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AFRICAAFRICA
Technology, bringing down cash heist robberies P6ISSN 1684-7946 Nov/Dec 2011 Vol. 9 No. 4 / R30.00 incl. VAT www.3smedia.co.za
MEDIA
Truck hijackingIt’s big business
Trans-CuneneGearing up for trade
Port efficiencyA strategic imperative
Vehicle tracking taken to a new level
FESARTAIntraregional trade: The key to Africa’s prosperity 3
Industry perspectivesTruck hijacking is big business 6RFA speaks out on E-Tolls 8
Regional focusThe Trans-Cunene Transport Corridor 10
Transport featureTransporting money 14
Africa RailTransnet Freight Rail’s National Command Centre 19
Materials handlingImproving port performance 21Beyond limitations 23Durban container terminal reaches new milestone 24
Supply chain logisticsSupply chain management in the FMCG industry 28
Fuel science Factors affecting truck fuel economy 30
Johannesburg International Motor ShowTechnology advances in the global truck market 32
Cover storyDIGIT Vehicle tracking for fleet management 4
ESARTA
I N S I D EI N S I D ETWA November/December 11 Vol 9 No5
2424 1111
0606 19191414
Cover story
Product newsGone green with speed 35Tough molecules protect engine 36 RegularsEditorial comment 2SADC projects 26The Tail End 40
4
TWA 11 & 12 | 2011 – 1
2 – TWA 11 & 12 | 2011
Publisher Elizabeth Shorten
Editor Tony Stone • tony@3smedia.co.za
Creative chief executive Frédérick Danton
Contributors Barney Curtis, RFA, John Batwell.
Goodyear, Madhu Bala, Dr Shakti Prakash,
Dr Dinesh Kumar
Chief sub-editor Cindy Maulgue
Sub-editor Danielle Hugo
Production manager Antois-Leigh Botma
Production coordinator Jacqueline Modise
Financial manager Andrew Lobban
Administrator Tonya Hebenton
Subscription sales Nomsa Masina
Distribution coordinator Asha Pursotham
Printers United Litho JHB • t +27 (0)11 402 0571
Advertising sales Hanlie Fintelman
h.fintelman@lantic.net • 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.
The phenomenal growth of Asia over
the last few years can be attributed
to a number of factors, one of which
is intraregional trade. If we are to learn any-
thing from the Asians, we should follow suit.
Fortunately, SADC has recognised this as an
opportunity and are turning the idea into reality.
But, we have a few hurdles to overcome, those
being tariff and non-tariff barriers.
The Road Freight Association, amongst other
industry associations, has taken a very strong
stand against Gauteng’s E-Tolls and has rec-
ommended that its members not register for
E-Tolling. It has also come out that government
was aware of the private sector’s opposition to
the Gauteng toll roads project right from the
start, but chose to ignore this. Now, with all the
money spent, we sit with a real problem. Quite
a debacle! Two things come to mind – the old
adage ‘look before you leap’, and the universal
law of cause and effect.
Truck hijacking is a billion rand plus a year
business. Even in winning the numbers game,
it remains a huge problem. Now that it’s get-
ting tougher on the cash-in-transit robbery side
due to advances in technology, criminals are
going for soft targets. Do we need more effec-
tive policing instead of men and women sitting
behind bushes with speed cameras? And, while
we are on the subject of trucks, looking at the
2010/11 versus 2009/10 truck accident statis-
tics, we can see that something is very definitely
wrong. Are the stats incorrect or are drivers
becoming increasingly reckless, thinking that
they are driving mini bus taxis?
The Johannesburg International Motor Show
was a huge success. Sven-Erik Bergendahl and
truck designer, Jan Richter, enthralled visitors
with their Scania R999 ‘Red Pearl’. This truck
features a monstrous twin-turbocharged 16-litre
V8 engine that pushes out 1 000 hp and 4 500
Nm. The engine is powerful enough to propel
this 4.5 tonne truck to 100km/h in five seconds
through a specially-modified Allison automatic
transmission. Now that’s something! Imagine
taking on the bikers at a breakfast run!?
One thing is for sure, and despite the criti-
cisms levelled at it, Transnet is methodically
building a better, world-class organisation.
With their latest achievement, a state-of-the-art
In this cooking pot
With the road safety summit coming up we will have much to talk about – as per usual
National Control Centre, they are one step
closer to achieving their goal.
In running around southern Africa in the last
few months, I have become increasingly aware
of the strategies and plans of our neighbours.
Tired of South Africa being the ‘gateway’ to
Africa, they are determined to upgrade and
open up their port facilities to take a slice of
the pie. South Africa would do well to take cog-
nisance of this and look at ways of improving
port efficiencies, which are nowhere close to
first-world standards. Using materials handling
technology, this can be achieved.
Namibia, with its four transport corridors, is
eager to compete with South Africa. We take a
look at their Trans-Cunene Transport Corridor
that will open up northern Namibia and south-
ern Angola.
As to road safety, pedestrian deaths are far
too high. From my own driving experiences,
pedestrians seem not to have been schooled in
road safety and this is a huge problem.
Last but not least, and as is becoming tradi-
tion, I have my say about something on the last
page. This time round, I take a swipe at China.
Are we sleeping with the enemy?
Wishing you a safe and restful festive season.
Editor
FROM THE DRIVER’S SEAT
ENDORSED BY
The key to Africa’s prosperityJust as an engine needs oil, Africa’s economies need international trade, especially intraregional trade. The promise of a brighter future is there, but there are a few problems standing in the way. By Barney Curtis
In 2010 the World Bank reported that
Africa’s intraregional trade was standing
at only 10%, which is the lowest among
the trade groupings instituted by govern-
ments since 2000. While we have seen some
improvement in 2011, many obstacles still
stand in the way.
Looking at the stars in world economics there
are five attributes that distinguish these coun-
tries from the less fortunate. These are:
• education
• infrastructure development and maintenance
• technology adoption and deployment
• the implementation of robust, efficient pro-
cesses
• common standards.
Economic growth and development, in which
the road transport companies of east and
southern Africa play an integral part, is being
hampered by the inability of governments to
embrace and realise these attributes effec-
tively. As a result, the road transport companies,
which carry the bulk of goods being imported
and exported in and out of Africa, face prob-
lems and challenges directly owing to inad-
equate infrastructure, process
inefficiencies and incongruent
laws and standards across the
sub-continent. This reduces
productivity, increases costs
and, overall, makes Africa
less competitive. Unless we
change this we will always
play second fiddle.
The Federation of East
and Southern African Road
Transport Associations
(FESARTA), working in col-
laboration with world, continental and regional
organisations, wishes to take an active role
and effect positive change. To this end, a quick
survey of road transporters revealed a plethora
FESARTA NEWS AND VIEWS
• Self-regulation/accreditation: e.g. Tanzania
really does need this.
• Corruption and smuggling: e.g. Zimbabwe
is particularly fraught with these problems.
• Fitness of vehicles: e.g. many vehicles
are not roadworthy but have roadworthy
certificates.
• Hijacking: e.g. South Africa and Tanzania
have a serious problem.
• Insurance of vehicles and/or loads: e.g. third
party insurance is not harmonised across
east and southern Africa.
• Road user charges: e.g. in some countries
fees are far too high. More and more cash is
being carried by drivers.
• Load limits/weighbridges: e.g. load limits
are not harmonised across the region and
weighbridges are not always calibrated cor-
rectly.
• Abnormal loads: e.g. there are too many
difficulties with procedures when moving
abnormal loads.
• Dangerous goods: e.g. Zimbabwe has a
huge problem with its curfews and corrup-
tion.
• Left-hand drive trucks: e.g. Mozambique
is intending to ban left-hand drive vehicles.
• Charges and taxes: e.g. Zambia has intro-
duced a K360 000 border entry charge and
South Africa’s CBRTA permits increased by
over 200%.
• General: e.g. recommendations by region-
al economic communities (RECs) are not
implemented at national level.
To give truckers a voice, FESARTA will be hold-
ing a regional workshop, not a talk shop, with
world, continental and
regional organisations,
road transport associa-
tions and national govern-
ments attending, to identi-
fy and address these and
other issues.
As such, it is expected
that road transporters
from at least 14 differ-
ent countries will attend
the workshop, which will
be held at the Sandton
Convention Centre in Johannesburg, South
Africa, from 24 to 26 March 2012.
If ever there was a time to speak, and be
heard, it will be at this workshop.
REGIONAL PERSPECTIVES
TWA 11 & 12 | 2011 – 3
Barney Curtis, executive officer, FESARTA
The time has come to give truckers a voice in intraregional trade
of issues causing serious problems to the free
flow of regional road transport, some of which
are listed below:
• Infrastructure: roads/bridges/city bypasses:
e.g. the design and construct of the Tete
Bridge restricts the supply route’s maximum
loads to Malawi to 48 t.
• Border post infrastructure: e.g. poor infra-
structure at a few of Zimbabwe’s border
posts leads to inefficiencies and corruption.
• Border posts procedures/documenta-
tion: e.g. inadequate vehicle control at Beit
Bridge results in security problems.
• Customs/transit guarantee and bond: e.g.
Tanzania needs a single transit bond.
• Driver wellness: e.g. Uganda needs facili-
ties for driver wellness along its transport
corridors.
• Drivers’ immigration/visas: e.g. Malawi‘s
immigration rules for drivers are too stringent.
• Driver’s licence/PRDP: e.g. drivers’ licenc-
es not recognised in all countries.
• Road safety: e.g. in the DRC, many drivers
are inadequately trained and are therefore a
danger to other road users.
• Bilateral road transport agreements/mar-
ket access: e.g. Mozambique’s transport
permits to different countries are not har-
monised.
4 – TWA 11 & 12 | 2011
Transport World Africa offers advertisers an ideal platform to ensure maximum exposure of their brand. Companies are afforded the opportunity of publishing a two-page cover story and a cover picture to promote their
COVER STORY
TWA 11 & 12 | 2011 – 5
products and services to an appropriate audience. Please call Hanlie Fintelman on +27 (0)12 543 2564 to secure your booking. The article does not necessarily represent the views of the publisher.
COVER STORY
6 – TWA 11 & 12 | 2011
INDUSTRY PERSPECTIVES
The good news, taking the 2010/11
crime statistics of 999 hijacked trucks
for the year, is that we are down by 30%
on the previous year’s total. The bad news,
however, is that it is still too high. Gauteng
(60.0%), Mpumlanga (16.3%) and KwaZulu
Natal (9.4%) are the hot spots.
In fact, every day of the year in South Africa
three trucks are hijacked. It’s not so much
the truck that the criminals are interested in,
but rather the cargo which, in some reported
cases, has been worth as much as R2 million.
In that particular case, the truck was found
abandoned but the cargo was lost.
To mitigate one’s risk by taking out insur-
ance is all well and good, but if truck hijacking
Truck hijacking is BIG business
Organised crime syndicates target their victims very carefully, plan well and execute their plans with precision. Truckers are often the victims. But, are we winning the fight against organised crime? By Tony Stone
continues unabated, the insurance industry
will reconsider the sustainability of affordable
comprehensive motor insurance. This warning
came from Dawie Buys of the South African
Insurance Association (SAIA), a speaker at the
recently-held Vehicle Tracking and Recovery
Conference. What is important to note here is
that Buys is referring to the insurance of the
vehicle only and not its cargo, which is insured
separately and to which the same considera-
tion will be given.
Fighting the crime of truck hijacking has
and must be a key priority area for the South
African Police Service,
as it is for SAIA. Motor
insurance constitutes
40% of the short-term
insurance business.
The high cost of claims is negatively impacting
the profitability of the motor insurance industry.
Organised crimeThe people who hijack trucks are usually
members of crime syndicates or serve as sup-
pliers to highly-organised crime syndicates.
Most truck hijackings occur for the cargo,
to sell it locally or export some or all of it to
It’s not so much the truck that the criminals are interested in, but rather the cargo
TWA 11 & 12 | 2011 – 7
INDUSTRY PERSPECTIVES
Graph 1 (top)Truck hijacking in South Africa. We are seeing a directional change in the trend. But, will it continue?
another country. Where the truck is not recovered, that is
because it has been exported to another country (15%),
cloned and re-entered into the legal market (75%) or dis-
mantled for spare parts in chop shops (10%).
To succeed, truck hijacking, in the vast majority of cases,
requires the involvement of organised crime and it can
only succeed with higher-level planning, the corruption of
certain South African Police Services personnel, individuals
within the Department of Home affairs, staff members of
the South African Revenue Service (SARS) and licensing
officials. It also involves money laundering.
Vehicle trackingInsurers insisting on anti-theft devices being fitted to motor
vehicles does not solve the hijacking problem, which led
insurers to insisting that tracking devices be fitted. However,
research carried out by one insurer into the operational state
of vehicle tracking devices shows that, of the first tracking
company, 54% of the units were active and 46% were inactive.
And, of the second tracking company, 57% were active and
43% inactive. If the vehicle owner does not ensure that his
or her vehicle tracking device is active, it does not help the
fight against hijacking and will ultimately lead to an increase
in insurance premiums – the minority making it bad for the
majority.
Recovery ratesWhere vehicles are fitted with tracking devices, tracking com-
panies recover between 80% and 85% of these vehicles when
stolen. Where no tracking device has been fitted, insurers
recover anything between 20% and 40%. The 24-hour window
period after a vehicle is stolen is crucial. As much as 57% are
recovered in this time frame.
