crucial information about this strategic distribution channel for the
exporter/importer and distributor of goods and the transporters of
those goods.
In this process a lot of carbon from exhaust emissions will be
generated. We look at the
issue of carbon tax and the price to
be paid.
Amongst the goods transported are
hazardous materials. But, it is not
just the hazardous materials that are
dangerous. The vehicles transporting
these goods can be just as danger-
ous. We look at the toxic fumes hidden
in the flames.
As much as science and technology
have contributed to global warming,
so too can they limit damage to the
environment. Clean combustion is criti-
cal in this endeavour and we consider
this issue as a key element in transport
engineering.
Getting back to business and mak-
ing money, mobile money brings con-
venience to the masses. The eThek-
wini municipality known for its forward
thinking approach to municipal mat-
ters, has combined digital money and
public transport to provide a rather
useful, all-round solution to managing
money.
And in making money, the question is put to Transnet as to whether they really
want to run a railway or not.
Last but not least, bulk cargo is transported to and from South Africa by ship.
With our having some of the most dangerous seas in the world, particularly along
the Wild Coast, the ability and capability of repairing and refitting ships in our
ports is vital. We look at South Africas capacity, and find it to be inadequate.
Stepping into the future
Editor
EDITORS WORD
The ability and capability of repairing and refitting ships in our ports is vital
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3TWA | Feb Mar 2012 3TWWA | Feeb Mar 2012
Federation of East and Southern African Road Transport Associations
by Barney Curtis, executive offi cer, FESARTA
The first stakeholder workshop on
the SADC Regional infrastructure
development programme (RIDMP)
was held in December 2011 with
over 100 delegates attending, including the
directors of infrastructure of COMESA, EAC
and SADC.
The RIDMP had been in development
since 2009, but without funding. It was re-
launched in July 2011 with the support of
TMSA (Trademark Southern Africa) and DBSA
(Development Bank of Southern Africa) and is
planned to be in place over the next 15 years.
The objectives of the RIDMP are to define
benchmarks, minimum and ultimate regional
requirements and development targets in
the area of infrastructure, and to provide a
development framework for infrastructure to
meet the requirements and targets. It involves
energy, transport, ICT, meteorology, water and
tourism. While this is a SADC initiative, the
objective is to involve COMESA and the EAC
so as to make it a truly Tripartite Plan. Some 58
projects were included in the RIDMP.
Consulting engineers, Aurecon, tabled
a Draft Diagnostic Report on the RIDMP.
This report focused only on transport sector
matters:
The Report was divided into policy, infra-
structure and transport services sections,
with pipelines excluded.
There was expected to be a five times
increase in port throughputs by 2030.
Existing port infrastructure would not be able
to cope and this created a serious challenge.
The Shire-Zambezi waterway project was
not on the projects listing, though possibly it
would appear at some later stage.
FESARTA called for transparency in the cost-
ing of infrastructure upgrades and fees to be
levied to recoup those costs. The whole pro-
cess should be done in consultation with the
relevant stakeholders. Aurecon concurred
that in its opinion the financial implications
of anything of regional importance (roads,
borders, ports, etc) should be transparent.
Weighbridges were not included in the
Report. SADC noted these were included
in its regulation and policy programme.
FESARTA suggested that as they were part
of road infrastructure, they should also have
been included in the RIDMP.
Whilst border posts were mentioned in the
Report, there was no detailed coverage on
them. FESARTA requested that as they were
the main reason for border delays, they
should have been covered in detail.
A selection criteria for projects was tabled by
SADC and updated by the workshop. It gave
preferential treatment to projects involving
landlocked countries.
Identified projects did not necessarily have
funding available. The sourcing of funding
would be guided by priorities, as determined
by member states. Some of the projects
were already in progress.
The next step was for SADC to create a
Framework and then an Action Plan for
the RIDMP.
Mombasa port decongestion The Port of Mombasa is to be decongested in
100 days to prevent Kenya from losing more
port business to Tanzania, the Kenya Revenue
Authority (KRA) announced. The deconges-
tion will involve opening of new additional
lanes by the Kenya Ports Authority (KPA) to
ease movement of containers in and out of
the port.
KRA will also do a joint verification of cargo
with other government agencies supposed to
verify cargo in order to lessen the time spent
on cargo inspection. It has also worked out
with the private sector players to ensure that
they honour the 24 hour operational schedule
put in place at the port. Penalties have been
agreed with traders who hold their cargo at the
port for more than 48 hours.
Importers are also expected to declare their
vessels early enough to ensure that measures
of clearing the vessels are put in place as fast
as possible.
The congestion is blamed on traders who
declined to clear their cargo in December
festive season because of the volatility of
the shilling.
Regional infrastructure development
CountryVehicle
Combination Length
ArticulatedVehicleLength
Width HeightRigid
VehicleLength
Trailer Length
Semi-Trailer Length
Remarks
Angola 20 18 2.5 4 15 15 15Botswana 22 17 2.5 4.1 12.5 12.5 12.5
Kenya 22 17 2.65 4.2 12.5 12.5 12.5Lesotho 22 17 2.6 4.1 12.5 12.5 12.5Malawi 20/22* 17 2.5 4.6 12.5 12.5 12.5 * Allows 22 m on Tete corridor
Mozambique 18/22* 15 2.5 4.3 12 12 12 * Allows 22 m on N4 corridorNamibia 22 18.5 2.6 4.3 12.5 12.5 N/A
South Africa 22 18.5 2.6 4.3 12.5 12.5 N/ASwaziland 20/22* 17 2.5 4.1 12.5 12.5 12.5 * Allows 22 m Tanzania 22 17 2.6 4.6 12.5 12.5 12.5Uganda 22 2 2.5 4.3 12.5 12.5 12.5Zambia 22 17 2.65 4.6 12.5 12.5 12.5
Zimbabwe 22 18.5 2.65 4.6 12.5 12.5 N/ASADC * 22 18.5 2.6 4.3 12.5 12.5 N/A * Ratifi ed by Ministers June 09
COMESA * 22 17 2.65 4.6 12.5 12.5 12.5 * Will adopt SADC limits
TABLE 1 Vehicle dimension limits as of 31st January 2012. Note: N/A = not applicable
FESARTA NEWS & VIEWS
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4 TWA | Feb Mar 2012
COVER STORY
The Actros is a remarkable machine. It has to be. It won the 2012 Truck of the Year. And what is so signi cant about this truck is its fuel effi ciency and global warming emission reduction achievements.
Mercedes-Benz BlueTec Actros 2651
LS/33 is a perfect combination for long
distance applications.
Following close tracking and accurate monitoring over
the past few months, the results are conclusive: with
more efficiency in reducing air pollutants and supremely
frugal fuel performance, resulting in fuel savings have
been reported.
The operator manages the ongoing supply of the low
sulphur fuel together with AdBlue exhaust gas treatment
fluid and this has been implemented on a controlled basis
(Base Camp logic), by a reputable fuel company with a
strong local presence.
Daimler is driving forward a drastic reduction in fuel
consumption and exhaust gas emissions from commercial
vehicles with its Clean Drive Technologies. There are more
than 300 000 trucks operating with BlueTec technology
worldwide, along with over 30 000 buses and coaches.
The BlueTec SCR technology from Mercedes-Benz is
starting to break through globally, with the major markets
of North America and Japan now following Europes trend
and implementing this technology more and more. So is
South Africa.
Thoroughly convincing The durable and powerful V6 and V8 engines provide
the heart of the BlueTec system. The engine range has
benefited from an extensive package of enhancement
measures significantly raising engine output and torque,
whilst keeping fuel consumption low. The Telligent engine
system plays a central role in achieving this. This proven
electronic engine management system adjusts the injection
of fuel with extreme precision to reflect the driving situation.
This optimised injection strategy, coupled with an injection
pressure of up to 1 800 bar, results in outstanding mixture
preparation and greater efficiency as a result. The Actros
Ease fuel costs and environmental impact
THE ACTROS
The new Actros, 2012 Truck of the Year
Trucks in todays world are subjected to impossi-
ble demands. Its hard to imagine anything more
difficult than meeting the high expectations of
haulage companies and environmentalists alike.
