Capital Equipment News January 2018

For informed decision-making JANUARY 2018

EXPANDING HAULAGE GAINS

ARTICULATED DUMP TRUCKS: Articulating in all terrains COMMERCIAL VEHICLES: Reiterating the appeal of automatics WASHING: Ushering in new washing standards

EARTHMOVING EQUIPMENT: UNLEASHING THE ULTIMATE TOOL

CARRIER PAGE 26

EXPANDING HAULAGE GAINS

TRANSPORT & LOGISTICS NEWS 34 Reiterating the need to outsource fleets for economic survival 35 Daylight+ improves alertness of truck drivers PARTS & MAINTENANCE NEWS 36 RFI keeps pace with fast-moving diesel injector technology MINERAL PROCESSING NEWS 37 EvoQuip launches new Bison 280 jaw crusher MINING NEWS 38 Volvo launches own range of rigid haulers 40 New SANY loader for mining 8 Articulating in all terrains COMMERCIAL VEHICLES 12 Reiterating the appeal of automatics COMPACTION EQUIPMENT 18 Rolling in new cutting-edge innovations WASHING EQUIPMENT 22 Ushering in new washing standards EARTHMOVING EQUIPMENT 26 Unleashing the ultimate tool carrier MATERIALS HANDLING 30 Lifting across multiple applications CONTENTS Capital Equipment News is published monthly by Crown Publications Editor: Munesu Shoko capnews@crown.co.za Advertising manager: Elmarie Stonell elmaries@crown.co.za Design: Anoonashe Shumba Publisher: Karen Grant Deputy publisher: Wilhelm du Plessis Circulation: Karen Smith PO Box 140 Bedfordview 2008 Tel: (011) 622-4770 Fax: (011) 615-6108 www.crown.co.za Printed by Tandym Print The views expressed in this publication are not necessarily those of the editor or the publisher. FEATURES REGULARS COVER 4 Expanding haulage gains ARTICULATED DUMP TRUCKS

Total circulation Q3 2017: 3668

http://crown.co.za/capital-equipment-news

EDITOR'S COMMENT

DAWN OF A NEW ERA?

T he southern African capital equip- ment fraternity is still facing tough challenges, and only compelling strategies to remain resilient in such a volatile economic environment will keep businesses – both end users and suppliers – afloat. Currently, corporates, investors and business owners are holding onto their cash, rather than reinvesting in new assets. The approach is the same when it comes to their capital equipment fleets – which results in extending the periods in which they sweat the existing assets. While this may seem like a cost-cutting initiative in the short term, in the long

term, prolonged use of any business asset, especially vehicles and equipment, has a knock-on effect on maintenance and service-related costs. This often results in increased major component failures as fleets depreciate. For OEMs and their dealers, this is a golden age of services, and to survive and prosper, the capital equipment supply chain is transforming into a service-centric sector, moving away from just supplying products to offering end-to-end solutions. Although companies still push products, there is now a bigger focus on delivering the value that customers get out of using those products, with more focus being placed on soft offers such as periodic inspections, lubrication, parts, maintenance contracts and telematics. Capital equipment sales are always a good measure of the state of recipient markets such as construction, mining and transport. For example, if truck sales are anything to go by, 2017 was really a tough year for the industry. The South African truck market took a knock, declining by 2,65% on the previous year’s results to 25 042 units sold. What are the prospects for the year ahead? Forecasts are crucial for all economic and business activity. While rebounding commodity prices have offered some reprieve, policy and regulatory uncertainty have frozen new investment in many southern African countries, putting businesses under immense pressure. In recent times politics have firmly trumped economics. There is a strong relationship between economics and politics because the performance of the economy is one of the key political battlegrounds. Many economic issues are inherently political because they largely depend on policy frameworks and the political will. But, recent political developments in South Africa and Zimbabwe are encouraging. A great deal is expected from

Cyril Ramaphosa who was elected as the president of South Africa’s governing party, the African National Congress. His election has brought some confidence, as we have seen the country’s currency strengthen and the stock market showing above average activity for this time of the year. Even credit rating agencies are getting a little excited, which is positive for the country’s economy at large. Across the border, Zimbabwe could also be on a much stronger growth path following the ouster of Robert Mugabe late last year. Once the “breadbasket of Africa”, the country has suffered decades of economic decline and it is encouraging to see that the new leadership is seeking re-engagement with the international community, though significant risks remain. The new president, Emmerson Mnangagwa’s apparent support for pro- business reforms are cause for cautious optimism after decades of mismanagement under Mugabe. While these political developments are cause for some optimism, there are also elections scheduled for this year in Zimbabwe, and next year in South Africa. Generally, there is always a wait-and-see approach whenever an election is looming as the uncertainty creates a lot of risk for any large capital commitments. On the other hand, it is also common practice for existing governments to splash a bit of cash, especially into infrastructure development projects, during the run-up to elections. However, these are often not sustainable projects, but rather short-term developments aimed at gaining some public confidence than anything else. It, however, remains to be seen whether these so-called favourable political events will have any meaningful bearing on economics for possible improved business activity. However, it is always encouraging to kick-start a year with a bit of confidence. b

Munesu Shoko – Editor

capnews@crown.co.za

@CapEquipNews

CAPITAL EQUIPMENT NEWS JANUARY 2018 2

COVER STORY

EXPANDING HAULAGE GAINS Following massive operational gains reaped since its decision to deploy Scania mining tippers at its limestone mining operation, PPC Slurry has further expanded its fleet with three more units, bringing to seven its complement of Scania Mining’s hauling solution, writes Munesu Shoko .