Within the first week, 73% are recovered, and within three
months, 90% are recovered. Of all the vehicles stolen,
97% are ultimately recovered, but more than a year
later. The 3% that are not recovered, ever, is by no
means a small number given the theft statistics. After
recovery, the value of the vehicle is anything between
40% and 50% of market value.
As to trucks, this is a small number – 30 trucks in
all with an estimated replacement value of R15 million.
This does not take into account lost productivity and the
associated costs of replacement. Unfortunately, in vehicle
theft reporting, cargo loss is not recorded. Given that we
know the majority of cargos stolen are not recovered, it
is important to record that lack of this specific category
of statistical reporting is detrimental to the fight against
truck hijacking.
Another moot point is that tracking devices in the truck
simply don’t work if the trailer is towed away
If we were to assume, in saying ‘the majority’, that this
number be 65%, it can be conservatively estimated that
in 2010/11 at least 649 cargos were lost – at an estimated
total value of R2.85 billion. Even if it were half this figure, that
is a lot of money. And, without question, with over 10 million
vehicles on South Africa’s roads, and only 35% of them being
insured, the problem is far bigger than we perceive.
Where are we now?Technology today has advanced to such an extent that one
can watch via video link, in real time, the driver, the cab and
the road ahead. One can also see exactly where the truck is
on a map and see how fast they are travelling. If the vehicle
leaves a predetermined route, notification will be given.
And, with a modified cell phone, one can also determine the
driver’s proximity to the vehicle. Should the driver move too
far away from the vehicle, be it on the road of any southern
African country, one can see this in the control room. A quick
call to the driver will determine why.
Amazing stuff, for those who can afford it! Nonetheless, it is
probably this technology that has resulted in there being
a decrease in truck hijackings.
Finding a solutionSo, what do we do? In conjunction with insurers
and tracking companies, we continue to devel-
oping new and better technology. We move to
the next level and, via telematrix monitoring,
monitor driver and truck behaviour. We use
new insurance product innovations such as
‘Pay as you Drive’, ‘Pay as you Go’ and
‘Motorvation’ to reduce insurance premi-
ums, and thereby cut costs. We com-
bat fraud, together with Business Against
Crime South Africa (BACSA) and the South
African Insurance Crime Bureau (SAICB), with
the assistance of tracking companies and the
South African Police Service. We take our fight
to the Department of Home affairs, SARS and
licensing officials, and unmask the syndicate insid-
ers. We leave no stone unturned. Because, if we
do not and we allow criminals to prevail, anarchy
will reign!
Transport World Africa is in favour of reclassifying
certain crimes as economic sabotage, punishable
by stiff jail terms.
We need to unmask syndicate insiders. We need to leave no stone unturned. We need to prevail!
RFA speaks out on E-TollsAs with COSATU, the RFA has careflly considered the E-Tolls implementation plan and found it to be problematic.
The most recent announcements by the
South African National Roads Agency
Limited (SANRAL) have been that the
Gauteng E-Tolls will be implemented from
February 2012, following a period where the
system needs to ‘go-live’. For the system to be
tested by the ‘go-live’ period, SANRAL requires
that all future users purchase an E-Tag and reg-
ister in the system.
SANRAL will commence with the registration
and issuing of E-Tags from 01 November 2011
(or soon thereafter) to ensure that a reason-
able number of vehicles are registered for the
‘go-live’ test phase. However, the Road Freight
Association (RFA) has received no response
from SANRAL in terms of its recent request for
further discounts on the proposed toll tariffs or
enquiries into the creation of new categories to
accommodate medium sized freight vehicles
in line with the tolling structure implemented by
other toll-concessionaires across the country.
The RFA has also had no further response from
SANRAL in terms of the following unresolved
queries/issues relating to accountability for key
account holders (and individual E-Tag owners):
• Dispute process: there is no process associ-
ated with transactions that appear on your
account which you may wish to challenge/
query.
• Toll enforcement: no finalisation has been
reached in terms of how defaulters will be dealt
with as Administrative Adjudication of Road
Traffic Offences (AARTO) cannot deal with
these in their current form.
• Violation processing: SANRAL intends to pros-
ecute once a number of tolls are outstanding,
but this is contrary to common law (prosecu-
tion must happen when an offence is com-
mitted).
• Standard contract: this contains clauses that
allow SANTRAL to blacklist account holders
and make account holders responsible for
tolls, irrespective of the risk of fraud.
• Cloned/false number plates: no system has
been created to ensure that victims of cloned
number plating are not unduly prejudiced.
• Access to personal account: SANRAL has not
submitted guarantees that registered accounts
will not be accessed for fraudulent activities.
• Payment deadline: SANRAL requires full set-
tlement of tolls within 07 (seven) days of the
transaction (business practice is 30 (thirty)
days).
In addition to the above, the following two items
are cause for great concern:
• Individuals/companies that propose to utilise
a bank to process toll fees (as is currently
the case in other toll-road situations) will only
receive their statements 30 (thirty) days after
payment and will then need to query transac-
tions with their banks (where necessary). The
banks will then need to query with SANRAL
and there is no proposed process for this part
of the transaction (but banks will settle with
SANRAL every night at 24:00, so you will, in
effect, have paid and still be liable).
• Should you decide not to register for an E-Tag
(there is no ‘manual’ process), SANRAL will not
send you an account in the mail and will just
hand over the offending registration details to
a violation processing centre, which will then
take action to enforce payment. This is unac-
ceptable as users must be given the choice of
how they will pay and not be confined to a sin-
gle process that is beneficial to SANRAL only.
Register or don’t register?Numerous queries have been received from
members as to whether they should register and
purchase E-Tags when these are released.
Whilst the RFA cannot advise members to fol-
low a route that would prejudice them, it is con-
cerning that the roll-out of the tolling system is
taking place irrespective of the concerns raised
by the RFA and many other fleet operating asso-
ciations. A number of associations and bodies
are now actively advocating not to register for
E-Tags until such time as SANRAL has resolved
the operational challenges still facing the system.
E-Tags can always be purchased at a later date,
once issues of concern have been addressed.
Finally, the Gauteng Freeway Improvement
Project (GFIP) issue (to toll or not to toll) has
not been finalised. The ministerial task team has
yet to finalise its own investigation, whilst the
Gauteng Provincial Government has scheduled
a session with its citizens (and petition signato-
ries) for 11 November.
The RFA maintains that the best method of
recovering the development and maintenance
costs for the GFIP is a fuel levy of around 35
cents per litre (countrywide). The costs associ-
ated with administering and implementing the
collection of tolls through the gantry system
remains an exorbitant and fruitless expenditure
that the country should reject outright. Spending
between R6 and R14 billion (the latest figure
quoted by the Democratic Alliance) to collect
R21 billion just does not make financial sense.
The RFA will keep members updated on the
progress of the ministerial task team, as well as
any other developments linked to the roll-out of
the GFIP E-Toll.
Sharmini Naidoo, CEO of the Road Freight Association, with Jeremy Cronin, deputy minister of Transport
Civil society at large are against E-Tag registration
INDUSTRY ASSOCIATIONS
TWA 11 & 12 | 2011 – 8
Opening up southern AngolaTHE TRANS‐CUNENE CORRIDOR
10 – TWA 11 & 12 | 2011
REGIONAL FOCUS
T he Republic of Namibia and the Republic of Angola
formally agreed to create the Trans-Cunene corridor
in May 1997 as a means of opening up northern
Namibia and southern Angola to economic development
opportunities – much needed after the protracted 27-year civil
war between the principal protagonists, the Popular Movement
for the Liberation of Angola (MPLA), the National Front for the
Liberation of Angola (FNLA) and the National Union for the
Total Independence of Angola (UNITA).
The corridor, comprising road, rail and air links, runs between
the Port of Walvis Bay in Namibia and Lubango, near the small
Port of Namibe, in south-western Angola. By road, it is a dis-
tance of 1 551 km, with a (sensible) transit time of four days.
In all likelihood, the Trans-Cunene Corridor will link up with the
east-west Benguela Corridor at Lobito and/or Huambo in west-
central Angola.
The road to Santa ClaraFrom Walvis Bay, the road, a little narrow for two big trucks
passing each other, but they do, travels north-east through
the desert to Usakos, an old watering station, and then on to
Karibib, which is well known for its aragonite and marble. This
Rebuilding a region ravaged by decades of conflict takes time. As the wounds heal, new infrastructure opens up endless opportunities. This is a success story in the making. By Tony Stone
initial 210 km section of the road is in
good to fair condition.
Just outside Karibib, on the Windhoek
road, a right turn south takes you onto
a sweeping left-curving onramp north
to Omaruru, a town famous for its dino-
saur footprints. From here it’s on to
Otjiwarongo, where fat cattle graze, and
on to Otavi, a famous old mining town,
after which comes Tsumeb, the ‘gate-
way’ to the north. All along this 384 km section, work teams
keep the road well maintained. And, while travelling this road,
keep an eye out for the frequently-sighted bush pig (some of
them get quite big), and the occasional antelope, crossing
the road.
From Tsumeb, the road travels north-west to Ondangwa,
the residence of Ovambo kings and on to Oshakati, a once
military base that has now been now civilised. This 250 km
stretch of road is in good condition. From here the road
continues 56 km north-east to Oshikango, Namibia’s border
town with Angola. Oshikango is Ovamboland’s reputed she-
been capital and it would seem Santa Clara, a stone’s throw
away across the border in Angola, has been duly influenced.
The Oshikango/Santa Clara Border PostThere are a number of things one needs when travelling to
another country, the two most important of which, before you
even leave, are money and fuel. The Angolan currency is the
Kwanza, of which Kz100 will buy R8.42.
Unleaded petrol and diesel are readily
available throughout the country. All fuel
stations are well equipped and each
town always has petrol and diesel (or
at least diesel) available. Some of the
new petrol stations also have lead-free
petrol.
With these basics dispensed with,
we now look at what documentation is
needed. Except for Namibian citizens, a visa is required. This
will set you back R1 800, with a 30-day waiting period, or R5
000 for a two-day waiting period. You will need an interna-
tional driver’s licence or a SADC driver’s licence. Certificates
proving your inoculation against yellow
fever and vaccination against cholera
are compulsory. Certification of typhoid,
hepatitis A, tetanus and polio vaccina-
tions are recommended, as is taking
bottled water. Malaria is a medium to
high risk. And, as with travelling to for-
eign destinations, having medical insur-
ance cover is strongly recommended.
As to your vehicle and insurance, com-
prehensive vehicle insurance is compul-
sory, as is third-party insurance, which
you can buy for R230 in Oshikango. The
original vehicle registration documents,
REGIONAL FOCUS
THE MISSING LINK The railway line from Santa Clara to Lubango, a crucial component of the Trans-Cunene Corridor, is currently on the drawing board
TWA 11 & 12 | 2011 – 11
as well as certified copies (the registration document from
which you cut the disc too) need to be on hand for inspection
at the border. If you owe money to a bank for the purchase of
the vehicle, you will need a bank letter, with dates, permitting
you to take the vehicle across the border. The bank letter and
licence documents have to be certified by a commissioner of
oaths (find out beforehand where your vehicle’s engine num-
ber is displayed).
You need a letter of invitation from the person or company
you are visiting or delivering goods to. Your name and pass-
port number must appear on the letter. Get a police clearance
certificate from the South African or Nambian police, whichever
is necessary. As a trucker, you will need your manifest, com-
mercial invoice, F178 for goods over R50 000, SAD 500 (Bill of
Entry), SADC 500 (Certificate) and packing list.
It is important that you make seven to ten certified copies of
all documents.
As a road user you will need a road permit, which will costs
about Kz3 850. Make sure you
have a ZA sticker on your vehicle
and emergency equipment, includ-
ing an emergency triangle and
reflective jacket.
As to what you may take into Angola, general items for
personal use, gifts or souvenirs up to the value of R3 500,
including 400 cigarettes or 500 g of cigars or other tobacco
products, two litres of wine and one litre of spirits, 250 ml of
eau de toilette or 50 ml or perfume
and aftershave, or similar prod-
ucts, are permissible.
Have all electronic equipment
such as cameras, video record-
ers and computers certified by
the police or customs. There are
restrictions on firearms and ammu-
nition, pornographic materials,
plants from infected areas, gam-
ing machines, pure alcohol (such
as methylated spirits), animals
without corresponding certificates,
dangerous medicines or foodstuffs
and fiscal or postal stamps or
valuables. Don’t bring any meat back. It
will be confiscated in Namibia.
The Namibian border authorities are
very strict. Remember that the border
times are 08:00 to 18:00. And, very
importantly, remember that Angola is an
hour behind South Africa.
The road to LubangoCrossing a border always seems to
bring on a new atmosphere. Perhaps
it’s just the fact that you are in a different
country. From Santa Clara the road con-
tinues 40 km in a north-westerly direc-
tion to Ondjiva (formally Villa Pereira de
Eca). Its only claim to fame is being
the the administrative capital of Cunene
Province. After continuing in a north-
westerly direction for a while, the road turns to take an almost
westerly route to Xangongo (previously Villa Rocados), a town
99 km further up the road, which, up until this point, is in a good
condition. Xangongo was a focal point in the civil war and the
site of a number of battles between Cuban and South African
forces. Old rusted Russian T26 tanks destroyed by the South
Africans litter the bush. Once you cross the mighty Cunene
River, travelling in a north-westerly direction again and now on
your way to Lubango (previously Sá da Bandeira), the road
becomes truly African. For 292 km you travel along a dirt road,
which in rainy season becomes a challenge for any driver,
especially trucks.