For this reason, the Actros offers optimum economy and
a reduced environmental impact. This is achieved with the
reliable, BlueTec fuel efficient engine and the Mercedes-
Benz PowerShift automated transmission, which translates
into reduced fuel costs and global warming emissions. And,
the Actros is a true all-rounder when it comes to logistics
and services. It is capable of reaching practically any loca-
tion that is accessible by road.
But what is BlueTecBlueTec is a name given by Mercedes Benz to engines
equipped with advanced Nitrogen Oxide (NOx) reducing
technology for vehicle emissions control in diesel-powered
vehicles. The technology in BlueTec vehicles includes a
selective catalytic reduction (SCR) system that uses die-
sel exhaust fluid, and a system of NOx absorbers, called
DeNOx, that uses an oxidising catalytic converter and a
diesel particulate filter combined with other NOx reducing
systems. In real terms BlueTec stands for efficient, fuel-sav-
ing and therefore environmentally friendly vehicle technol-
ogy. BlueTec saves fuel and helps protect the environment.
Every litre of diesel saved keeps around 2.64 kg of Carbon
Dioxide (CO2) out of the environment.
BlueTec in South AfricaMercedes-Benz Commercial Vehicles and one of their
long-standing customers,
embarked on a pilot project
in mid-2010 by incorporat-
ing four environmentally-
friendly Euro 5 trucks,
into their fleet. The
M e r c e d e s - B e n z
BlueTEC Actros 1832
LS/36 and BlueTEC
Actros 2651 LS/33
trucks went into ser-
vice on the opera-
tors routes.
The Mercedes-
Benz BlueTec
Actros 1832 LS/36
is ideally suited
for local distri-
bution and the
No other truck has been as thoroughly developed and tested before its production launch as the Mercedes-Benz Actros. The foundations for development were laid as many as ten years ago
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engines have moved forward in terms of durability too.
Modifications to the engines ease the thermal load on the
pistons and thus ensure that oil consumption is reduced
and then kept at a constantly low level. The injection noz-
zles are fitted with heat-insulating sleeves, which also help
lower the thermal load. In addition, these sleeves reduce the
amount of soot deposited in the engine oil which brings
us to the subject of maintenance. Inlet valves and seat rings
made from more durable materials allow the valve setting
intervals to be extended. The crankcase breather with its
improved oil separator, plus the compact alternators and
starter motor which have both been designed for a longer
service life also help to reduce the maintenance work
required. And the resultant benefits for the Actros? Higher
performance and lower costs!
Lots of power, low emissionsThe proven Unit-Pump System (UPS) is used in the Actros
for fuel injection. Each of the cylinders has its own plug-in
injection pump, which is driven by the camshaft and builds
up the required fuel pressure. The high injection pressure
guarantees fine fuel atomisation and homogeneous mixture
formation for efficient combustion.
Mercedes PowerShift TransmissionJust how confident we are of our further-enhanced auto-
mated gearshift, Mercedes PowerShift, is plain to see from
the fact that it is fitted in the Actros as standard*. It excels
with optimised shift smoothness, fast gear changes and low
fuel consumption. The bottom line of all this is: more Actros,
more economy.
Our aim is to reduce fuel consumption and minimise emissions Kobus van Zyl, vice president, commercial vehicles, Mercedes-Benz South Africa
The unmistakable design of the Actros is as exceptional as the truck as a whole
Mercedes PowerShift adapts the rotational speeds of
the main shaft and gear wheel by means of the elec-
tronic engine or gearbox control. This dispenses with the
need for servo-lock synchronisation. A propeller-shaft
brake on the countershaft decelerates the rotating gear-
box masses when up shift-
ing. When downshifting, the
engine speed is boosted to
ensure synchronism of the
corresponding gear wheel with
the countershaft.
* All Actros models, excluding tip-
pers, concrete mixers and all-wheel-
drive vehicles.
Telligent Shift transmissionThe manual 16 speed
Telligent synchromesh trans-
mission is standard for off-road and construction
6x4, 8x4 and 6x6 vehicles. This is because when
running over tricky and uneven surfaces, fully
manual gear changing gives drivers the great-
est possible control. Particularly ideal in off-
road tipper and construction applications
where road surfaces can be uneven and
gradients severe, the Telligent manual
transmission reassures the driver with
full gear shifting control but effortlessly
Telligent autoshift transmission is also
available as an option.
5TWA | Feb Mar 2012
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NEWS DESK
GENERAL MOTORS
Trailblazer coming to South Africa GENERAL MOTORS South Africa an-nounced today that it will be launching the
new Trailblazer into the South African market
before the end of this year. The Trailblazer
will be an all new entry for General Motors
South Africa in the large Sports Utility Vehicle
(SUV) segment of the market, says Malcolm
Gauld, Vice-President of Sales and Market-
ing for General Motors South Africa. This
great product will further strengthen our
Chevrolet product portfolio offering which has
rapidly expanded over the past two years.
The response from customers has been very
favourable with our Chevrolet sales volumes
growing by over 50% in 2011 versus 2010.
The Trailblazer, which is Chevrolets toughest
and most refi ned SUV, made its global debut
last year at the opening of the Dubai Interna-
tional Motor Show in the Middle East. We are
very excited about the addition of the Trailblaz-
er into our already strong line up of Chevrolet
products on the South African market.
The Trailblazer is a robust seven-seater
SUV, providing superior third row seating,
exceptional ride comfort and a modern and
fresh design. The vehicle combines the haul-
ing and towing capability of a body-on-frame
SUV with the ride comfort and effi ciency of
a crossover.
AIR NAMIBIA, the Windhoek based na-tional airline of the Republic of Namibia, has
ordered two new Airbus A319 aircraft. Seat-
ing 112 passengers in a two class layout,
the aircraft will bring new levels of comfort
to regional routes from Windhoek to other
major African cities.
Air Namibia already operates two leased
A319s on regional routes, and two A340-
300 aircraft on its international route
between Windhoek and Frankfurt, Germany.
Airbus aircraft share a unique cockpit and
operational commonality, allowing airlines
to use the same pool of pilots, cabin crew
and maintenance engineers, bringing opera-
tional flexibility and resulting in significant
cost savings.
Our in-service experience with Airbus
aircraft has confirmed that the A319 is
the ideal aircraft for Air Namibias regional
AIR NAMIBIA
Fleet expansion
routes, says Theo M. Namases, Acting CEO
of Air Namibia. The efficiency of our new
aircraft, together with their commonality with
our existing fleet will provide a strong basis
for our continued growth and contribution to
the Namibian tourist industry.
The A320 family, which includes the A318,
A319, A320 and A321, is recognised as the
benchmark single-aisle aircraft family. Each
aircraft features fly by wire controls and all
share a unique cockpit and operational com-
monality across the range. More than 8 300
A320 family aircraft have already been
ordered and almost 5 000 delivered to more
than 340 customers and operators world-
wide reaffirming its position as the worlds
best-selling single-aisle aircraft family. With
proven reliability and extended servicing
periods, the A320 family has the lowest oper-
ating costs of any single aisle aircraft.
LAND ROVER
On the rim of an erupting lava lakeKINGSLEY HOLGATE sent greetings from Erta Ale, the most active volcano in
Africa. With armed guards and a camel to
carry the water, they walked through the
night to avoid the fi erce heat of the Dan-
akil Depression to stand on the rim of an
erupting lava lake. None of the expedition
team has witnessed anything like this in
their lives before. To propitiate the spirits
of their Rift Valley odyssey, they tossed
a silver coin into the bubbling caldera.
Several earthquakes have been recorded
in the vicinity of Erta Ale suggesting that
a major eruption maybe imminent. It was
tough going back to base camp, hard un-
derfoot over blistering volcanic landscape.
There people survive by drinking what-
ever water they can fi nd, be it stagnant
pools or puddles left over from the last
rain. Each LifeStraw fi lters a thousand
litres of clean drinking water. It is fulfi lling
to improve lives of others while on an
adventure - thank you Land Rover.
6 TWA | Feb Mar 2012
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7TWA | Feb Mar 2012
NEWS DESK
VOLKSWAGEN COMMERCIAL Vehicles is presenting the new Crafter with a sharpened
design, optimised interior, the latest genera-
tion of the fuel effi cient TDI engines which sig-
nifi cantly reduce fuel and maintenance costs.