RailwaysThe Trans-Cunene Corridor’s road infrastructure is com-
plimented by the northern railway line, which comprises a
long established section, a recently completed section and
a soon-to-be-completed section. The railway line doesn’t
deviate from the road route except to
bypass Karibib.
From Walvis Bay, the now long-estab-
lished section of the railway line travels
north-east to Tsumeb. From here, the
recently completed railway line travels north-west to Ondangwa
and the soon-to-be-completed section, from Ondangwa to
Oshikango, will end with the last stretch, a short piece, to
reduce congestion at the Oshikango border post, one kilome-
tre into Angola at a railway station
yard close to Santa Clara. There
it stops. The Angolan authorities
intend building a railway line from
Lubango to Santa Clara at some
point in the future.
TransNamib is the national trans-
port logistic provider in Namibia.
This parastatal specialises in break
bulk and containerised freight
transport and is able to provide a
dependable, cost-effective cargo
delivery service, through a combi-
nation of rail and road transport, to
the greater SADC region.
REGIONAL FOCUS
It is important that you make seven to ten certified copies of all documents
Unlike other countries, Namibia's roads are regularly maintained
TransNamib Railways
12 – TWA 11 & 12 | 2011
NAMGOLAlogistics
NAMGOLA was born out of our freight expertise in Angola, Namibia, Mozambique and Malawi, as well as our desire to create a successful freight company that understands logistics services in Africa.
We are based in Johannesburg but operate all over Africa. We have agents at all major border posts as well as the main ports and cities. We also have a sister company operating out of Windhoek that plays a large role to streamline our movements into Namibia and especially Angola.
We combine technology, information, our people and other resources to create an integrated system that offers our customers the best possible solution to their unique requirements. We believe in doing everything right the rst time.
P.O. Box 10730, Fonteinriet, Boksburg, 1464t +27 (0) 11 395 3472 | f +27 (0) 86 661 8414e info@namgola.co.za | www.namgola.co.za
3 The Right Product
3 To the Right Customer
3 At the Right Time
3 In the Right Place
3 In the Right Condition
3 In the Right Quantity
3 At the Right Cost
In this quest to provide quality service and satisfy our customers, we guide ourselves by the “seven R’s” de ning logistics:
REGIONAL FOCUS
AirlinesIf you do not wish to travel by rail or road,
you can fly - yourself or use Air Namibia,
SonAir, SAA Express or TAAG Angola Airlines.
There are three airports along the Trans-Cunene
Corridor, all of which are IATA registered and
approved. These are:
• Walvis Bay Airport serves Walvis Bay, a town
in the Erongo Region of Namibia. The airport
is found approximately 15 km east of the
town at an elevation of 91 m above sea level.
It has one runway designated 09/27, with an
asphalt surface measuring 2 134 m by 30 m,
with extensions on either side, giving it an
overall length of 3 500 m. Air Namibia flies
from Walvis Bay to Windhoek and Cape Town,
while South African Express flies to Walvis
Bay from Cape Town and Johannesburg.
• Ondangwa Airport serves the town of
Ondangwa in the Oshana Region of Namibia.
The airport is found 5 km northwest of the
town at an elevation of 1 097 m above sea
level. It has one runway designated 08/26,
with an asphalt surface measuring 2 987 by
30 m (9 800 × 98 ft). It also has a secondary
runway measuring 1 348 m by 30 m that is
designated 16/34. Air Namibia flies between
Walvis Bay and Ondangwa.
• Lubango Mukanka Airport serves Lubango,
the capital of the Huíla Province, in Angola.
The airport is found at an elevation of 1 761
m above sea level. It has one runway des-
ignated 10/28, with an asphalt surface
measuring 2 917 m by 45 m. Air Namibia
flies from Windhoek to Lubango and on
to Luanda, SonAir flies between Lubango
and Luanda, and TAAG Angola Airlines
flies from Lubango to Huambo, Luanda
and Windhoek.
Important contact details
Customs and roads authorities• Namibia Northern Region Oshakati t +264 65 229705 • f +264 65 220546 • Oshikango Border Post t +264 65 264613/264623• Angola Ministry of Transport t +244 222 311581/311303 • f +244 222 311303/395933TransNamib (freight and container services)• General manager: operations t +264 61 298 2169• Container pick-up/deliveries t +264 61 298 2296• Emergency train operations t +264 81 124 4772Air Namibia Commercial Services Department t +264 61 299 6160 • f +264 61 299 6159Consulate near border post in Santa Clara t + 244 65 221799
TRANSPORT FEATURE
There comes a time when one takes a
stand and says enough is enough. This
was the case when three SBV cash-in-
transit security guards were deliberately burned
to death in their vehicle in 2006 near Polokwane
in a cash-in-transit heist gone wrong. A forth
guard was shot dead. A gang of nine, including
an SBV guard who turned against his own, stole
a Mercedes Benz car and forced the security
van off the road. It flipped onto its side, making it
difficult for the robbers to gain access to the safe
compartment (mobile vault). The robbers then
allegedly set the vehicle alight with the guards
trapped inside.
Over the last eight years there have been a
staggering 2 695 cases of cash-in-transit (CIT)
robberies. For security companies providing CIT
services, that’s bad for business, not to mention
the millions in cash that have been stolen. Good
men have died and most, if not all, of the crimi-
nals have been caught and sent to jail. Short
term gains for long tern losses – life in prison.
When this year’s crime statistics were
announced in August, police minister, Nathi
Mthethwa, said that the tide was turning against
Transporting moneyTransporting money is a high-risk occupation, and staying one jump ahead of hardened criminals is a constant challenge. But the ‘MPV’ has arrived. By Tony Stone
criminals and that the police were gaining the
upper hand. As can be seen in table 1, the num-
ber of cash-in-transit robberies has dropped con-
sistently since 2006/7. While we must acknowl-
edge the SAPS for their good work, the Council
for Scientific and Industrial Research (CSIR) has
played a significant role in the fight against CIT
robberies. Guided by SBV’s business needs, the
CSIR, together with armoured
transport vehicle manufactur-
ers such as OTT Technologies,
amongst others, have devel-
oped a formidable set of com-
plimenting technologies that
are the real reason why these
figures have dropped.
The classical modus operandi for CIT heists is
the ‘tap-tap’ method, where a stolen or hijacked
vehicle, usually a BMW or a Mercedes because
of the car’s weight and the fact that it has airbags
to protect the ‘crew’ inside, is used to smash
into the CIT vehicle’s right or left back tail. The
execution and timing is such that the impact
causes the CIT vehicle to flip on to its side, allow-
ing the robbers to gain access to the van and
the money. But now that has changed, for SBV
at least. After the Polokwane massacre, SBV’s
determination to thwart these vicious criminals
turned their attention to technology, not just to
protect the money, but more importantly to pro-
tect the lives of their security personnel.
The first challenge was to build a vehicle sturdy
enough not to be flipped. The second was to
prevent, as far as possible, unauthorised access
into the vehicle and the third was to secure the
money should the robbers get into the vehicle.
Then, if by chance the vehicle was spirited
away, there would be no place to hide. Last,
but not least, building on the wise old adage,
forewarned is forearmed, with the control room
being able to ‘see’ the vehicle and its surrounds,
help could be dispatched within seconds of
Cash-in-transit security guards were deliberately burned to death in their vehicle
14 – TWA 11 & 12 | 2011
TWA 11 & 12 | 2011 – 15
Table 1 Cash in transit Reported cases for April to March 2003/04 to 2010/11
Diagram 1 Schematic of the MAV's modular compartments
trouble being detected. A tall order
indeed but, with necessity being the
mother of all invention, solutions were
found, which, in combination, makes
the task of trying to rob an SBV CIT
vehicle a foolish endeavour indeed.
And, because of this, robbers have
turned to pavement attacks - stealing
boxes of money as the guards walk
into or out of banks and/or shopping
centres. But, just as Verne Troyer made
the Mini-Me character famous, so SBV,
working with the CSIR, has come up
with solutions for this problem too.
The modular armoured vehicle Designed and built by OTT Technologies, the MAV or modu-
lar armoured vehicle, dubbed the ‘Protector’, is unique in
that, as the armoured vehicle it is, it does not suffer from the
problems that seem to plague more traditional armoured
vehicles. Problems such as:
• poor performance (power to weight ratio)
• overloading of the axles and other mechanical compo-
nents
• fixed body configurations
• poor access to mechanical components for routine main-
tenance
• overheating
• poor service/maintenance networks
• inflexibility in terms of future upgrades or role changes.
Built on the rock solid Hino 500 or similar drive train (chassis,
engine and gearbox), with a 7 961 cc engine putting out 170
kW @ 2 500 rpm and 710 Nm @ 1 500 rpm that gives it a top
speed of 135 km/h (governed), this 8 tonne beauty has a brak-
ing capability, from 100 to 0 km/h, of 5.3 seconds or 72 meters.
Its modular design of the crew compartment allows the vehicle
to be configured to suit a variety of roles whilst maintaining the
same mechanical underpinnings. The drive train is supported
by the original equipment manufac-
turer (OEM) and enjoys the benefit of
a comprehensive global service centre
network. The MAV is available in a either
4x2 or 4x4 drive configuration, thus offer-
ing a configuration to suit all operational
requirements economically. The MAV
has its crew compartment constructed
in 8 mm armoured steel. This material
offers protection against small arms fire
of up to 5.56 x 45 ball ammunition. This
protection extends to all sides, roof and
floor of the capsule. All cabin glass is
32 mm laminated bullet resistant glass,
capable of withstanding 5.56 x 45 ball
ammunition. The engine is protected by armoured steel side
plates and a proven ballistic radiator protector. The engine pro-
tection has been designed to maintain adequate airflow to the
engine compartment. The MAV has been specifically designed
to accommodate a variety of armour upgrades (both to body
and windows) to offer additional protection, from armour pierc-
ing (AP) rounds to protection from powerful devices such as
rocket propelled
grenades (RPG)
and improvised
explosive devic-
es (IED), whilst
remaining within
the OEM gross
vehicle mass.
So, any attempt
to ‘tap-tap’ this
baby is going to
fail, as a few fool-
ish robbers have
already discov-
ered.
Vehicle accessThe base principle behind the design
and operation of the MAV is to have two
things make one thing happen. The vehi-
cle is fitted with an armoured interlock
door system, which, with the interaction
of the driver and a biometric fingerprint
reader, controls crew access or exit at
any given time. One without the other
will not open the door. The door between
the driver’s cabin and the crew area can
only be opened by the crew once the outer door of the interlock
is locked. Similarly, access from the crew compartment into
the vault is controlled by biometric fingerprint recognition and
remote authorisation via a onetime security code (diagram 1).
The Polyurethane Dispenser Unit (PUDU)The PUDU is a rather clever way of securing money. Developed
in conjunction with the CSIR and introduced in 2001, and since
improved, it was developed as a deterrent for road vehicle
attacks where cash in transit vehicles were being rammed and
overturned.
The PUDU system includes an anti-tilt system, which is
designed to activate if the vehicle is tilted past a 45° angle
for longer than 40 seconds, vehicle ramming sensors and
a driver-activated panic button activator option. The sys-
tem deploys automatically in the event of the vehicle being
rammed or tilted. On activation, the foam created by the
special polyurethane mix fills the vault and solidifies as
Province 2003/04
2004/05
2005/06
2006/07
2007/08
2008/09
2009/10
2010/11
Eastern Cape 19 23 26 20 40 56 69 51
Free State 4 2 1 14 11 17 17 18
Gauteng 79 95 157 180 120 126 117 122
Kwazulu-Natal 35 22 66 121 101 103 80 48
Limpopo 12 14 46 24 26 22 21 8
Mpumalanga 22 30 17 16 13 12 19 13
North West 10 10 19 11 19 6 4 9
Northern Cape 0 4 0 2 3 2 2 1
Western Cape 11 20 53 78 63 42 29 21
RSA 192 220 385 467 396 386 358 291
TRANSPORT FEATURE
SBV Services (Pty) Limited
Cash Risk Management at its best!
SBV Services (Pty) Limited is a South African company jointly owned by the four major banks and provides its clients with world-class cash risk management solutions. We complete the cash value chain by partnering with our clients in providing cost effective end to end solutions to reduce their cash management risks.
With a risk pro le and a national footprint together with operations in Nigeria, SBV has become a recognised name in the business of cash risk management over the last 25 years. We are the trusted Cash in Transit and Cash Processing service provider to the four major banks as well as the South African Reserve Bank and have experienced the lowest number of successful attacks – despite moving the
secivres edivorp ot ssenisub sti tliub yllaitini gnivaH .acirfA htuoS ni hsac fo ytirojamto the banking industry, SBV now also offers its clients their Secured Banking Vehicle Service, providing the retail industry with a world-class Cash in Transit service. SBV offers its clients the peace of mind that comes with a comprehensive and seamless cash management solution allowing clients to focus on what they do best.
SBV operates across the whole cash cycle, servicing a wide range of clients ranging from banks and retailers to fuel outlets and wholesalers. Our extensive service offering includes:
» Cash and valuables transportation» Retail Cash Management» Risk consultancy services» Fully outsourced cash centre management» ATM replenishment and management
“The business environment of the 21st century demands that organisations continually respond to evolution, change and transformation. SBV has done this successfully and built trusted relationships with its employees, customers and shareholders, which has resulted in it becoming the leading cash risk management company in South Africa.”
VBS fo rec fO evitucexE feihC puorG ,notgninnuD tnarG
Contact us nd out more about our services and how we can provide you with a solution to better manage your cash risk requirements.
Tel: +27 11 283 2000Email: communications@sbv.co.zawww.sbv.co.za
TWA 11 & 12 | 2011 – 17
a pungent teargas is released into the vault. The time
and effort required to free the money from the solidified
polyurethane mix thereafter is prohibitive – two hours of
backbreaking work. Even if, by some miracle, in a cross
pavement attack, the robbers manage to get into the vault,
the driver, who is safely ensconced in his/her armoured
module, will activate the PUDU. The last thing a robber
will want is to be caught in the vault when the PUDU
is activated. In the 11 seconds it takes to fill the vault,
the temperature of the polyurethane mix at this point is
140°C, enough to burn the flesh off any person it touches.
Once the vault is full, the polyurethane mix cools rapidly
and solidifies.
The PUDU is designed to protect the cash. Activation, even
to a perceived threat, is preferred rather than a loss of money
due to a failure to activate. All CIT staff receive training in
the PUDU and activation of the system as part their training
course. There should be no excuse for the system not being
activated in the event of a robbery unless the driver and/or
crew are part of the planning of the robbery. But, even this
is being addressed. There are further enhancements which
will be actived within the next six months. Sensors monitor-
ing a number of aspects will send this information via coded
signals to the centre manager to ensure compliance with all
procedures, as well as to ensure that any panic alarms are
dealt with immediately.
The PUDU is the tool
designed to protect the
cash but, in essence, also
to reduce the likelihood of
attack and thereby reduce
the threat to CIT security
guards.
Vehicle trackingBesides voice radio com-
munications with the con-
trol room, the MAV is fitted
with the latest in tracking
and monitoring technol-
ogy. No matter where the
MAV travels, it is tracked
by satellite and its position
displayed on a digital map
in the control room. At the
same time, video cameras
monitor the driver and the
crew’s compartments and
can ‘see’ outside the vehi-
cle. Digital recording is
standard.
Procedural precautionsBuilding on the philoso-
phy that prevention is bet-
ter than cure, prospective
staff members are careful-
ly screened before being
appointed. Once on the
job, new staff members are given thorough training. And,
because one of SBV’s own CIT security guards was involved in
the Polokwane incident, behavioural monitoring is an ongoing
practice. SBV alternate their varied routes on a random basis
and only advise bank branches that they are arriving ten min-
utes beforehand.
In closingThe MAV is a formidable tool. For secu-
rity reasons, a number of its protec-
tive and defensive features have not
been mentioned. Even hardened and
experienced CIT robbers need to think
twice before taking on the MAV. And,
if they think that hitting the crew at
drop points may be simpler, they need
to think again. The ‘Mini-Me’ is just
as effective.
TRANSPORT FEATURE
The vault when the PUDU is activated
Advanced Armoured Transport ddvvaanncceedd AArrmmoouurrvvaanncceeAAAAAAddvvvvaanncceeSpecialists in the development and manufacture of new armoured vehicles and the refurbishment of military vehicles
We design, manufacture and develop
We design, manufacture and develop Cash in transit vans
Armoured personnel carriers (APC) Riot control vehicles Escort vehicles
Mine Protected Vehicles (MPV/MRAP)
OTT has supplied
OTT has supplied The United Nations and African Union The US DefenceForce
Anglo American De Beers Diamond Mines Numerous large Mining Houses
CIT operators in South Africa, Nigeria, Angola, Botswana
t +27 (0) 12 802 1200/1/2/3 t +27 (0) 12 802 1200/1/2/3 f +27 (0) 86 504 9003 f +27 (0) 86 504 9003 c +27 (0) 82 460 5840 c +27 (0) 82 460 5840 otttec@gmail.com / clivel@ott.co.za otttec@gmail.com / clivel@ott.co.za
Forty or so years back, one would have
expected to see Transnet Freight Rail’s
(TFR’s) semi-circular shaped, multi-
terraced, 24/7 operational control centre on a
black and white, futuristic television episode of
Star Trek! Just over three years ago, the impos-
ing, open-plan National Command Centre
(NCC) in Transnet’s Parktown office block start-
ed up – an ‘umbilical cord’ in so many facets
of a well-greased, integrated railway operation.
Following TFR’s CEO Siyabonga Gama’s visit
to the United States last decade, the local
R90 million NCC launched on 4 August 2008
is based on the observations gleaned from
Burlington Northern and Union Pacific.
From a seamless managerial point of view,
the control centre has incorporated into one
physical complex the planning, operational
execution and day-to-day troubleshooting of
four principal, geographically oriented corridors
– the Cape, Central, KwaZulu-Natal and Eastern
regions. These comprise 8 441 km of electrified
Transnet Freight Rail’s National Command Centre
TRAILBLAZING SHOWPIECE
This superbly engineered project places Transnet Freight Rail at the forefront of technology deployment in a strategic and operationally critical installation. John Batwell takes a look.
railway and 11 606 km of non-electrified routing.
The hardware running along any of these four
management corridors consists of 813 diesel
locomotives, 1 161 electric units and 115 types
of wagons. Each ‘corridor team’ of designated
personnel is responsible for:
• service planning
• an Integrated Train Plan
• a Monitoring and Deviation Plan
• the provision of appropriate types of motive •
power and rolling stock
• locomotive distribution
• availability of infrastructure
• customer care
• security on the ground.
There are teams of personnel who run with the
quirks, characteristics and specific rail trans-
portation profile of their individual corridors.
Pre-planning and budgeting in terms of the
profile of product movement in these corridors
is executed well in advance. In late August,
the 2012/13 business plan was almost in situ.
The budgeting process running in Transnet’s
financial year of April to March embraces firm
rail orders from customers, which are reviewed
quarterly within the particular financial year,
hand in hand with the prospective motive
power, wagons and crews required to fulfil cus-
tomers’ tonnage expectations.
This dovetails down to the customers with
their weekly orders. The customer service
managers look at the variable permutations
within this operational component alone.
In terms of new weekly business, a week-
ly planning meeting is run – an Integrated
Train Plan (ITP) covers the entire coun-
try and focuses on issues such as empty
wagons’ distribution, types of wagons required,
line occupation management and locomotive
maintenance, with resultant availability versus
non-availability of relevant motive power.
Multiple freight offeringsThere are varied types of freight services
offered: MegaRail, made up of block load trains
(all one commodity) on fixed days and times;
FlexiRail, which, as the name suggests, is ‘flex-
ible’ for things such as seasonal rail traffic and
AccessRail, which is dictated by specific days
and times. When it comes to major railway
maintenance occupation such as the servicing
of the coal and iron ore corridors and Natcor
(the Johannesburg-Durban high-volume line),
this is built into train movement planning a good
12 months or even longer in advance.
Other planned occupations of a particular
rail section are in place 21 days ahead of the
particular week’s traffic being analysed for such
a route. The regional operational executives
(ROEs) pull up the ITP for their region to view
the holistic situation particular to their rail sector.
Meeting customers’ needsA typical operational week at the NCC consists
of seeing what new weekly business is at hand
by 12:00 on a Wednesday. Two hours later, at
14:00, a ‘pre do-ability’ exercise is underway
AFRICA RAIL
TWA 11 & 12 | 2011 – 19
AFRICA RAIL
to determine the ability to meet the
customer’s transportation request and
by Thursday morning at 11:00, the ‘do-
ability’ has been determined. Twenty-
five hours later, on a Friday at midday,
the ITP is signed off.
Then there is the unexpected, expedi-
tious think-on-one’s-feet troubleshooting
that can colour any operational day at
TFR. The occurrences include derail-
ments, cable theft, a power failure,
weather conditions (last winter’s snow in
parts of the country was a point in case,
with stranded train crews being helicop-
tered out), permanent railway problems
such as cracked rail and signalling hiccups. In such situations,
monitors are initially informed by staff on the ground at the par-
ticular incident. Transnet Rail Engineering and the Infrastructure
Team would be advised in the case of a derailment, for instance.
Each level informed of the irregularity issues a reference num-
ber of the occurrence and the information trail passes to the
particular corridor manager and then the duty manager. The
latter is in essence the ‘incident commander’ who follows up
on who and what needs to be deployed to the scene relative to
the specific problem. This is only one aspect of what is termed
Deviation Management. It is a broad-spectrum process and in a
24, 48 and 72-hour review, the source of any deviation from the
planned train movements is analysed.
Deviations might be as mundane as the customer failing to
load their wagons timeously; the wagons not being cleaned in
time for the loading client or the customer having an opera-
tional glitch which has not enabled the
wagons to be loaded as expected. A
few months back, for example, the NCC
had to deal with the unexpected ‘curve
ball’ of Newcastle’s furnace blast and
that particular customer requiring the
Vanderbijlpark complex picking up the
transport load.
The NCC had to review train movements (wagon availability,
types of motive power, crew familiarisation with the motive
power, etc.) according to the customer’s proposed crisis man-
agement solution. In the case of a route closure, sometimes
traffic can be diverted along other rail sections with careful,
alternative planning, but TFR acknowl-
edges that there are also times when
it has to bite the bullet financially with
lost custom. The majority of potential
problems and problem-solving by TFR
personnel is still handled manually, with
only the coal export corridor having
computer intervention, but only to a lim-
ited, and certainly not a ‘fix-all’, degree.
Staff working at the four geographical
corridor terminals – in the dimmed-light,
eerie control centre – are on duty for 12
hours at a time. Huge, wall-mounted
screens rotate images of things happen-
ing there and then on the rail system.
Even sobering visuals of previous train collisions come to be
placed on one of the panels as a psychological reminder to the
floor staff ‘to keep one’s act sharp’! Prior to each shift change,
a handover period of one hour is built in. The handover briefing
includes a monitoring report, i.e. the current situation in the field,
a recovery plan to return traffic movements to the initial opera-
tions plan and a coordination of any line incidents.
A really impressive facilityAll in all, one comes away reflecting that TFR’s hub in Parktown
is certainly impressive, manned by professional staff who are
overtly passionate about what they contribute to the efficacy
of the centre and its round-the-clock function nationally. Senior
management seeks to achieve safely 219 million tonnes in the
2011/12 financial year – general freight business 89 mt, export
coal 74 mt and export iron ore 56 mt. This desire represents
at least a 17% increase in volumes from
the previous financial year. Staff members
were noticed wearing motivational ‘219
Safely’ printed T-shirts!
Seeing the NCC first-hand did, how-
ever, trigger a most daunting thought:
in the light of pressure on govern-
ment to separate TFR into infrastructure on one side and
allow private operators onto TFR’s lines on the other, one
does wonder what a huge challenge – a nightmarish para-
digm shift – would be imposed on the management and
staff of this very specialised, well-honed in-house ‘railway
nerve centre’.
The control centre incorporates the complex planning and operational management of four regions
TWA 11 & 12 | 2011 – 20
MATERIALS HANDLING
Improving port performance We would do well to remember that the short-
est route is not always the best route. However,
if it is efficient and cost effective, it will be.
Slowest, yet the most expensiveA recent study by the Ports Regulator, looking at
port costs and productivity, revealed Durban to
be the most expensive among 12 international
ports researched. This was at a time when
Transnet’s National Ports Authority (TNPA) was
applying for an 11.91% tariff increase for the
2011/12 financial year.
Total marine and infrastructure costs for an
average container vessel visiting the Durban
port once a month amount to $182 151.30,
compared with an average of $86 251.58 at
the other 11 ports. After Durban, the second
and third most expensive ports are in the USA.
Long Beach, California, charges $175 230.48
and Los Angeles charges $164 431.77. The
cheapest ports are Kaohsiung in Taiwan, with a
total fee of $18 609.65 per tanker per visit, and
Antwerp at $25 605.46.
Although Durban has the highest port costs,
its productivity is, according to Transnet’s act-
ing chief executive, Chris Wells, 30 container
shifts per hour (this number was 21 a year ago),
compared with Antwerp’s 94 container shifts
an hour. According to Wells, container shifts at
Cape Town and Ngqura are between 25 and 26
an hour. The research is available for public
comment on the Ports Regulator’s website.
The solutionSo, the question is, how do we increase produc-
tivity? Besides labour and management issues,
port container terminals need to enhance
their planning and operational capabilities by
deploying innovative materials handling equip-
ment and state-of-the-art technology in order
to optimise the container ter-
minal logistic process. That
much is clear.
The other, perhaps more
important, thing is attitude –
worker attitude, shaped by an
understanding of what productivity is, and
means, and why it is necessary. If we are to
compete with the rest of the world and soar
with eagles, we can’t afford to flap around with
the turkeys.
We also need to remember that there are two
harbours up the west coast and another two up
the east coast that are gearing up to become
serious competitors. This is not the time to
be complacent.
Since containerisation emerged to revo-
lutionise freight transport in 1976, turn-
around time has been the key indicator
of a port’s capability and ability to maintain
high levels of productivity and performance
management in servicing port users. The most
important objective for a port’s container ter-
minal is to increase its throughput and reduce
the amount of time a vessel spends in port.