Thanks to the new four-cylinder common rail
diesel engines, the fuel consumption and CO2emissions have been signifi cantly lowered.
As a result, fuel and maintenance costs have
been decreased substantially. The vehicles
maximum payload increased by nearly three
per cent on some derivatives. The 20 000 km
service intervals allow for the new Crafter to
be effi ciently utilised for an extended period.
The Crafter was fi rst launched in South Africa
in April 2007 and to date it has sold over
4 000 units, which makes it the second best-
selling Medium Commercial Vehicle (MCV)
Panel Van in South Africa.
GOODYEAR EUROPE has hosted an event that saw over 170 of the continents top
commercial fl eet representatives, industry
leaders and transportation policy makers
attend a one-day symposium in Brussels de-
signed to open a wider debate on increased
demand for more fuel effi ciency from Euros
road freight sector. The symposium was built
on a newly introduced report called Driving
fl eet fuel effi ciency: The Road to 2020.
The report predicts how fl eets will cope with
cutting carbon dioxide and increasing fuel
effi ciency in an era of rising fuel costs and
environmental legislation.
The symposium was opened by Siim Kallas,
Vice-President of the European Commission
in charge of Transport, who welcomed Good-
year Europes 'Driving Fleet Fuel Effi ciency'
initiative. Kallas emphasised that road freight
is a key element of the economic system and
its sustainable development is essential for
the long term competitiveness of Europe.
He also underlined that increased energy
effi ciency should be a bridge to alternative
fuels. "To meet the policy objectives of the
European Union's (EU) 'Roadmap to a Single
European Transport Area', the EU needs a
clear and coherent vision helping to acceler-
ate the use of alternative transport fuels",
he said.
A strong transportation industry is vital to
the European economy, but at the same time,
the EU has set a target for the industry to cut
carbon emissions by 60% by 2050.
GOODYEAR
Symposium on driving efficiency
Michel Rzonzef, Vice President of Good-
year's commercial tyre business across
Europe, Middle East and Africa was pleased
with the symposiums outcome, where stake-
holders debated and discussed key issues af-
fecting the sector in an open and transparent
manner. In different panel discussions, some
of Europes largest fl eets came together with
industry players, experts in the latest fuel-
effi cient technologies, and policy-makers, to
debate on the practical and political steps to
take to reduce fuel use and move toward a
more sustainable future.
GABRIEL
2012 product catalogueGABRIEL, THE PREMIUM brand of Control Instruments-Automotive, has
launched its 2012 shocks, struts, car-
tridges and gas lifts catalogue, the most
comprehensive Gabriel catalogue to date.
The catalogue has four sub-categories:
vehicle listing, parts listing,
parts fi nder and technical
information, which includes
installation instructions.
The listings category
makes it easy to locate part
numbers by vehicle make;
model of vehicle; year of
production; vehicle type
such as a sedan, 4x4, van or coupe;
engine capacity; and part number. The
catalogue also provides alternate shocks
that will replace competitor parts.
The parts number category list part
numbers in numeric order making it easy
to fi nd the primary part number.
Technical information includes the shock
type and details covering the upper and
lower mountings, extension length, col-
umn, column length, accessory kit number
and suggested Gabriel products from the
Gas Ryder, Safari HDP, Safari, Techno-
matic, Heavy Duty and Fleet Range. The
catalogue can be found at www.gabriel.
co.za or is available as an A4 catalogue.
VOLKSWAGEN
The new Crafter
ub categories:
,
s
rt
or coupe;
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HOT SEAT
ALTERNATE FUELS
Global warming is a hot issue. The combustion
of fossil fuels, petrol and diesel in cars and
trucks is a key aggravator in a worsening
situation. As a truck manufacturer, SCANIA
is taking the problem seriously. However, as Alec Mack,
national sales director for SCANIA South Africa, explains,
SCANIA has put the necessary thought behind their long-
term strategies in implementing appropriate solutions.
Critical of the green movement in South Africa, Mack
believes these people have not put enough thought into
alternate energy sources. Rather than look at variations
of fossil fuels such as liquefied petroleum gas (LPG),
Steady as she goesWhile SCANIA is not a ship the analogy ts. As a truck manufacturer, the company clearly knows where it wants to go and how it is going to get there. And, quite methodically, with careful navigation, it is.
The new SCANIA R Series (BELOW the R730)
8 TWA | Feb Mar 2012
compressed natural gas (CNG) or derivatives of fossil
fuels such as electricity, or hybrids thereof, SCANIA has
pursued alternate energy sources, biofuels which have a
neutral footprint, and have developed the technology to
effectively use these fuel sources.
Biofuels, such as bioethanol, biodiesel and biogas, are
part of the natural carbon cycle and dont contribute to a
net increase of carbon dioxide (CO2) in the atmosphere.
Fossil fuels release carbon from fossil deposits and
increase CO2 levels. The use of biofuels will thus help
reduce CO2 emissions, particularly in heavy transport,
where electrification is not easy to achieve. Only three
biofuels today fulfil the important requirements of sustain-
ability, commercial availability and volume production
bioethanol, biodiesel and biogas. Other interesting biofu-
els will not be commercially available for quite some time.
Bioethanol Bioethanol is the most widely used biofuel in transport
today. It is also the fuel that is most likely to be able to
supply large sustainable volumes in the future. A major
advantage is that it is a liquid and available in commercial
volumes globally. It can be easily produced from a variety
of raw materials, like sugar cane, beets or cellulose, and is
used both as a pure fuel and in low blends.
Bioethanol is recommended for city and regional trans-
port applications with a short to medium operation range.
SCANIA has a number of products available for running
on bioethanol e.g. buses, trucks and waste collectors.
SCANIA engines adapted for bioethanol fuel have the
same energy efficiency as a standard diesel engine and
fulfil the Euro 5/ EEV emission level.
Biodiesel Biodiesel is a liquid renewable diesel fuel pro-
duced from esterified plant oil. Biodiesel can
be used for all types of operation and
ranges. It is easy to handle, available
in commercial volumes, and can be
mixed freely with regular diesel. This
is the most appropriate biofuel for
heavy applications, long-distance
operations and haulage.
Also known as FAME (fatty
acid methyl ester), biodiesel
can be made from various
sources, like rapeseed, jat-
ropha, and waste cooking
Alternate fuel sources require careful thought Alec Mack, SCAN A SAs National Sales Director
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HOT SEAT
oil, all with different quality aspects. In the European Union,
rapeseed is the largest source.
Emissions and per-
formance are slightly
affected. Provided
that the need for spe-
cial service intervals is
observed, SCANIA per-
mits using up to 100%
FAME fuel in some of
its engines.
Biodiesel can also be
produced in a synthetic way
with excellent combustion
properties, but is not available
in commercial volumes as of
yet. Synthetic diesel produced
from biomass (BTL, biomass-
to-liquid) has great potential
as an alternative fuel. It pro-
vides excellent preconditions
for clean combustion as it is
ideally suited to high-efficiency
diesel engines and can be
mixed with regular diesel. It
can be produced from various
raw materials including bio-
mass, waste and fossil natural gas.
Biogas Renewable biogas shows especially good emission char-
acteristics, and can be used for fuelling heavy vehicles.
Biogas is recommended for fleets and urban transport
applications with short operation ranges, mainly because
gaseous fuel is bulky and the tanks only allow enough
fuel for a shorter distance. Gaseous fuels also require a
costlier infrastructure.
The most cost-efficient and sustainable method for
producing biogas is to use local sewage or waste. Even
when waste volumes are limited, cities can use this favour-
able opportunity to power parts of local city fleets and in
this way secure a supply of a locally made clean biofuel.
SCANIAs Otto engine, with its lean burn technology, pro-
vides low fuel consumption and a very clean operation,
fulfilling the Euro 5/EEV emission level.
Biogas and natural gas are the same molecule (meth-
ane), but biogas is renewable and natural gas is fossil.
Hydrogen Hydrogen is not an alternative in the short term, but
may prove viable together with fuel cells some time
beyond 2020. Powertrains that comprise a fuel cell and
an electric motor could be an interesting alternative in
the very long term. A hydrogen fuel cell is reasonably
efficient in heavy-duty transport, but no method to trans-
port sufficient amounts of hydrogen gas on a vehicle
currently exists.