Achieving this objective is dependent on the
effectiveness of allocating and scheduling key
resources, such as quay cranes, yard cranes,
berths and trucks. And, to do this effectively,
careful planning and efficient organisation is
required so that queue build up and conges-
tion costs are avoided. For the shipper, vessel
turnaround time relates directly to berthing
costs and increment voyage costs for the
vessel itself. For the customer, within the entire
supply chain process, high turnaround time
ultimately translates into lower input costs and a
lower goods price for the customer’s customer.
Now, with globalisation an entrenched real-
ity, trade and the subsequent breakdown in
trade barriers, growth in marine transport is
at an all time high, and growing. This has
led to fierce competition between port opera-
tors to attract port users who, by default,
bring with them all the accompanying eco-
nomic benefits. Therefore, port operators must
achieve shorter turnaround times for ves-
sels in order to benchmark high productivity
and performance. At the same time, berthing
costs need to be competitive and kept as low
as possible.
In southern Africa, South Africa has had it
all its own way for many decades, while civil
war and conflict raged in Namibia, Angola and
Mozambique. Now that peace prevails in these
countries, they are rebuilding their economies
and, along with that, road, rail, port and airline
infrastructure. South Africa’s ports will soon be
facing stiff competition from the Port of Walvis
Bay, the Port of Luanda and the Port of Maputo
as they develop and promote their transport
corridors to Africa’s interior. Even the Port of Dar
es Salaam is gearing up to take on the rest of
southern Africa. When these ports are geared
up and running, South Africa will no longer be
the ‘gateway’ to Africa.
Doing it better and faster, and being consistently more reliable than your competitors, is the means to building a sustainable business and securing the future. By Tony Stone
Vessel turnaround time relates directly to berthing costs and increment voyage costs
TWA 11 & 12 | 2011 – 21
LOWEST COST PER PALLET
INTERESTED? www.youtube.com/LindeSouthAfrica
TWA 11 & 12 | 2011 – 23
MATERIALS HANDLING
Beyond Beyond limitationslimitationsA product continuously improved delivers a value way beyond human capability.
Liquids in motion or under pressure did
useful work for humanity many centu-
ries before Blaise Pascal and Daniel
Bernoulli formulated the laws on which modern
hydraulic-power technology is based.
The City of London, in 1882, built the first
hydraulic system, which delivered pressurised
water through street mains to drive machinery
in factories. In 1906, an important advance
in hydraulic techniques was made when a
hydraulic system, using oil rather than water,
was installed to raise and control the guns of
the USS ‘Virginia’. In the 1920s, self-contained
hydraulic units consisting of a pump, controls
and motor were developed.
The next quantum leap came in 1960 at the
Hanover Trade Fair when Linde First unveiled
the Hubtrac forklift truck with its bipedal
Hydrostatic Drive System. Today, this technol-
ogy has brought about substantial gains in
productivity, with the associated reductions
in costs, and applications in moving delicate
foodstuffs and medical supplies to extreme
operating conditions(such as brick fields and
mines) are the norm, even in smelting plants
where, with specially-fitted, heat resistant com-
ponents, it functions effectively.
In transport, with the advent of containerisation
in the 1960s, lifting and moving loaded ship-
ping containers with a crane provided some
degree of productivity gain, but not enough.
More versatile, mobile technology was needed.
This is where Linde’s original Hubtrac forklift
truck and its more advanced successors come
in.The hydrostatic drive is at the heart of every
internal combustion-engine Linde forklift truck
in the lifting capacity range of up to 18 tonnes.
It is inseparably linked to the trucks’ sensitive,
precise driving and lifting characteristics, as well
as its economical fuel consumption and ease of
maintenance. Even though the principle behind
hydrostatic drive has not changed right up to the
present day, the development engineers at Linde
MH have made crucial technical improvements
time and time again.
Since the 1970s, Linde MH has used axial-
piston motors, which are characterised by high-
pressure capability and adjustability, to convert
the mechanical energy of the internal combustion
engine into hydraulic energy. At around the same
time, the company’s engineers moved away
from bent-axis pumps to swash plate pumps
and motors, and thus created the precondition
for more compact installation dimensions, a
longer service life and a very high power density.
Moving forward, since the mid-1980s, the
swash plate pumps and motors have been
used in all Linde truck applications, both in
open (lifting hydraulics) and closed (traction
hydraulics) oil circulation systems. Numerous
other functions were standardised and integrat-
ed in the early 1990s, with the introduction of
the 02 series of modern axial-piston machines
of swash plate design.
In 2002, the 39x-series of forklift trucks rep-
resented a decisive breakthrough in terms of
speed reduction, which led to a saving in gear
speed and therefore made the drive not only
quieter and less prone to wear, but also more
energy-efficient. Many hydraulics experts were
amazed at the power density and precision
achieved with swash plate drives. In practice,
swash plate drives proved superior to their
radial-piston counterparts, in which the main
pistons, in contrast to an axial-piston pump, are
arranged vertically (radial) to, rather than parallel
(axial) with, the drive shaft.
With the introduction of the fourth genera-
tion hydrostatic system, Linde is asserting its
position as a technological leader, e.g. the
two slow-running hydraulic motors, which have
been integrated into the compact drive axle,
drive the drive wheels directly (without speed
reduction gears).
FROM TOP Today’s low-speed motors reduce noise, fuel consumption and emissions
Fifty-years of success - left: the Hubtrac H3K; right: the 39X-series Linde H25
Linde's Hydrostatic innovative performance improvements over the last 50 years
Reaching new milestonesmilestonesDURBAN CONTAINER TERMINAL
The Port of Durban, having lost a little wind, is getting back on course. The upgraded container terminal, newly-acquired modern materials handling equipment and a few more hands on deck should make all the difference.
T ransnet Port Terminals (TPT) celebrated
a milestone in its ambitious plan of
normalising operations to levels similar
to those experienced by customers prior to
the NAVIS system launch. The plan includes
accelerated spend of CAPEX, an increase in
gangs to a total of 15 by next year and improv-
ing the Reefer capacity.
Speaking at a gathering of stakeholders,
Transnet Port Terminals Container Sector act-
ing chief operations officer, Velile Dube, told
the audience that this was the first of many
milestones on the way to making Durban
Container Terminal (DCT) an efficient and
competitive business that served the needs
of its stakeholders. As part of Transnet Port
Terminals’ 2011 accelerated capital expendi-
ture plan, 28 Straddle Carriers (Straddles)
have been purchased for DCT at an estimated
total cost of R205 million. These include 14
Straddles that have twin-lift capability.
“We commissioned four of these Straddles
and the delivery of the remainder will be
rolled out until December 2011. We intend to
complete the assembly of the second batch
of eight Straddles by end October,” says DCT
Terminal executive, Hector Danisa.
Straddles are a crucial piece of equipment
in a container operation environment, in both
the water-side and land-side aspect of the
MATERIALS HANDLING
24 – TWA 11 & 12 | 201124 – TWA 11 & 12 | 2011
the Reefer yard has easily-accessible walk-
ways, which makes the operation safer for
the operator and reduces the risk of damag-
ing electric cables. Ultimately, the new yard
will have a capacity of 1 068 Reefers, allow-
ing the terminal to meet customer expecta-
tions during the next Reefer season.
Furthermore, TPT recruited 70 operators
of lifting equipment (OLE) trainees in July,
all of whom have undergone a certification
process, with 68 OLEs to be releases to
operations by next week. An additional 70
have been recruited and they too will be
certified after four months. This recruitment
drive is implemented with the objective of
terminal. The new Straddles are ‘four-high’
machines, which mean that they can hold up
to four containers in a stack and will add great
value to the stack capacity of the terminal. The
addition of the 28 Straddles will also enable
the terminal to improve its productivity levels
considerably over the next year. Current plans
are to have a total of 113 Straddles in opera-
tion by January 2012.
TPT also unveiled a new refrigerated con-
tainer yard (known as the ‘Reefer’ yard) at DCT
Pier 2, which consists of 232 container slots
valued at R9 million. This Reefer yard is the
first at DCT to stack four containers high with
a Straddle operation. The layout and design of
equipping DCT with 15 gangs by next year
and includes cross training of OLEs to operate
ship-to-shore cranes.
Included in the milestones highlighted at
DCT is the roll-out of the Pre-Advice System,
effective 1 October 2011. The system will
become mandatory at DCT on 1 February
2012. This system is already successfully in
operation at Ngqura Container Terminal. It will
be phased in at DCT Pier 1 and 2 over a three
month period.
According to Danisa, TPT will continue to
engage with the shipping lines and industry
at large with regards to the implementation
of the pre-advice service. The follow-up to
this project will be a Truck Booking system,
planned for rollout in 2012, which, as the name
suggests, will release containers to the truck-
ers based on an appointment process, further
enhancing the flow in the terminal.
MAIN IMAGE Durban Harbour's container terminal
OPPOSITE PAGE TOP LEFT Terminal executive for Durban Container Terminal (DCT), Hector Danisa (in the yellow safety jacket), with three of the 70 trainee operators of lifting equipment (OLEs), all of whom have undergone a certification process
LEFT Aerial view of Durban Harbour
MATERIALS HANDLING
TWA 11 & 12 | 2011 – 25TWA 11 & 12 | 2011 – 25
26 – TWA 11 & 12 | 2011
PROJECT OPPORTUNITIES
Project Cankuzo – Muyinga Road Project
Description Contractors are invited to submit bids to build and asphalt 60 km of National Road No. 19 from
Cankuzo to Muyinga. Works include the installation of drainage infrastructure and the construction of
a bridge over the Ruvubu River.
Status Tendering. Deadline for submissions: 24 January 2012
Funding European Development Fund (EDF)
Implementing agency Roads Department Tel +257 2222 2940 • Fax +257 2222 0959
Project Construction of Greater Cairo Metro Network
Description Consultants are invited to prequalify to provide supervision services for the construction of the third
phase of the Greater Cairo Metro Network Line 3 (17 km) between Attaba Square and Kit Kat, with
branches to Embaba and the Ring Road, and to Boulak El Dakrour and Cairo University.
Status Tendering. Deadline for submissions: 13 November 2011
Funding European Development Fund (EDF)
Implementing agency National Authority for Tunnels Tel: +202 2574 2968 • Fax: +202 2574 2950
Project Mombasa – Nairobi – Addis Ababa Road Corridor Project (Phase III)
Description Contractors are invited to prequalify for the following road rehabilitation contracts:
• Contract 1: Hawassa – Chuko (66 km)
• Contract 2: Chuko – Yirgachefe (60 km)
• Contract 3: Yirgachefe – Ageremariam (72 km).
Status Tendering. Deadline for submissions: 11 November 2011
Funding African Development Fund
Implementing agency Ethiopian Roads Authority Tel: +251 11 551 5002 • Fax: +251 11 551 0082
Project Road Programme (Phase 2) Project
Description The programme is aimed at opening up production zones within the country and boosting regional
trade. Specifically, it will help improve the movement of goods and people on the Libreville –
Tchibanga road and on the road/river link between Port Gentil, Lambaréné and Ndjolé. Contractors
and consultants will be required to carry out the following tasks:
• upgrading of three roads: Mouilla – Ndendé (70 km), Ndendé – Tchibanga (85 km) and Port Gentil
– Mandorové (34 km)
• resurfacing of 74 km of rural roads
• construction of a road terminal and weighing station at Mbadi
• construction of two footbridges
• rehabilitation and construction of five river docks
• a study on the restructuring of the road sub-sector
• a study on road construction costs in Gabon
• a feasibility study on the Lambaréné River port.
Status Funding approved
Funding African Development Bank
Implementing agency Ministry of Public Works and Equipment Tel: +241 722 209 • Fax: +241 722 342
Project Mombasa – Nairobi – Addis Ababa Road Corridor Project (Phase III)
Description Contractors are invited to tender for the upgrading of the Turbi – Moyale Road (A2). The contract
includes bridge building and installation of drainage infrastructure.
Status Tendering. Deadline for submissions: 30 November 2011
Funding African Development Fund
Implementing agency Kenya National Highways Authority Tel: +254 20 801 3842 • Fax: +254 20 271 5483
Project Mombasa – Nairobi – Addis Ababa Road Corridor Project (Phase III)
BURKINA FASO
EGYPT
ETHIOPIA
GABON
KENYA
TWA 11 & 12 | 2011 – 27
PROJECT OPPORTUNITIES
Description Consultants are invited to submit expressions of interest to carry out the following tasks for the reha-
bilitation of the Mombasa Northern Bypass.
• preparation of a feasibility study
• preparation of an environmental impact assessment
• preparation of a social impact assessment
• preparation of a resettlement action plan
• preliminary and detailed design
• preparation of tender documentation for works contracts.
Status Tendering. Deadline for submissions: 9 November 2011
Funding International Development Association (IDA) of the World Bank
Implementing agency Kenya National Highways Authority Tel: +254 20 801 3842 • Fax: +254 20 271 5483
Project Transport Project
Description The project will include:
• rehabilitation of the Northern Railway Network, including rehabilitation of 70 km of rail track, con-
struction of rail access sidings and rehabilitation of metallic bridges.
• installation of mobile weighing facilities to preserve road assets
• construction of jetties
• urban road works, including rehabilitation of tunnels.
Status Planning
Funding International Development Association (IDA) of the World Bank
Implementing agency Ministry of Public Works and Meteorology Tel: +261 20 222 3215 • Fax: +261 20 222 4321
Project Nouakchott Port Development Project
Description The project involves the extension of the port of Nouakchott while improving the environmental
impact of the port’s initial construction and development. Components include:
• construction of a container terminal
• construction of new quays specifically aimed at oil, bulk and general cargo traffic.
Status Planning
Funding International Development Association (IDA) of the World Bank
Implementing agency Port Autonome de Nouakchott (PANPA)
Tel: +222 525 3859 • Fax: +222 251 794
Project Transport Sector Support Project
Description Contractors and consultants will be sought to carry out the following tasks:
• rehabilitation of the Korogwe – Same road (172 km) and the Arusha – Minjingu road (98 km)
• supervision services for the above contracts
• preparation of design and bidding documents for the rehabilitation of a further 911 km of paved
trunk roads
• paving and rehabilitation of runways and aprons at the Bukoba, Kigoma and Tabora airports
• feasibility studies for potential PPP projects and transaction advisory services.
Status General procurement notice issued; specific procurement notices will be issued in due course
Funding International Development Association (IDA) of the World Bank
Implementing agency Tanzania National Roads Agency Tel: +255 22 215 257 • Fax: +255 22 215 002
NB: Projects with imminent closing dates for submission of bids are listed to alert readers to subcontracting opportunities.
KENYA
MADAGASCAR
MAURITANIA
TANZANIA
28 – TWA 11 & 12 | 2011
These SCM planning approaches are as
follows:
• Concurrent planning: Simultaneously address
capacity and material issues:
• Capacity issues: to produce goods, store
goods and deliver goods.
• Material issues: obtaining necessary raw
materials to produce goods.
• Safety stock issues: maintaining inventories
to respond to different sources of uncertainty.
• Continual planning: Variable horizons allow
near-term detailed execution plans to mesh
seamlessly with coarse, longer-term master
plans.
Constraint management: Constraints can be
hard or soft:
• Hard: If violated, the plan cannot be executed.
• Soft: If violated, the plan can be executed, but
will have some undesirable aspects.
• Global visibility: The supply chain planner
should possess detailed and continually
updated information about the status of the
entire supply chain.
• Erroneous re-planning efforts can occur if there
is pure backwards or forwards propagation.
Sales and operations (S&OP) planning sup-
port: S&OP is a collaborative, cross-functional,
monthly process designed to reach consensus
SUPPLY CHAIN
on a single operating plan that allocates critical
resources (capacity, materials, people, time
and money) to most effectively meet demand in
a profitable way.
SCM elements and levelsThe relationship between the supply chain func-
tions and the planning elements for a FMCG
supply chain with reference to strategic, tacti-
cal, operational and scheduling levels are ana-
lysed. These levels refer to different planning
time frames and horizons across the business
functions. The relationships involve the various
supply chain activities linked to the supply chain
functions (see figure 1).
SCC defines the supply chain planning levels
(up to level 3) for a FMCG organisation as fol-
lows, based on its SCOR model. Numerous
FMCG companies (such as P&G, Unilever and
SABMiller) are using the SCOR model to design
and define their supply chain models.
SCM organisation structure• Five different types of organisation structure
are possible for a FMCG supply chain:
• Decentralised: Authority and responsibility
are dispersed throughout the business units.
• Centre-led: This is a hybrid model with
The role of supply chain managementFMCG INDUSTRY PART TWO
Five basic SCM planning approaches are studied, with the desired benefits of an increase in customer service levels, a reduction in inventory levels, better use of available resources, reliable order quotations and the reduction of planning efforts. By Madhu Bala, Dr Shakti Prakash and Dr Dinesh Kumar
strategic activities centralised and execution
decentralised.
• Centre of excellence: Develop best practice
and disseminate this to business units with
limited implementation support.
• Shared services: This refers to common
repetitive processes for multiple business
units, centralised with service level agreement
(SLA) and chargeback mechanism.
• Centralised: Authority and responsibility are
assigned to a central organisation. Resources
can be located at operations.
Supply chain risk managementSupply chain risk is any strategic uncertainty or
potential disruptive event that affects the flow
of information, material or final products across
organisational borders, resulting in the inability
to meet customer demand. \The categories of
supply chain risks are (see figure 2):
• The four-step approach of supply chain risk
management (SCRM) includes:
• Identify the risks.
• Design a strategy to eliminate the risks.
• Implement the strategy.
• Monitor the progress.
SCM collaborationOne of the key issues with FMCG supply chains
is the bullwhip effect. In fighting against bull-
whip, the first step is creating a quality forecast.
However, the next step is to share it with part-
ners along the supply chain. Four collaborative
practices exist:
• quick response
• continuous replenishment
• vendor-managed inventory
• collaborative planning, forecasting and
replenishment.
The potential collaboration opportunities
between suppliers and manufacturers, identified
FIGURE 1 The inter-relationships
between supply chain activities and supply chain functions
SUPPLY CHAIN
for a FMCG company, are listed below:
• production schedules
• manufacturing sales forecast
• manufacturing inventories
• manufacturing material requirements
• supplier inventories
• supplier product availability
• product design and specs
• new product calendars
• material/component catalogue
• subcontracting terms and conditions
• product costing.
The potential collaboration opportunities
between manufacturers and customers, identi-
fied for a FMCG company, are listed below:
• customer pricing plan
• customer promotional plan
• customer finished goods inventory
• manufacturing consumer promotional cal-
endar
• manufacturing raw materials, work-in-pro-
gress and finished goods inventory
• manufacturing product introduction schedule
• manufacturing production capacities
• assortment planning
• retail store layout and shelf space planning.
ConclusionIn summary, the supply chains are playing a sig-
nificant role in defining the competitiveness of
an organisation and FMCG companies are also
joining the bandwagon. The FMCG industry is
unique in terms of its characteristics and owing
to the virtue of its processes, components and
typology. The industry is faced with a unique
set of challenges, most of which relate to the
planning and distribution segments of the
supply chain.
The role of SCM is analysed in this two-paper
series with respect to five planning approach-
es – concurrent, continual, constraint, global
visibility and S&OP. These five approaches are
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then looked at in terms of elements and lev-
els, organisation structure, risk management
and collaboration opportunities in a FMCG
supply chain. The benefits indicated are an
increase in customer service levels, a reduc-
tion in inventory levels, better use of available
resources, reliable order quotations and the
reduction of planning efforts.
FIGURE 2 The categories of supply chain risks
Demand
Process
Environmental
Supply
Control
Mitigation/contingency
Vulnerability
30 – TWA 11 & 12 | 2011
FUEL & TYRES
Factors affecting truck fuel economyAs a vehicle travels down a road, there are a number of factors that contribute to the amount of fuel it will use in getting from point A to point B. The main parameters are vehicle weight, aerodynamic drag, mechanical losses and tyre rolling resistance.
Although tyres are just one of these
factors, they can affect up to a third
of the vehicle’s total fuel consump-
tion. As each tyre on a vehicle rolls down the
road, it creates a drag force. It is composed
of the energy loss created by the deflections
of the tyre sidewall and the movements, com-
pression and deformation of the tyre tread in
the footprint at the road’s surface. This drag
force is called rolling resistance and can be
measured very accurately in a laboratory (see
figure 1).
Aerodynamics and speedA vehicle’s aerodynamics and its travelling
speed have an extremely large effect on how
much fuel is consumed. The force created by
the aerodynamic drag of a vehicle increases
exponentially with the speed of the vehicle.
Tyre rolling resistance increases linearly with
speed, but tyres are a proportionally smaller
percentage of the total drag on a vehicle as the
speed increases (see figure 2).
Other factorsAmbient air temperature, weather conditions,
road surfaces (sand, gravel, asphalt, con-
crete) and terrain (flat, hilly or mountainous)
are environmental factors that are impossible
to control but have a direct effect on fuel con-
sumption.
Vehicle configurationOn a typical 40 t, 5 axle truck, each axle
contributes to a portion of the total vehicle
tyre rolling resistance. Drive and trailer axles
combined contribute about 83% of the total
tyre rolling resistance. To minimise the vehi-
cle’s fuel consumption, it is recommended to
equip all axles with low rolling resistance, fuel-
efficient tyres. The contribution of tyres to the
total energy required to move a vehicle down
the road is dependent on the effects of many
outside factors, which include (see figure 3):
• Tyre inflation.
• Tyre rolling resistance is heavily dependent
on inflation pressure. A 1 bar deviation from
the nominal inflation pressure could lead to
a 5% difference in rolling resistance, which
may result in significant fuel cost increase
(see example below). For optimum rolling
resistance, it is important to have the tyres
inflated correctly, as recommended for the
respective axle loads. In addition, under-
inflation may have negative effects on tyre
durability.
• Fuel difference per truck based on: 150 000
km/year – €1 (R10.86)/l – 35 l/100 km (see
figure 4).
• 1 bar under-inflation in every tyre can cost
€900 (R9 770) of fuel per year and the car-
cass can be lost for retreading.
Wheel alignmentIncorrect vehicle alignment may drastically
influence rolling resistance and consequently
fuel consumption. If any of the wheels on a
12-wheel tractor and trailer are not properly
aligned, the total drag on the vehicle increas-
es. There is greater ‘scrub’ of the tyres against
the road surface and, potentially, greater aero-
dynamic drag when the tractor and trailer are
not tracking parallel to the direction of travel.
The example below of a 3-axle trailer shows
that correct vehicle alignment helps to opti-
mise fuel economy (see figure 5).
Driving styleThe driving habits or ‘style’ of the operator of a
vehicle can have a very large influence on the
amount of fuel consumed. Aggressive driving
can wipe out many of the gains obtained from
investments in fuel-efficient tyres and engines,
aerodynamic devices or synthetic lubricants.
FIGURE 1
FIGURE 2
FIGURE 3
TWA 11 & 12 | 2011 – 31
FUEL & TYRES
However, today’s modern automated truck
drivelines tend to reduce the effects that driv-
ers can have on fuel economy while driving,
further increasing the saving potential of ade-
quate tyres. With today’s technology, it is pos-
sible to measure accurately the amount of fuel
an engine uses over a period of time, allowing
for programmes to be set up to reward drivers
for good fuel efficiency (see figure 6).
Fuel efficient truck tyresGoodyear’s modern truck and bus tyres are
developed to provide optimum fuel efficiency.
Most of the gains in fuel efficiency can be
obtained from the crown area of the tyre
(tread compound, tread design and/or the tread
depth, belt package). The crown area contrib-
utes about 75% of the tyre rolling resistance,
sidewall and bead areas for about 25%. This is
also why using the optimum inflation pressure is
very important: it makes the tread area deform
just enough to carry the load and avoids unnec-
essary tread movement generating heat, and
consequently rolling resistance (see figure 7).
General considerationsIn addition to the recommended use of spe-
cific ‘fuel-efficient’ tyres, here are a few general
comments concerning factors affecting tyre
rolling resistance:
• Rib type tyres are better on rolling resist-
ance than block type; this is mainly due to
less movement of the tread in the contact
patch area.
• Low aspect ratio tyres are stiffer, allowing
for less flexing under load, so they typically
have lower rolling resistance compared to
high aspect ratio tyres.
• Worn tyres have less rolling resistance than
new tyres: as a truck tyre wears down, the
tread pattern stiffens, which leads to less
flexing/deformation in the tread area.
The use of fuel-efficient tyres on all axle posi-
tions can make a significant difference in fuel
consumption. A reduction of 10% of rolling
resistance on a complete vehicle results in
approximately 3% reduced fuel consumption
(approximately 0.9 ℓ/100 km on a vehicle that
consumes 30 ℓ/100 km).
10% tyre rolling resistance decrease (all
axles) = 3% fuel economy
ExampleA standard 40 t truck, with average fuel con-
sumption of 30 ℓs/100 km, yearly mileage of
150 000 km, fuel price €1/ℓ, equipped with
‘standard’ tyres:
• Yearly fuel cost: 1 500 (100 km) x 30 ℓ/100 km
x €1 = €45 000
• The same truck equipped with ‘fuel-efficient’
tyres (10% reduced rolling resistance)
• Yearly fuel cost: 1 500 (100 km) x 29.1 ℓ/100
km x €1 = €43 650
• Potential saving: €1 350 per year per truck.
SummaryWe cannot influence road conditions, but the
use of low rolling resistance, fuel-efficient
tyres, in combination with good vehicle and
tyre maintenance, as well as adequate driv-
ing style, allows fleets to minimise truck fuel
consumption compared to with the use of
‘standard tyres’ on the same vehicles or same
operations.
With today’s fluctuating fuel prices, as well
as more and more restrictive emission legisla-
tions, fuel consumption is a major economical
and ecological factor in transport operations.
Goodyear’s modern, fuel-efficient truck and
bus tyres provide an ideal option to:
• maximise fleet efficiency
• minimise cost per kilometre
• reduce CO2 emissions.
Acknowledgements: Goodyear Tyre & Rubber
Holdings (Pty) Ltd
FIGURE 4
FIGURE 5
FIGURE 6
FIGURE 7
MOTOR SHOW
Johannesburg International Motor Show Technology advances
in the global truck market
In any discussion on the current state of
the art in vehicle technology, there is little
differentiation between its relevance to
cars, trucks and buses, although the taking up
of new technology can vary quite substantially
between the three vehicle categories. This is
driven mainly by economic imperatives, and
when a measurable benefit from change can
be reflected in reduced operational costs, the
commercial side of the business is sure to be
quicker off the mark.