Also, hydrogen must be produced from renewable raw
materials, a technology which is not viable at present.
SCANIA has participated in a European project to develop
a concept fuel cell bus.
Developing the technologyAround one-third of SCANIAs R&D
engineers are continuously
involved in long-term engine
research, which includes finding
attractive solutions to running on
alternative fuels for urban applica-
tions. SCANIAs responsibility is not
limited to modifying engines to run on
alternative fuels according to customer
demand. We have to ensure that the
operational and environmental performance, as well as
durability, meets SCANIAs standards, says Mack.
Something moreReducing fuel consumption, and
thereby reducing the amount of
emissions produced, is more
than just using an alternate
energy source. It involves the
basics of good vehicle design
and operation. This includes
designing and fitting wind-tun-
nel tested air deflectors, proper
driver training, correctly inflated
tyres, fitting efficient retarders
and automatic gearboxes, and
regular vehicle servicing. It does
not mean painting your compa-
ny name on a roof air deflector
and shifting it to a more vertical
position so that it can be seen as
this turns the air deflector into an air brake. It also does not
mean fitting a bull bar to your truck as the drag on this
piece of unnecessary embellishment adds 1% to your fuel
bill. So, reducing fuel consumption is also about education
and the consistent application of knowledge.
Fuel
Diesel Ethanol Biodiesel Biogas
Engine DC9 24, 360 hp DC9 E02, 270 hp DC9 24, 360 hp OC9 G04
Energy GJ 1 584 000 924 000 1 452 000 1,584 000
MWh 440 000 256 670 403 330 440 000
Local emissions
NOx (kg) 308,000 176 000 308 000 212 160
HydroCarbons (kg) 880 5 280 880 0
PM (kg) 1,760 880 1 760 1 100
Global emission
CO2 (tonnes) 118 800 20 240 66 000 22 000
% CO2 reduction 0% 83% 44.4% 81.5%
Note 1: All calculations are based on an emission class EEV, a lifetime mileage of 1 000 000 km and a fuel consump-tion of 44 /km | Note 2: Energy and CO2 emissions are based on the calculation of fuel consumption. Exhaust emissions are based on measurements during the certifi cation of each engine type. For biodiesel, the values from engine certifi cation, with diesel fuel, are used.
EDITORS COMMENTThe world population has now reached 7 billion. According to the UN, it will reach at least
9.1 billion by 2050. Known oil reserves will be fully depleted by then and the sustainability of
alternate fossil fuels resources, like natural gas, will be under extreme pressure (excuse the
pun). Sustainability must then take on a new meaning, or perhaps its original meaning the
ability to continue, to replenish itself. Biofuels are the only sustainable fuel alternative.
SCANIA-13D A NEW GENERATION OF ENGINE.PSD
So Paulo, one of the worlds largest cities, has become the fi rst city in Brazil to have an ethanol-fueled bus fl eet as part of the countrys carbon-reduction goal
TABLE 1 Energy and emission comparisons
y aspects. In the European Union,
ource.
%
f
be
way
stion
ilable
as of
duced
Developing the teAroun
e
i
r
a
alte
tions
limite
alterna
demand
Diesel
Engine DC9 24, 360 h
EnergyGJ 1 584 000
MWh 440 000
9TWA | Feb Mar 2012
-
Warehousing and distribution Terminal management (bulk and containers) Bond storage Inventory management Materials / cargo handling and palletisation Container stufng / loading, securing and destufng / unloading
Groupage / Consolidation
Multi-modal transportation (direct modes and/or transshipments) Shipping and port related services Rail logistics Road
Freight forwarding & clearing / International logistics
Delivering world-class and international inter-modal systems critical to the continents growth and competitiveness.
Winner of the 2011 Mail & Guardian Greening the Future Awards K/^/W
Innovation, inspiration and foresightFast moving, forward thinking in Africa
Africa | Transport and Warehousing | Consumer Products |
Specialised Freight | Integration Services | Bulk Commodity Services
AFRICA DIVISION Tel: +27 11 821 5500 E-mail: [email protected]
www.imperiallogistics.co.za
-
TRANSPORTERS OPINION
On this corridor bad road quality is not the
only problem, says Cyril Laubsher, Business
Development Director of IMPERIAL Logistics
Africa Division. Getting through border posts
such as Beitbridge, Chirundu and Kasumbalesa fast and
safely is.
In reality, none of the border posts are One Stop Posts.
As a result, regional authorities duplicate functions. This
chases cost into the system and leads to lengthy standing
times for vehicles. It contributes to the high cost of logistics
in southern Africa, he says.
North-South border posts contribute to inefficiencies that
Laubsher says affect productivity and inhibits us from
sweating transport assets. One stop border posts that use
technology would not only speed up cross-border clearing
and compliance operations, but would substantially con-
tribute to the improvement of logistics cost and the overall
state of logistics. The Kopfontein Border Post initiative is
one example of this approach.
General freight drivers standing time at Beitbridge and
Chirundu could be two days at each post and Kasumbalesa
crossing into the DRC, four to seven days. On top of this,
between the Copperbelt and Kasumbalesa, drivers face
sections of road that are moderate to poor, forcing diver-
sions, explains Laubsher. He adds that basic facilities
at border posts are not good. Running water and clean
Border posts along the North-South Corridor, which links the Copperbelt to South Africas southern ports inhibit effi ciencies for Logistics Service Providers (LSPs) and drive up cost for companies doing business in Africa.
Border post barriersLIMITATIONS
hygienic ablution facilities do not exist. In partnership with
NGOs and governments, LSPs have the opportunity to
improve this situation, developing communities along the
routes and corridors in which they
are active.
LSPs such as IMPERIAL
Logistics understand documenta-
tion requirements for cross border
and intra Africa trade, he says
emphasising that it is important
to operate within protocols, good
governance and acceptable busi-
ness practices and principles.
Moving goods in Africa requires
LSPs to consistently improve on
costs, quality and speed of ser-
vice and response. We need to
be the experts. We need to know
which routes are optimal. Routes
that seamlessly integrate all
modes and networks, concludes
Laubsher.
Lengthy standing times for vehicles contribute to the high cost of logistics in southern Africa Cyril Laubsher, Business Development Director ofMPER AL Logistics Africa Division
ABOVE AND BELOW Typical queues at the Kasumbalesa border post between Zambia and the DRC
BELOW The new Kasumbalesa border post will hopefully eradicate the backlog and speed up processing time
11TWA | Feb Mar 2012
-
kld2
036
Engineering the ideal truck for Africa takes time and the CLA range from MAN has undergone a three-year process of re nement to better suit local operating conditions and satisfy speci c customer requirements. Powered by the worlds best diesel technology, the next-generation MAN CLA is equipped with a host of robust features to overcome the many challenges posed by Africas most gruelling trucking applications. Guts, reliability and good looks, the new CLA is your MAN.
s",/%-&/.4%).s"/437!.!s#!0%4/7.s#%.452)/.s%!34,/.$/.s%2-%,/s'%/2'%s*/(!..%3"52's+)-"%2,%9s-)$$%,"52's.!-)")!s.%,3025)4s0).%4/7.s0/,/+7!.%s0/24%,):!"%4(s37!:),!.$s6%2%%.)').'
Package perfected for African conditions.
For your Finance and Insurance requirements, contact us on 011 387 1940.An Authorised Financial Services and Registered Credit Provider.
This MAN backs you up
-
13TWA | Feb Mar 2012
COMMERCIAL VEHICLES
Driven by market demands for fuel efficiency,
optimum power-to-weight ratios, safety and
comfort, MANs portfolio of heavy and extra-
heavy trucks gained significant market share
throughout the course of 2011, penetrating fleets once the
stronghold of leading competitor brands.
MAN TGS 26.480 6x4 BLS with MAN D26 Euro 5 engine
and MAN AdBlue - Using SCR exhaust gas after-treatment
technology. The truck is less sensitive to fuel quality than its
European sibling and can work with 500 ppm diesel without
negatively impacting on performance. This truck tractor can
run for 72 hours at full power and torque without AdBlue.
MAN TGS WW 26.440 6x4 BLS with LX LuxLine Cab and
EfficientLine Package - The MAN EfficientLine Package
is based on fuel-saving elements found on the MAN TGX,
MANs European flagship. The package includes but is not
limited to; aero-kits to reduce drag, an energy and air pres-
sure management system to optimise compressor applica-
tion, tyre pressure management to reduce rolling resistance,
as well as fitments for truck trailers including alloy wheels,
energy tyres and aero-kits including side-skirts.
MAN TGS WW 27.480 6x4 BBS with LX HighLine Cab
an on-highway 6x4 truck-tractor equipped with steel sus-
pension, enabling flexibility to manage harsher terrain. This
model is proving popular in the long-haul coal transport
sector where vehicles are required to operate efficiently on
the open road while occasionally enduring the tougher con-
ditions at loading and unloading areas.
MAN TGS WW 27.440 6x4 BBS with L HighLine Cab
Similar to the TGS 27.480 6x4 BBS, this truck-tractor is
well-suited to the long-haul transporter but with a greater
resilience to harsher operating conditions.
MAN TGS WW 33.360 6x4 BB with M-Cab A robust
and powerful heavy-duty tipper chassis fitted with a straight
9-tonne front axle beam for greater ground clearance. Hub
reduction drive axles provide optimum torque transfer for
arduous mine and quarry applications whilst also enabling
better ground clearance at rear.
MAN TGS WW 41.440 8x4 BB with M-Cab An 8x4
derivative for specialised applications, equipped with MANs
powerful D26 common-rail engine. Suitable for mining, con-
struction, forestry, waste management, fire fighting, disaster
management and crane applications, this on/off-road truck
has twin steering axles for optimum manoeuvrability and
versatility in off-road conditions where vehicle turning space
is limited.
MAN TGS WW 33.440 6x6 BB SWA with M-Cab - Fitted
with single tyres and permanently engaged all-wheel drive,
the truck has class-leading traction and climbing ability to
haul heavy loads out of some of the toughest operating con-
ditions. The single wheel tyres (SWA) offer enhanced track-
ing for safer, more efficient appli-
cation in muddy as well as sandy
off-road conditions.
MAN TGM 18.240 4x4 BB SWA
with M-Cab A 4x4 single-wheel
rigid truck chassis ideal for off-road
duty such as forestry, fire-fighting,
as a service/support vehicle and
as a personnel carrier. The versa-
tile chassis allows for customised
body fitment and is even proving to
be a popular game viewing vehicle
and or as a platform for adventure
undertakings.
MAN CLA range Having under-
gone extensive field trials in local
conditions, recent upgrades have
rejuvenated the range, making the
CLA a refined product range and an
ideal truck for rigorous applications
in Africa as a freight carrier, tipper
or mixer.
VW Constellation Ever since its introduction to the
local truck transport market in late 2006, the Volkswagen
Constellation range of heavy-duty trucks has made steady
headway into leading fleets, thanks to its solid German
engineering, fuel economy, drive comfort and pulling power.
The range, which forms part of the MAN stable, includes
both truck-tractor and rigid (freight carrier) derivatives that
fill a gap in the market between budget and premium-class
trucks. As part of the MAN dealer network, VW Constellation
customers are supported by 24 service centres around
the country.
Whether its a big, small or tough job, consistency and reliability are common drivers. We look at what needs to be on the truckers tick sheet.
Its a MANs workTRUCKERS CHOICE
FROM ABOVE The MAN TGS 41.440
The MAN TGS 26 series,
and
The Volkswagen Constellation
-
S I N C E 1 9 4 0
All great drivers know that a Freightliner is one of the most affordable trucks
to keep running at its best. It demands less from you so you can save
more. This lady knows what she wants, but wont put you through hell for it .
A N O T H E R R E A S O N W H Y I T T A K E S A L O T T O S T O P A F R E I G H T L I N E R .
r X X X G S F J H I U M J O F S D P [ B
THANK GOODNESS,MY UPTOWN GIRL IS LOW MAINTENANCE
THE
OLD
SH
AN
GH
AI F
IREC
RAC
KER
FAT
OR
Y 70
1769
-
FREIGHTLINER
The Freightliner is no fairy tale. It is real, smart, tough and goes the distance.
The Freightliners rugged looks, combined with
its reputation for efficiency and dependability
changed the face of trucking in South Africa. At
the time of its launch in this country it was the
first commercial truck to introduce electronic engines, ABS
and cab air-conditioning as standard. This set the tone for
its continued leadership in terms of safety, ergonomics and
performance. These accolades are not just talk either. As the
old saying goes, the proof of the pudding is in the eating.
United BulkThis Gauteng-based transporter of food-grade products
and dangerous goods has used Freightliner as part of its
extensive truck and tanker fleet since 2007. They recently
increased this brands presence in their fleet by another 27.
Owner, Patrick Pols, comments that the longer wheel base
is ideal for payload optimisation using tri-axle tanker semi-
trailers. When it came to adding new trucks to our fleet, we
made an executive decision to go the Freightliner route due
to the excellent after-sales support from the dealer network.
Commenting on the superior efficiency of the trucks, he
says: We are achieving an impressive 2.6 km/litre on some
of our Columbia rigs, well below the industry benchmark.
KEW Foundries This well-established engineering company, with a long his-
tory of manufacturing steel works for the mining industry,
in their day-to-day operation, needs a fleet of
trucks that can do some heavy duty
lifting and Freightliner has become
their abnormal load truck of
choice.
As proof that Freightliner has
the capacity to carry more ton-
nage than most of its competi-
tors, KEW delivers the largest
cast sheave wheels in Africa
to their mining customers
using this truck brand. These
sheaves have a root diameter
of 6.5 metres!
The Freightliner Argosy is
the ideal vehicle to accommo-
date our custom built 33-tonne
trailer, allowing us to transport
these monolithic sheave wheels
into Africa without an escort, says Jaime Goncalves, techni-
cal director at KEW Foundries.
So, why a Freightliner?Freightliner trucks have the flexibility to serve a wide range
of industries and commercial applications due to its range of
heavy and medium duty options. Whether its an Argosy or
Columbia model, with Freightliner innovation and technology
in your employ, your business
can be assured of:
top performance
maximised payload
exceptional fuel economy
ease of maintenance
lower overall cost per kilometre
long-term reliability
industry-leading safety.
Stretching its flexibility even further the Freightliner comes
in a choice of Detroit Diesel or Cummings engines. In
Detroit Diesel-powered trucks, the use of turbo compound-
ing and common rail fuel injection allows your business to
achieve unmatched engine response, superior fuel economy
and outstanding emissions levels. Both Detroit Diesel and
Cummings engines will give you the edge with industry-
leading power and performance.
The touchstone of the Freightliner is the constant innova-
tion in developing ever better components and systems.
This makes the Freightliner the truck of choice for those
truckers who are serious about their trucks. The
Freightliner is not just a
beauty - its a truck-
ers truck.
Beauty and the beast
ABOVE Freightliner Columbia
BELOW Freightliner Argosy
COMMERCIAL VEHICLES
15TWA | Feb Mar 2012
-
Much less of a slurper.
The future of fetch & carry is here. In spite of the fact that our new range of trucks offers you engines with more power
& torque, you will find that most of them are more fuel efficient. The entire FK/FM range has also been upgraded to greener
Euro 2 emissions level engines with super efficient common rail fuel injection. So your FUSO will fetch, fetch and fetch
again... Another reason why FUSO should be your businesss best friend.
THE
OLD
SH
AN
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AI F
IREC
RAC
KER
FAC
TOR
Y 70
1771
Mercedes-Benz South Africa (Pty) Ltd. is an authorised distributor of FUSO trucks.
C A L L 0 8 6 1 F U S O 0 0 O R V I S I T W W W.F U S O . C O . Z A A N D C H O O S E F R O M O V E R 3 0 D E A L E R S H I P S N AT I O N W I D E
-
17TWA | Feb Mar 2012
Commercial vehicle manufacturer, Fuso, a
member of the Daimler group, has introduced
a heavy-duty hybrid truck in Japan. The new
vehicle concept premiered at the Tokyo Motor
Show late last year. First tests of the Super Great HEV have
demonstrated significant fuel efficiency improvements
over conventional diesel-only vehicles.