So, the full gambit of alternative fuel internal
combustion engines, hybrid drivelines, and all-
electric vehicles is well-represented in the truck
manufacturing industry, although most of these
have tended to find early acceptance in shorter-
distance operations such as urban delivery and
refuse collection. Some of this technology was
on display at the Johannesburg Truck & Bus
Show at Expo Centre in October.
Volvo Trucks, however, recently launched an
extended range version of its FM model, which
runs on a variable combination of diesel fuel
and up to 75% methane, with a potential
operating range of 500 km, while
grossing 40 t.
(about R10.86 billion) to develop, and pro-
vides an excellent example of current industry
design philosophy, as the following features
clearly illustrate.
Power for the new Actros is provided by the
first European application of Daimler’s global
Heavy Duty Engine Platform family, which has
been progressively rolled out since 2007. This
12.8 ℓ diesel is designated OM 471 and is con-
figured with six cylinders in line, representing
a significant departure from Mercedes’ recent
use of Vee-format engines in its most powerful
road trucks.
It also sports an amplified common-rail
X-PULSE multiple event fuel injection sys-
tem, synthetic sump, compacted graphite
one-piece cylinder head, double overhead
1 2 3
4
This development creates greater potential
to use gas-fuelled trucks in heavy long-haul
operations than has previously been the case.
Compared with conventional gas-powered
spark ignition engines, Volvo claims that this
technology is 30 to 40% more efficient, and
uses 25% less fuel. The methane component
can be made up of either biogas or liquefied
natural gas.
However, advancing technology is not limited
to radical changes in propulsion systems.
State-of-the-art trucks incorporate a great deal
of safety and convenience technology, while
developments in conventional diesel engine
and transmission designs are producing
unprecedented levels of fuel efficiency, clean
emissions and productivity.
Mercedes-Benz’ new Actros flagship,
announced in June, cost more than €1 billion
1 FAW 2 DAF 3 Hino 4 MAN
32 – TWA 11 & 12 | 2011
5 6
7
8
9
10
5 Hyundai 6 Power Star 7 Mitsubishi8 TATA 9 UD 10 Scania
optimised, although some will be seen as
logical developments of aggregates used in
earlier models.
The new Actros has been subjected to five
years and around 20 million kilometres of ‘real-
world’ testing, in areas as diverse as the Arctic
Circle and South Africa. The design life of the
engine before major overhaul has been set at
1.2 million kilometres.
in G211 or G281 versions. This has permitted
the use of a steering-column-mounted trans-
mission control stalk, providing unimpeded
cross-cab movement and removing the need
for any holes in the cab floor for gear linkages
or cables, which assists with cab insulation
from heat and noise.
The Powershift gearbox now incorporates
a crawler function, enabling slow-speed
manoeuvring without accelerator inputs, and
is available with various optimised software
programmes to suit differing application
profiles.
Front uspension options are steel or air,
while the Mercedes-Benz HL6 hypoid drive
rear axle is air suspended. The optional three-
stage engine brake delivers 400 kW (544 hp)
of retardation, while an optional water second-
ary retarder can provide an additional 750 kW
of braking force. The European market Actros
is available in 4x2 and 6x2 versions, with the
non-driven rear axle positioned either ahead
of or behind the drive axle. Available fuel tank
capacities range from 290 to 1 300 ℓ.While this new Actros is state of the art
in every way imaginable, it does present
as a less radical step forward than did the
original bearer of the name back in 1996. The
first Actros was greatly admired, but suffered
some early marketing setbacks because of its
advanced specification, and Daimler will have
been careful not to repeat that situati on.
Despite the carryover
name, the manufacturer
insists that this is a clean-
sheet design, with every
feature and component
camshafts, four valves per cylinder, three-
stage 400 kW (544 hp) exhaust brake, asym-
metric fixed-geometry turbocharger and twin-
cylinder air compressor. Euro 6 compliance,
compulsory after January 2013, is achieved
through a combination of cooled exhaust gas
recirculation, particulate filter and urea-based
selective catalytic reduction.
Mercedes says that more than 2 600 hours
of wind tunnel development have gone into the
new Actros design, and that this has contrib-
uted significantly to improved fuel economy
outcomes. Intended exclusively for line-haul
operation, the new Actros offers no less than
seven cab configurations.
Five of these feature a completely flat floor to
facilitate crew movement within the cab, while
those with an engine ‘tunnel’ only have a nomi-
nal 170 mm of intrusion. The fully galvanised
cab is 2.3 m in length and options include four
roof and two width profiles, with the range-
topping GigaSpace version offering an internal
volume of 11.6 m³ and 2.13 m of headroom,
within an overall height of almost 4 m.
The other cab configurations are labelled
ClassicSpace, StreamSpace and BigSpace,
while a massage function will be available on
Mercedes’ in-house-developed driver’s seat
from 2012. The cab is fully aerodynamic
and the standard rooftop deflectors can be
adjusted to suit bodies and trailers of up to 4.6
m in overall height. The air management sys-
tem also controls the airflow under the vehicle,
while the wheel arches have been designed to
suppress spray and reduce wind resistance.
Driver assistance features include the new,
unique Proximity Control Assist system to
take the irritation out of continuous starting
and stopping in traffic jams, adaptive cruise
control, Lane Keeping Assist, Stability Control
Assist and Active Brake Assist. Crew com-
fort is enhanced through air conditioning,
automatic climate control and auxiliary air
conditioning.
Because of its defined long-distance mission,
it comes as no surprise that the new Actros
is only available with Mercedes’ Powershift
12-speed direct-top automated transmission,
TWA 11 & 12 | 2011 – 33
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TWA 11 & 12 | 2011 – 35
Gone green with speed
Some just talk while others get on and do. This is the story of one that does. By Tony Stone
than petrol or diesel. According to
the US Environmental Protection
Agency, CNG can reduce carbon-
monoxide emissions by 90 to 97% and nitro-
gen-oxide emissions by 35 to 60% when
compared with petrol and/or diesel. CNG can
also potentially reduce non-methane hydrocar-
bon emissions by 50 to 75%, while producing
fewer carcinogenic pollutants and little or no
particulate matter.
And, the cherry on the top is that CNG is
cheaper to buy than petrol or diesel.
One 2007 study in the United States found
that natural gas deposits are sufficient to sup-
ply 118 years’ of U.S. demand at 2007 levels.
Natural gas is similarly abundant around the
world. Essentially, it is as abundant as oil was
50 years ago, primarily because it has not yet
been exploited on a large scale. Such abun-
dance means that it is likely to cost much
less than oil.
“The NGV industry is mature and commer-
cially viable in many countries. More than
50 vehicle manufacturers are now produc-
ing factory-built, natural gas vehicles,” says
the International Association of Natural Gas
Vehicles’ secretary-general, Dr Garth Harris.”
Seems like it is the way to go.
Existing petrol or diesel engines may be converted to use CNG or LPG
PRODUCT NEWS
DHL, an international courier compa-
ny, recently opened the doors of its
new logistics facility in Midrand. On
the face of it there was nothing too significant
about this event other than appreciating that
it will enable them to achieve greater levels
of efficiency which, no doubt in the courier
business, is all important. However, after lis-
tening to their MD, Michael Druce, say a few
words, it became clear that they had in fact
achieved somewhat more than the obvious
process efficiencies of quicker turnaround
times. Their fleet of 15 VW Caddy panel vans
had been converted to run on either petrol or
compressed natural gas (CNG) as an alterna-
tive to petrol. And, to alternate between the
two fuels, all that is necessary is a flick of
a switch.
Natural gas vehicles (NGVs) that use com-
pressed natural gas (CNG) or liquefied natu-
ral gas (LNG), as a clean alternative to tra-
ditional fossil fuels are not new. Worldwide,
there were 12.7 million NGVs by the end of
2010.
Existing petrol or diesel engines may be
converted to use of CNG or LPG. An increas-
ing number of vehicles worldwide are
being manufactured to run on CNG,
including some of the major vehicle
brands – VW being one.
As a leading British motor group
says, there’s not much the Caddy can’t
shift. The powerful 104PS TDI PD
engine, with 250 Nm of torque, is
designed to take the strain and
get things moving. So you can
benefit from
the Caddy
van’s gen-
erous 724 kg
payload, or its
trailer weight of
up to 1 425 kg. Even
when fully loaded, the
Caddy is well balanced and
never feels out of control.
With front and rear anti-roll bars, supple
suspension and car-like handling, the Caddy
takes every road surface in its stride, ensur-
ing that both load and driver always arrive
safely. The Caddy is designed to more
than measure up to your expectations.
Packed with practicality, the load
compartment combines versatile
access with masses of load space.
In line with DHL’s target to
improve its carbon effi-
ciency by 30%, by 2020,
the company has cho-
sen to go the VW
Caddy, CNG route.
It is expected that
their fleet of NGVs
will reduce carbon
emissions by at
least 30 to 35%,
perhaps more.
CNG is much
c l e a n e r- b u r n i n g
Michael Druce, CEO, DHL
Specifications• SAE viscosity grade: 5W-30 Approvals• ACEA: E6 and E7• Cummins: CES 20077• MAN: M3477• Mercedes Benz: Approval 228.51
Tough molecules protect engineWith the effects of global warming ever more present, energy saving and emission reductions are hot topics. Increasingly, truckers are being drawn into the science of fuel and lubricants. But, there’s another justification – profit.
PRODUCT NEWS
Fuel is a huge input cost for truck-
ers, and because of this they have
to look very carefully at minimising
fuel and maintenance costs per
kilometer travelled. To do this,
they need to consider a number
of factors. Driver behaviour is
one, the condition of road infra-
structure is another, and climate
is an all-important factor. But,
the heart of the matter is the
truck’s engine. Precision engi-
neered, the engine will deliver
against expectation if it is well
maintained and if the right fuel
and lubricants are used. This
‘potjie’ brew demands that truck-
ers be a little more scientific.
LubricantsA heavy-duty diesel engine oil,
to lubricate the engine, needs
to work relentlessly in three
critical areas:
• Acid control – well-proven perfor-
mance additives help to protect
against corrosion from acids formed as fuel
burns.
• Deposit control – helps to keep the engine
clean for consistent performance and long
life.
• Wear control – keeps moving metal engine
surfaces apart for long engine life.
This requires a lubricant that meets the physi-
cal and chemical needs of an engine under
ever-changing conditions, no matter how hot,
cold, steep, dusty, muddy or extended a
trucker’s operations may be.
How does it do this?A well-constituted lubricant will con-
tribute to the efficient operations of
an engine by preventing hot spots,
which typically form when a poorly-
constituted lubricant breaks down.
Shell’s Rimula R6 LME has special
molecules that resist compression
and keep moving parts separated,
particularly in highly stressed areas of the
engine, and thereby reduce wear. This in turn
helps to control emissions and extend oil
drainage intervals, which results in less waste
oil and lowers fuel usage.
Low emissions - Emission control is not only
important to ensure that your vehicle complies
with legislative requirements, it also ensures
that your engine runs efficiently. For exam-
ple, blocked diesel particulate filters (DPF)
can actually increase fuel consumption. Shell
Rimula R6 LME is formulated to reduce levels
of ash and sulphur to help maintain the effi-
ciency of the latest, and future, engine tech-
nologies such as Euro 4 and 5 engines and
the coming introduction of the Euro 6 engine.
Mercedes-Benz, MAN and other original
Developed in close co-operation with leading engine and vehicle
manufacturers
equipment manufacturers (OEMs) have tested
Shell Rimula R6 LME for reduced sulphur and
phosphorus content and have given their nod
of approval.
Energy savings - The fuel con-
sumption of a vehicle is a signifi-
cant business input cost. Shell, in
developing its Rimula R6 LME
in close co-operation with lead-
ing engine and vehicle makers,
find that it not only delivers fuel
economy benefits, but also meets
the durability and performance
demands of the latest low-emis-
sions equipment. In trials carried
out on a fleet of trucks operating
for a leading UK supermarket,
customers confirmed that Shell
Rimula R6 LME realised up to
2.0% fuel savings over a 100 000
km oil drain interval, compared
with a typical 10W-40 oil.
Maintenance savings - Shell
Rimula R6 LME was developed in
conjunction with leading engine
makers and delivers exception-
al piston cleanliness in the latest engines.
Approved for long-drain application by
Mercedes-Benz and others, Shell Rimula R6
LME exceeded the piston cleanliness of the
reference oil by 25% in the MB OM501 engine
test. It has been tested to assist in achieving
long engine life and protection throughout
the oil maintenance interval. It also greatly
reduces ‘SAPS’ for enhanced catalyst/filter
compatibility when comparing OEM limits and
other competitors.
So, if you are a trucker on highway or in
heavy-duty applications, with fleets of varied
engine technology ranging between Euro 2,
3, 4 and 5 engine types, and for a wide range
of trucking and public transportation applica-
tions in modern, low-emission vehicles from
Mercedes-Benz, MAN, DAF, SCANIA and oth-
ers, then Shell Rimula R6 LME exceeds the
performance requirements of industry specifi-
cations such as ACEA E6 and E7, and is ideal
for vehicles fitted with DPFs.