The hybrid heavy-duty truck development is a further
milestone in the development efforts of the Global Hybrid
Center (GHC) located in Kawasaki. The development cen-
tre synchronises and controls Daimler.
Heavy-duty hybrid setupThe newly-developed hybrid heavy-duty truck is based on
the technology of the Canter Eco Hybrid, around 1 200
units of which have been sold since it was introduced in
2006 and which has proved itself in numerous applica-
tions worldwide. The Fuso Super Great HEV now being
presented features a conventional diesel engine, electric
motor/generator, lithium(Li)-ion battery and related control
software. It utilises a parallel hybrid system. That means
power to drive the vehicle comes from the vehicles elec-
tric motor, the diesel engine or both. Fuel efficiency and
emission reduction are achieved by using them singly or
in combination with each other, according to driving con-
ditions. When slowing down or braking, the electric motor
functions as a generator to brake the vehicle. The genera-
tor converts brake energy into electric energy and returns
it to the lithium-ion battery.
First test results very encouragingThe first tests performed under real-life conditions show an
impressive increase in fuel efficiency by as much as ten
percent versus conventional diesel-only powered vehicles.
Testing was conducted on motorways in Japan, in repre-
sentative conditions.
Long-haul trucks recover and store energy as they move
up and down hills. In addition, they tend to run
much longer distances than light commer-
cials and the benefits of hybrid tech-
nology therefore
accumulate. The
hybrid system of
the Fuso Super
Great is opti-
mised, so it can
capture energy
even when the
truck is going
down very slight
grades. The par-
allel hybrid system
ensures that energy
loss is minimised.
Based on the positive test results,
Fuso is now moving ahead with the development of heavy-
duty hybrid trucks. The key challenge now is to ensure sig-
nificant overall lifecycle cost benefits for the Super Great
HEV. Trucks are capital goods and will therefore prevail
in the market, especially when their purchase pays off for
entrepreneurs.
One focus of work is to minimise the weight of the hybrid
system so the customer has the highest possible payload
at his disposal.
Fusos heavy-duty hybrid truck
ALTERNATE POWERTRAIN
Stepping up to the challenge of reducing operating costs, a ten percent fuel effi ciency increase over conventional diesel engines was achieved in testing by the new hybrid Fuso.
tances than light commer-
nefits of hybrid tech-
e
e
g
ht
ar-
stem
energy
.
ABOVE The Fuso Super Great HEV heavy-duty truck concept vehicle
LEFT The Fuso Hybrid that was on show at the 2011 Tokyo Motor Show
The state-of-the-art full hybrid system represents a major automotive industry milestone with its fully integrated combination of electric motors with a fi xed-gear transmission
COMMERCIAL VEHICLES
-
Yes! I am interested in Africa Roads 2012 Voucher Code: A2 601284F I would like to attend the event please contact meF I would like to know more about this event please contact me
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Email ..............................................................................................................................................................................
Reply form Fax: +27 (0)11 707 9960
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BOOK NOW! online www.terrapinn.com/2012/africaroads | email [email protected] | phone +27 (0)11 463 6001 | fax +27 (0)11 463 6903
28 February 2 March 2012Sandton Convention Centre, Johannesburg, South Africa
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6th annual event
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19TWA | Feb Mar 2012
2012 PROSPECTS
Hino, like the other Japanese vehicle manufactur-
ers, was affected by not only the tsunami and
earthquake that hit Japan on March 11 2011,
but also by flooding in Thailand towards the
end of the year which impacted on the ability of component
makers in that country to supply many of the worlds vehicle
manufacturers mainly those located in Japan.
Even though we put contingency plans in place following
these natural disasters particularly in terms of our after
sales support to customers we had significant stock short-
ages for much of the year, says Hino vice-president, Dr
Casper Kruger.
However, here in South Africa we still manage to stay in
second place. Hino maintains its proud record as the long-
time market leader in the medium truck market, with Hino
300/Toyota Dyna leading the way in this segment of the
South African market for the 31st consecutive year.
The 500 Series remain the second best-selling heavy truck
range in the country gaining 0,3% in market share, explains
Kruger. Hino sees the short term outlook for the truck mar-
ket in 2012 as positive, particularly as the stock situation
improves, with Hino production running at full capacity in
Japan again.
The company is also going to have a big boost in March
with the arrival of the impressive new range of 300 Series
trucks, including some important new derivatives to the line-
up. The new 300 Series was previewed at the Johannesburg
Truck and Bus Show in October and attracted a great deal
of attention from potential customers. South Africa will be
the first semi-knocked down market in the world to get this
important new range.
Kruger stresses that the 2012 focus is not going to be on
increasing volume at the expense of customer satisfaction.
We want to be known for offering unparalleled uptime to our
customers and to this end we will be taking some actions to
further improve parts availability.
One of the highlights of last year was the announcement
of our HinoCare initiative that enables us to increase service
intervals on all Hino models as a major contributor to improv-
ing our all-important CPK (cost per kilometre) figures. We
have also made significant improvements to the warranty
benefits for certain of our models.
The Hino brand was given a boost internationally at the
beginning of the year with another impressive performance
in the gruelling Dakar Rally.
The leading Japanese truck manufacturer, continued to
build on its amazing record of successes in this world
famous event, this time notching up its third consecutive
victory in the category for trucks with engines of less than
10 litres capacity.
This years event started on 1 January in Mar-del-Plata
in Argentina, traversed Chile and finished in Lima, Peru,
on 15 January. The total route for the trucks was 8 336
km, made up of 14 competitive special stages, totalling
4 120 km, and 4 216 km of liaison sections.
The highest placed four-wheel-drive Hino 500-Series truck,
crewed by Teruhito Sugawara and Seiichi Suzuki, placed
an excellent ninth overall in a field dominated by so-called
monster trucks with much larger engines and many of
them specially developed for this event.
The second Hino, driven by Teruhitos 70-year-old father,
Yoshimasa, and co-driver Hiroyuki Sugiura, placed 24th over-
all and third in the 10 litre engine
category. The Hino 500 Series has
also won the under 10 litre engine
capacity category 12 times in the
13 races this category has been
contested since this class was first
introduced in 1996,
This year Hino continued its long
association with Team Sugawara,
which is headed up by Yoshimasa
Sugawara, who holds the record for
the most consecutive entries in the
Dakar Rally at 29. He is the only
Japanese to have competed in this
epic race on a motorcycle and quad
as well as in a car and truck. Now 70
years of age he holds the record for
the most consecutive finishes in the
Dakar Rally at 21.
His son, Teruhito, has already established an amazing
record in the Dakar Rally, with only one finish outside the top
10 in 14 years of competition.
The team was backed up by a support crew which included
five technicians from Hino dealerships in Japan.
Team Hino are optimistic about growth prospects in the South African truck market in 2012. Dr Casper Dr Casper Kruger, vice-president, Hino SAKruger, vice-president, Hino SA
Hino upbeat
Hino was boosted with another impressive performance in the grueling Dakar Rally
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21TWA | Feb Mar 2012
The South African truck market is expected to grow
by 12.3% to 29 358 units during 2012, indicating
a slight decline from the 17.39% growth experi-
enced in 2011. According to Johan Richards, CEO
of UD Trucks Southern Africa, one has to keep in mind that
the market came off a low base in 2010 which boosted sales
in 2011, inflating last years growth considerably.
The star performer in the local truck market was the Extra
Heavy Vehicle (EHCV) segment, which increased sales on a
year-on-year basis by 35.41% to 11 503 units. Sales in the
Medium Commercial Vehicle (MCV) segment increased by
15.3% to 8 713 units, while a 5.69% growth was experienced
by the Heavy Commercial Vehicle (HCV) segment to reach a
total of 4 664 units. Bus sales predictably declined, by 37.6%,
to 971 units.
Despite several negative factors that could possibly affect
the market over the medium to long term, the 2011 sales
results show that the market still has a lot going for it, says
Richards.
He reveals that a number of factors will impact the sale of
trucks in the year ahead, including the potential implementa-
tion of the e-toll system on Gautengs roads and its impact
on transport companies operating costs.
Business confidence levels hovered around the 100.4
mark at the end of 2011, and will continue to be a key indi-
cator of the health of the truck market in 2012, explains
Richards. External influences, like the Eurozone crisis, are
continuing to have a negative impact on local growth includ-
ing job creation, exports and subsequently truck sales.
Richards adds that the company is expecting some growth
in the second half of 2012, as the United States economy
is expected to regain some momentum and record some
steady growth.
The Road versus Rail conundrum continues, with Transnets
recent purchase of 143 new locomotives and the announce-
ment of a new R17 billion route through Swaziland, expected
to slowly start impacting the sales of EHCV as the new pro-
jects are implemented.
Fleet owners will be looking to reduce fuel consumption,
maintenance and service costs. On the transport side of
things, Richards is of the view that long haul vehicles will be
used to maximum capacity and that the construction industry
should improve considerably during 2012 after hitting quite
low levels early in 2011.
We believe that the EHCV segment will start to slow down
in the latter part of 2012. We expect the HCV market to
perform well in 2012 after a sluggish run in 2011. Now that
the market has replaced their EHCV long haul vehicles, we
should see an increase on the HCV side, especially for local
deliveries. The Bus market should pick up slightly, but not by
much, depending on how the government implement various
BRT systems countrywide during the course of the year,
explains Richards.
On a year-on-year basis, UD is forecasting the MCV
segment to grow by 11.13% to 9 812 units. Sales in the HCV
segment are expected to grow by 17.95 units to 5 525 units,
while a total of 12 932 units are expected in the EHCV seg-
ment a forecasted growth of 10.96%. The Bus segment is
expected to improve during 2012, by 10.45%, to 1 089 units.
UD Trucks remained the countrys top truck exporter in
2011, exporting a total of 244 units into Africa. The total
export market came to 861 units, a decline of 6.5% when
compared to 2010s results. If the Europe Zone debt
crisis remain stable, we foresee a very good year in the
African export countries after a rather sluggish 2011, says
Richards. Richards adds that the company is continuing
to expand its dealer network across the continent, and
believes that the quality of their dealerships
and the level of sustainable support they pro-
vide along the major routes in sub-Saharan
Africa, are the key driving forces behind their
successful sales performance over the last
number of years.
UD Trucks Southern Africa has dealers
in Angola, Botswana, Lesotho, Madagascar,
Malawi, Mauritius, Mozambique, Namibia,
Seychelles, Swaziland, Zambia, Zimbabwe,
and is currently investigating a number of
opportunities for expansion across the region.
UD Trucks performance on the local front
increased year-on-year sales by 27.67% to
3 234 units, retaining its third position in the
market with a 12.5% market share. The company is forecast-
ing around 4 000 sales in 2012. During the course of the year,
UD will be launching a new generation Quon EHCV range,
and is in the process of planning new introductions in 2013,
2014 and beyond.
Set for more growth in 2012
Extra heavy commercial vehicles sales have been very positive
g
co
p
ontinent, and
ps
2011 sales results showed that the market has a lot going for it Johan Richards, CEO, UD Trucks Southern Africa
COMMERCIAL VEHICLES
2012 PROSPECTS
-
Volvo Action Service0860 11 22 12
Used TrucksTel: 011 823 5755
Head Of ceTel: 011 842 5000
Beaufort WestTel: 023 415 3962
BloemfonteinTel: 051 435 5502
Cape TownTel: 021 986 8200
Gauteng (Jet Park)Tel: 011 842 5300
GeorgeAdstock TradersTel: 044 878 1333
KimberleyTel: 053 841 0527
MiddelburgTel: 013 246 1918/9
NelspruitTel: 013 752 6138
NewcastleTel: 083 322 0722
Pinetown (Durban)Tel: 031 792 4000
PolokwaneTel: 015 293 1216
Port ElizabethTel: 041 486 1885
Richards BayTel: 035 797 4235
Botswana (Gaborone)Auto Sueco(Botswana) (Pty) LtdTel: +267 392 3117
Namibia (Windhoek)Auto Sueco(Namibia) (Pty) LtdTel: +264 61 228 520
Transporting daily commodities and consumer goods
countrywide involves a race where availability, payload
capacity and costs per kilometre are winning factors.
The answer is well-speci ed trucks that can handle fast
and reliable transportation. The Volvo FH will answer that
call and provide you with solutions for both local and long
- haul applications. The Volvo driveline includes the D13
engine, I-shift gearbox and rear axles with various ratios
that deliver immense pulling power. This is a vehicle that
has excellent driveability with optional speci cations
such as single or hub reduction, a variety of power and
torque pro les, low chassis heights and a wide range
of cabs designed for driver comfort and productivity.
The FH is the champion on the long routes when it comes
to performance, comfort and fuel ef ciency.
COST EFFECTIVE TRUCK FOR UP-TIME DELIVERIES
www.volvotrucks.co.za
volvo TRUCKS. driving PROGRESS
-
23TWA | Feb Mar 2012
Aerodynamics is more important to the trans-
port companys economy than many people
think. This is because higher air resistance
requires more power to propel the truck, which
in turn leads to higher fuel consumption. Its as simple as
that. But with aerodynamic deflector panels from Volvo
Trucks, a lot of expensive fuel can be saved.
The prime concern with aerodynamic truck design is to get
the air to press uniformly against the entire cab. However,
on a vehicle with sharp corners, the air does not naturally
hug the surface panels of the vehicle. Instead, it lifts off the
surface and circulates and twists behind the corner in a
turbulent whirlwind, known in the industry as a slipstream.
Energy is used up when the vehicle starts sucking back
this air from behind, pulling it along in this type of slip-
stream, because it is taken from the vehicles own kinetic
energy. If this turbulence can be eliminated, less energy is
used to propel the vehicle forward, explains Hjelm, aero-
dynamics expert at Volvo Trucks.
When designing the truck, the aim is therefore to
increase the radius of the corners and to create more
rounded shapes, thus avoiding the slipstream effect.
There is a rule of thumb that says that the radius of the
corner should correspond to 10 percent of the width. If
we design the truck with these proportions, we will have
fulfilled priority number one. Or rather, we will have avoided
creating a poor aerodynamic design.
Early in the project, CAD drawings of the truck are cre-
ated, allowing the engineers to carry out wind-tunnel tests
in the computer to simulate the flow of air around the entire
vehicle. Here it is also possible to calculate how individual
components such as the rear-view mirrors affect air
resistance. The further the project progresses, the more
the engineers switch to tests in a real wind-tunnel, which
provides more precise results.
So particular attention is paid to the vehicles corners,
not just with regard to giving them a sufficiently generous
radius, but also in terms of any additional equipment with
which the truck is fitted. The air accelerates most around
the vehicles corners, and components added on in this
area promote the most air resistance.
Auxiliary lamps, advertising signs or Michelin men fit-
ted at these corners result in increased air resistance and
increased fuel consumption, says Hjelm and explains
that the best position for such additional components is
in the middle of the cab front where the air is almost at a
standstill before it is pressed out towards the sides. The
converse is also true there is other equipment that signifi-
cantly boosts the vehicles aerodynamic efficiency.
By far the most effective aid is the roof-mounted air
deflector, he adds.
It ensures that the flow of air does not strike face-on to
VOLVO TRUCKSDesigned to minimise resistance
that part of the trailer that protrudes above the tractor, and
it ensures more uniform transition for the flow of air from
the cab to the trailer roof. The roof-mounted deflector is
adjustable so it can be tailored to suit different types of
trailer and it is adjusted to suit the height of the trailer and
the gap between the tractor and trailer. In order to further
enhance the benefits of the roof deflector, there is even an
intermediate panel that fills the gap created when its angle
is raked more steeply.
We test the roof-mounted deflector for dif-
ferent trailer heights and gaps and include
adjustment instructions in the drivers man-
ual so the haulage operator can see how it
should be set up, explains Hjelm.
The side-mounted air deflector is posi-
tioned at the rear sides of the cab and
operates in the same way as the roof-
mounted panel. Air deflectors do most
good on high-bodied rigs that operate at
high average speeds (see the diagram).
Another important detail that can save
considerable fuel is chassis side-skirts
fitted between the front and rear wheels.