36 – TWA 11 & 12 | 2011
PRODUCT NEWS
New ‘Swingbin’ design
Creativity and innovation are key attrib-
utes that infuse the value-add culture
at Top Trailers, a proudly South African
Get clever and conserve your fuel!
With petrol prices rising and October having been Transport
Month, now is the time to start conserving fuel. From the com-
mercial trucker trying to transport his load across the country to
the everyday motorist trying to get to work in the 21st century, we rely on
oil (petrol) for every aspect of transportation.
Brendan Horan, general sales and marketing manager: MiX Telematics,
says there are a number of simple things every motorist can employ to
conserve fuel. “It is in everyone’s interests to conserve our limited fuel sup-
ply and I would like to encourage motorists to adopt driving measures that
minimise fuel consumption,” says Horan.
The latest measurements confirm that the world’s oil and natural gas
supplies are running out more quickly than expected and it is predicted that
sometime between 2010 and 2020 the world’s supply of oil and gas will
fall below the level required to meet international demand, reaffirming its
global status as ‘black gold’. With this in mind, and
the ever-rising cost of petrol making it increas-
ingly difficult for the average consumer to
tighten belts and cut costs, “fuel-saving
measures could be our only option,” says
Horan. Horan offers the following top 10
fuel-saving tips for motorists:
• Change gears efficiently: Move up to
the highest gear as soon as appropri-
ate. When you drive slowly in a higher
gear, you’ll burn less fuel.
• Drive smoothly: Don’t drive
aggressively and avoid hard acceleration. You’ll burn up to a third less
fuel if you drive smoothly.
• Avoid sudden braking: Keep a good distance from the car in front of
you and avoid braking too hard as this will use more fuel.
• Make sure your tyres are properly inflated: Check your tyres regularly
and ensure that they are correctly inflated.
• Avoid over-revving your car: Don’t over-rev when you’re pulling away
or accelerating. Never ‘redline’ the rev counter.
• Avoid carrying excess weight: Empty your boot out now and again
and clear your car of unnecessary items.
• Switch off your engine when it’s not in use: Avoid excess idling – it
burns fuel unnecessarily. Turn the engine off until you need it again.
• Use air conditioning sparingly: Air conditioning puts extra strain on
your engine and can increase your fuel consumption by 8%. Rather use
your car’s internal ventilation system
where possible.
• Keep your engine well tuned and serviced: Service
your car regularly – a poorly maintained engine with
dirty spark plugs can increase your fuel con-
sumption by up to 50%.
• Avoid high speeds: High speed equals
more wind resistance equals greater fuel
consumption. Keep it slow.
“If we all work together and do our bit to
drive with fuel conservation in mind, per-
haps the next petrol hike or the next strike
will have far less of an impact,” con-
cludes Horan.
company that exhibited its newly designed side
tipper at the Johannesburg International Motor
Show in October this year. The company’s
motto, ‘The sky’s NOT the limit’, prompted
MD, Louis van den Berg, to partner with Johan
Kotze on his revolutionary concept for an inter-
link side tipper known as the Swingbin.
This new technology trailer has been added
to the existing side tipper link range and has
undergone stringent testing. The prototype
model performed exceptionally well under all
conditions and applications. The major differ-
ence between the traditional side tipper and
the Swingbin lies in the design and mechani-
cal operation of the bin. The designers of the
Swingbin claim it has many benefits, including:
• It tips at a third of the normal hydraulic pres-
sure.
• The floor is a separate part that can be
replaced, making relining of the bin less
expensive.
• The bin rotates only 50 degrees, compared
to the 135 degrees of a traditional side tip-
per.
• It is not limited to a 50 m3 load capacity.
• The Swingbin can be mounted on a standard
side tipper chassis.
• The existing hydraulic cylinders can be used
when doing the conversion.
It's not the car that is important, but how smartly you drive
TWA 11 & 12 | 2011 – 37
The Ford Kuga is a five-seater cross-
over vehicle that offers an elevated
seating position, a versatile interior,
dynamic on- and off-road ability and striking
styling. With its intelligent all-wheel drive sys-
tem, the Kuga is perfectly suited to changes
in road conditions. Traction is maintained by
automatically applying power to the wheels
that need it most, ensuring that you stay in
control no matter what the road throws at you.
An ingenious split rear tailgate means there
are two ways you can access the rear, depend-
ing on what you want to load or unload. If you
have something small to pop in the back or
you are in a restricted area you can simply
open the upper section of the tailgate.
When transporting something bigger, you
can open the tailgate fully. In addition, the floor
can fold completely flat, ensuring maximum
load space.
The Kuga conveys a sense of energy in
motion through Ford’s Kinetic Design.
Distinctive headlights, a contoured bonnet and
a large trapezoid grille create a powerful, icon-
ic profile that sets it apart. The pronounced
wheel arches, stylish air vents and muscular
shoulder line provide an energetic stance. The
sporty off-road look continues with the Kuga’s
front and rear bumpers, as well as standard
twin exhausts.
PRODUCT NEWS
New FAW at Truck & Bus Show
The new Ford Kuga The new Ford Kuga
The all new Ford Kuga
Chinese truck maker, First Auto Works
(FAW), previewed its new J6 truck-
tractor at the Johannesburg Truck &
Bus Show, which ran concurrently with the 2011
Johannesburg International Motor Show at the
NASREC.
The FAW J6 will officially be launched onto the
local market in the first quarter of 2012 and the
company believes the vehicle, which will com-
pete in the extra-heavy segment of the market,
will revolutionise the long-haul trucking segment
in South Africa while increasing FAW’s footprint
on the African continent.
FAW has a long history going back to 1953 and
is now one of the largest truck and bus makers in
the world, with 133 000 employees.
It already exports to more than 70 countries,
with its South African operation having been
established in 1993. The company says it is
investing R700 million in a new production plant
in the Eastern Cape, where construction is due to
start before the end of 2011.
Its current range of trucks, from a payload of
4.5 to 16 t, is assembled at a plant in Spartan,
Gauteng. The new facility will be used as an export
base for shipping trucks into Africa. This new
development will go hand in hand with the expan-
sion of the dealer network, while other products
are currently being tested to ascertain
their suitability for introduction to African
markets. The new 6x4 FAW
38 – TWA 11 & 12 | 2011
Road safety rules should be hotwired into everyone's thinking
TWA 11 & 12 | 2011 – 39
Pedestrian attitudesIf you can drive in Johannesburg, you can drive anywhere. Then again, that’s what every city says. But, in South Africa, dodging taxis and pedestrians is a daily car, truck or bus driver’s challenge.
Whether you live in the city or in a
rural area, what should be drummed
into your head are the words 'Look
right, look left and look right again'. These
words should be hotwired into every preschool
learner’s thinking.
Phrases such as 'Never step into a road
unless you plan to cross over at a zebra cross-
ing' and 'Green means GO and red means
STOP!' set the way for safety etiquette when
using the roads as a pedestrian. But, generally
speaking, it seems that people who come from
rural areas, where traffic is at a minimum, don’t
seem to understand the rules of the road or are
not taught these in school. There is a total lack
of understanding of the rule 'Give way to pedes-
trians' as this only applies at zebra crossings
and at street intersections where pedestrian
crossings are clearly marked. It does not mean
that pedestrians can cross roads anywhere
they want to, which they arrogantly do.
We have seen a sudden increase in pedes-
trian-related collisions in the past few weeks
and have attended to 247 pedestrian acci-
dents in the last month. One of the more
recent incidents occurred in Cape Town when
two pedestrians were struck at high speed
while walking next to the N1 highway near
the Okavango off-ramp. One of the men died
at the scene and the other was left with
various injuries.
Paramedics who attended the scene noted
that this specific area is known for high-speed
pedestrian accidents as pedestrians are known
to cross the busy highway at that point. On
the same day, the ER24 Discovery Medicopter
was dispatched to assist with the transporta-
tion of a seriously injured patient who had
sustained broken bones in both of his legs. The
35-year-old male was struck by a vehicle as he
was attempting to cross the R59 highway in
Meyerton, Gauteng.
Most of the fatal pedestrian accidents involve
pedestrians crossing a busy freeway at any
given time during the day. Contributing factors
such as a lack of education and alcohol abuse
may play a role in the large number of pedes-
trian-related vehicle collisions around South
Africa. ER24 would like to advise all pedestrians
and road users on the following precautions
when using the roads around the country:
• Always cross the road at a designated
crossing point such as an elevated freeway
walkway, a zebra or humped pedestrian
crossing or a robot activated crossing.
• Look right, left and right again to ensure
that all traffic has come to a complete stop
before stepping into the road.
• Wear visible or reflective clothing when walk-
ing, jogging or standing next to a road or
freeway.
• Motorists should utilise their headlights even
in daylight to improve visibility of pedestri-
ans, also giving pedestrians a better chance
of seeing a vehicle that may be approaching.
• Drivers should pay attention to their sur-
roundings and be pre-emptive to pedestri-
ans walking next to or on the roads.
As December approaches and the tempera-
ture rises, more individuals will be seen out-
side enjoying the weather. Slippers will be
swapped for running shoes and boots will be
swapped for flip-flops as joggers and beach-
goers enjoy the great outdoors. Drivers and
pedestrians should be mindful of one another
as an unexpected run-in may have devastating
consequences.
ROAD SAFETY
40 – TWA 11 & 12 | 2011
THE TAIL END
With only 22 cars per 1 000 peo-
ple, China is the world’s largest
auto market. In all, it has 62 million
registered passenger vehicles, and by 2020
this is expected to exceed 200 million. Of its
annual motor vehicle production, 56% com-
prises international brands such as GM, VW,
Hyundai, Nissan, Honda, Mitsubishi, Volvo,
PSA and Toyota. The balance of 44% is its own
local brands such as
BYD, Lifan, Chang’an,
Geely, Cherry, Haifel,
Jainghuai, Great
Wall and Roewe. In
2010, China exported
369 000 units. And
between 2011 and 2030, production is expect-
ed to grow eightfold. Without a doubt, this will
place a huge, added demand on the world’s
already limited oil reserves.
Nonetheless, these numbers provide an
insight as to why China, now the world’s sec-
ond largest economy, so voraciously consumes
Africa’s raw materials. It also exports its own
branded motor vehicles, and other products, to
Africa. South Africa, Africa’s economic engine,
holding position 28 in the world’s 2010 GDP
rankings, pales by comparison. In Q2 2011,
China cooled to a 9.5% GDP growth in real
terms. For the same period, South Africa came
in with a measly 1.3%. What is Interesting
is that China, a poorer country than South
Africa when measured against GDP per capita
by approximately 25%,
provides economic aid
to Africa. However, it is
estimated that by 2016,
China’s GDP per capita
will exceed that of South
Africa.
So, what is it that makes China so success-
ful? To the historian, post 1989’s Tiananmen
Square protests, China reflects the hallmarks of
a well thought out and executed Marshall Plan,
one that is led by a drive to educate its people,
especially in the scientific and technical fields.
China produces 500 000 engineers per annum,
compared to the USA which produces 150 000.
By comparison, and relatively speaking, South
Africa does even come close. Conversely,
Japan, for which the original Marshall Plan was
conceived, and which was rebuilt after World
War II (as was Germany) is hugely successful
– today the second largest producer of motor
vehicles in the world.
Digging a little deeper, if we take a closer look
at Asia and the Far East (India, ASEAN, China,
Japan and South Korea), we will observe that
they have large domestic markets, free trade
agreements and massive intraregional trade.
This, coupled with a competitive spirit, a pro-
ductive workforce and a focus on producing
quality products and services, produces a high
GDP growth rate – consistently.
And, herein is our cautionary warning: if we,
Africa and South Africa, do not beneficiate our
natural resources and compete on an equal
footing with China, we will be surreptitiously
duped, exploited and overrun by them. It’s a
case of Darwin’s ‘survival of the fittest’, and
China wants not just to survive but to dominate.
That much is very clear.
Beware the dragon
INDEX TO ADVERTISERSEmirates Sky Cargo IFC
Namgola Logistics 33
Caltex Chevron SA 38
Digicell OFC
MTU South Africa IBC
Linde Material Handling 22
OTT Technologies 11
SBV Services 14
Shell Lubricants OBC
Volkswagen South Africa 26
It was Sun Tzu who wrote the classic The Art of War. Applied in the commercial sphere, it's just as effective. By Tony Stone
It’s a case of Darwin’s ‘survival of the fittest’, and China wants not just to survive but to dominate
2010 Vehicle production volumesRank Country Passenger Commercial Total Population
1 China 13 897 083 4 367 584 18 264 667 1 339 190 0002 Japan 8 307 382 1 318 558 9 625 940 127 380 0005 Korea 3 866 206 405 735 4 271 941 49 773 1457 India 2 814 584 722 199 3 536 783 1 184 639 00012 Thailand 554 367 1 090 126 1 644 513 63 525 06221 Indonesia 496 524 205 984 704 715 234 181 40022 Malaysia 522 568 45 147 567 715 28 306 70028 Taiwan 251 490 51 966 303 456 23 061 68929 Australia 205 334 38 161 243 495 22 421 41724 South Africa 295 394 176 655 472 049 49 991 300
Note: Excludes three- and two-wheeled vehicles Source: International Organisation of Motor Vehicle Manufacturers
Dancing with the Chinese, Mercedes-Benz
(top left) and GM (top right)
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