They are available for both tractors and rigids with a fixed
box body and they have a beneficial effect on both, but they
do most good on trucks with a fixed box body since these
vehicles have a longer wheelbase. The air deflector must be
selected so it suits the vehicle. This applies both to semitrail-
ers and rigids. Volvos air deflector panels have been devel-
oped through comprehensive tests in wind-tunnels and on
the road to achieve the greatest possible fuel savings.
Making ones way through the air is thus all about getting
to the destination with the least possible air resistance.
The more aerodynamically efficient the vehicle is as it
slices through the air, the less energy and fuel it uses.
Air resistance, a fuel thiefby Tomas Hansson, Volvo Trucks
Aerodynamics An air defl ector system always
brings benefi ts. Not least as
speed increases.
Maximum aerodynamic effect is achieved if the roof-mounted air
defl ector is supplemented with
side panels, chassis side-skirts
and aerodynamic wheel covers.
Most of the roof-mounted defl ectors are adjustable. Be
careful when setting them up as
regards the distance to the body
or semitrailer. If it is a mere 10
cm too low, it can actually raise
fuel consumption by one litre per
100 kilometres.
p y
AA
FUEL EFFICIENCY
COMMERCIAL VEHICLES
-
MARKET INSIGHT
Economic perspectivesAll things being equal, 2012 looks set to be a better year All things being equal, 2012 looks set to be a better year for countries along the North South Corridor.for countries along the North South Corridor.
Democratic Republic of CongoTHE ECONOMY began to recover in 2010, with estimations showing real gross domestic
product (GDP) growth increasing to 6.1% from
2.8% in 2009 and largely
driven by mining, which
was buoyed by higher world prices. This
in turn stimulated the services sector and
infrastructure rehabilitation. Contributors to
overall growth were mining (11.8%), construc-
tion (10.1%) and wholesale and retail trade
(6.3%). The economy is expected to grow at
around 6.5% over the next two years.
The budget defi cit, which worsened in 2009
as a result of the world economic crisis,
ZAMBIA
DEMOCRATIC REPUBLIC OF CONGO
SOUTH AFRICA
ZIMBABWE
improved in 2010 thanks to higher govern-
ment revenue, but worsened again in 2011.
Partnerships with emerging countries in-
clude ties with China, India, Korea and Brazil,
which are very involved in mining, construc-
tion, information and communication
technology (ICT), agriculture, technology
transfer and social development, with India
supplying credit lines, and China grants and
soft loans. Chinese enterprises dominate
public-works projects and have increased
their activity in mining.
The countrys vast road network is still
in very poor condition despite efforts to
improve it, and electricity supply remains
far below the countrys needs, but an aid
agreement with China and resumption of ties
with foreign donors have re-
energised these sub-sectors.
South AfricaREAL GDP grew year-on-year by 2.8% in 2010, recovering
from the low base of a 1.7%
contraction in 2009. GDP
growth was primarily driven by
steady recovery in consumer
Category DRC South Africa Zambia ZimbabweSize ( km2) 2 345 410 1 219 090 752 618 390 757
Population 66 020 000 50 110 000 13 257 000 12 644 000
GDP (PPP) (2011 est.) ($ billion) 21.3 554.6 21.9 5.9
GDP Per Capita (PPP) (2011 Est.) ($) 300 11 000 1 600 500
Growth Rate (%)
2010 6.1 2.8 6.6 8.2
2011 6.7 3.1 6.5 7.8
2012 6.4 3.6 6.7 5.4
Airports Paved 26 147 8 19
Unpaved 172 431 86 197
Pipelines -
Condensate (km) 0 11 0 0
Gas (km) 37 37 0 0
Oil (km) 39 980 771 0
Refi ned (km) 756 1 382 0 270
Railways (narrow gauge)(km) 3 882 20 192 2 157 3 427
Roads Paved (km) 2 794 73 506 20 117 18 481
Unpaved (km) 150 703 288 593 71 323 71 323
Merchant MarineContainer 0 1 0 0
Petroleum Tanker 1 3 0 0
Ports and terminals Banana, Boma, Matadi
Richards Bay, Durban, East London, Coega, Port
Elizabeth, Cape Town, Saldanha Bay
NoneNearest port: Dar es
Salaam, Beira, Maputo, Walvis Bay, Luanda
NoneNearest port: Beira,
Maputo, Richards Bay, Durban
spending. Real GDP growth reached 3.1% in
2011, still held back by sluggish domestic
investment and tighter fi scal spending. In
2012, real GDP growth is expected to in-
crease to 3.6%. The main risk to the outlook
for 2011 and 2012 is the outlook for the
global economy.
The mining sectors real value-added re-
covered in 2010, registering a 4.2% increase.
However, output recovery was uneven across
sectors owing to diminishing gold reserves,
infrastructure constraints and an uneven
recovery in global demand. Furthermore,
strikes by the National Union of Metalwork-
ers and mine workers in September 2010
affected production in coal and platinum
mines. Overall, high commodity prices
drove growth in mining
revenues in 2010, in
spite of revenues being
negatively affected by an
appreciation of the Rand.
The mining and
quarrying sec-
tor expanded
by 17% during
the fourth
INTRAREGIONAL TRADE
GETTING TOUGH SAs Jacob Zuma
RE-ELECTED The DRCs, Joseph Kabila
TABLE 1 Key country data
24 TWA | Feb Mar 2012
-
MARKET INSIGHT
quarter of 2010 contributing signifi cantly to
the improvement in GDP growth.
Real value added grew by 5.1% in the
manufacturing sector in 2010, recovering
from a 10.4% contraction in 2009. This was
due to recovering industry confi dence and
strong demand for iron and steel, non-ferrous
metals, machinery, and electrical equipment
much of it driven by the FIFA World Cup.
However, the recovery was not as strong as
expected due in part to liquidations and to
the prolonged industrial action in the auto-
motive industry. Export-oriented manufactur-
ing was negatively affected by the Rands
appreciation against major currencies. The
2011 outlook for growth in manufacturing
output remains modest because of structural
constraints.
The agricultural sector rebounded and in-
creased by 0.9% in real value added in 2010
primarily as a result of a bumper harvest
in maize. The maize harvest, the biggest in
nearly three decades, was due to unexpect-
edly good rains, an increase in maize plant-
ings, and greater use of genetically modifi ed
seed. This reduced food price infl ation to
1.2% in 2010.
ZambiaTHE 6.6% growth in Zambias GDP
in 2010 went up
from 6.4% in 2009.
Agriculture, tourism,
construction, manu-
facturing and mining
are driving growth
which is expected to
expand by 6.5% and 6.7% in 2011 and 2012
respectively.
Overall, primary industries performed well
in 2010 with agriculture growing by 7.6%.
In 2011 and 2012 agriculture growth is
projected at 3.2% and 4.6%, respectively. The
largest contribution to 2010 growth came
from maize production. The harvest reached
2.8 million tonnes compared to 1.9 million in
the previous season. Zambia is Africas big-
gest copper producer and the mining sectors
big recovery was due to improved global
copper prices. The sector is estimated to
have grown by 7.4% in 2010.
Manufacturing, which historically has
contributed about 10% of GDP, grew by
2.5% in 2010. The government has made
substantial progress in infrastructure con-
struction and has invested in manufactur-
ing through the establishment of Multi Fa-
cility Economic Zones. Tourism, which was
hard hit by the fi nancial crisis, is expected
to rebound strongly with estimated growth
of 25% in 2010. Construction was expected
to expand by 10% in 2010 and maintain a
double-digit growth in the next few years.
Zambia has turned around its image from
a country performing considerably below its
potential, to a country with good economic
management and several years of strong
economic growth. Strong macro-economic
performance, coupled with fast pace growth
in mining, construction, telecommunications
and tourism, helped spur GDP growth of
5.6% on average
in 2001-2010,
which peaked at
7.6% in 2010. A
number of policy
reforms such
as acceleration
of the budget
preparation pro-
cess, increase of electricity tariffs and privati-
sation of remnant parastatals have been put
in place to enhance economic growth.
ZimbabweTHE ZIMBABWE economy is rebounding after a decade of economic decline during
which time real GDP fell by more than a third
and per capita income fell by 40%, combined
with prolonged or chronic infl ation and
hyperinfl ation.
Topic RankingsDRC South Africa Zambia Zimbabwe
201