KEY TALKING POINTS

+3

A major improvement is the double hydraulic cylinder on the bin

PPC Slurry has expanded its Scania mining tipper fleet with three more units

Consequently, PPC Slurry is planning to place an order for two more units early this year to bring the total complement of its Scania mining tippers to nine. This is in line with the operation’s production targets. “As we will commission our new Kiln 9 this year, we will need to put 15 000 t of material through the crushers a day, translating into 1 000-1 200 t per hour. With the current range of 32 t Scania mining tippers, we will need a total of nine to meet these targets,” says Niemand. When the existing units reach their re- placement cycles, Niemand will, in future, look to acquire the recently-launched 40 t Scania G460CB8x4EHZ mining tipper units. The 40 t mining tipper will meet Slurry’s targeted production volumes with a total of seven trucks. For Niemand, a key benefit is the reduction of total vehicles operating on site, obviously with safety in mind. Meanwhile, getting rid of the few remain- ing rigid haulers on site will also allow Slurry to scale down its loading tools. The current generation of Cat 988 loaders will be scaled down to Cat 986 front-end loaders to suit the

To reduce carrybacks, the new body has been engineered with a “bath tub” effect, which allows for smooth flow of material

Close cooperation between all key stakeholders is a winning formula for all parties

I n a move that clearly underlines its complete migration from the use of conventional yellow metal haulers, PPC Slurry has further added three more units of the construction-type Scania mining tippers. The new acquisitions bring to seven the number of Scania’s G410CB8x4EHZ mining tippers operating at Slurry. Speaking at the handover ceremony of the three new acquisitions, Andre Niemand, technical advisor: Mining at PPC Slurry, re- iterated that the Scania solution has ticked all the right boxes for PPC Slurry, and it has become a haulage solution of choice for the operation moving forward. “Going forward we will stick to Scania’s mining tippers for

our haulage needs. The Scania mining solu- tion has lived up to the standard we want. Through continued consultation, Scania has managed to produce a durable and reliable solution that fits our bill,” explains Niemand. Niemand says Scania’s willingness to tailor the trucks to Slurry’s unique specifica- tions, and the lower total operating costs, were the major reasons behind the latest buying decision. He highlights that with as much a 20% saving on maintenance costs and massive fuel savings as high as 50% compared with the previous range of con- ventional yellow metal haulers, among other several benefits, the Scania mining solution has surpassed Slurry’s expectations.

CAPITAL EQUIPMENT NEWS JANUARY 2018 4

PPC Slurry has taken delivery of three new Scania G410CB8x4EHZ mining tippers.

size of the Scania mining tippers. This trans- lates into reduced fuel consumption, due to the smaller size of the loader, while a major saving in the upfront capital cost is very ap- parent. Key improvements Following extensive consultations, facilitat- ed by the more than customer-supplier re- lationship which Charnie-Lee Adams-Kruger and Ruben Govender, key account managers – Mining at Scania South Africa, have forged with Niemand and his mining crew at Slurry, several improvements have been made to the new tippers recently delivered to PPC Slurry. The major improvement revolves around the bin, which was previously a major con- cern on the early Scania units delivered to Slurry. Staying true to one of its core values of providing solutions to its customers rather than a mere product, Scania South Africa, together with Slurry, consulted with several of Scania’s body builders. A host of specific design alterations on the body were made to meet both the OEM’s and Slurry’s specific needs.

The projected life of the body has been improved through addressing all stress points in the bin.

“One of the key drivers for this sale was the inter-action between all the key stake- holders, including Scania, PPC Slurry and the body builder. We invited the body builder to site to study the operating conditions at Slurry, which ultimately informed the design process of the bin. Bearing in mind that this is a mining application, there was need to choose correct partners because productivity

is the most important thing,” says Govender. “We had the coordination of all critical role players to be able to offer a custom-built solution to Slurry,” says Adams-Kruger. “We have just delivered a bespoke solution to the customer. This vehicle is specifically suited to Slurry’s operating conditions and may not necessarily be easily deployed to any other operation. This was designed with the needs

CAPITAL EQUIPMENT NEWS JANUARY 2018 5

COVER STORY

PPC Slurry and Scania South Africa recently celebrated the delivery of the new Scania mining tippers.

One of the major improvements is the provision of a double hydraulic cylinder, which addresses safety concerns relating to the instability of the bin.

of the specific customer in mind,” says Ad- ams-Kruger, adding that Scania Mining does not produce a mining vehicle, “we produce a mining solution”. Key improvements As Govender explains, the first major im- provement was the enhanced substruc- tures of the bin to be able to absorb the impact of the material thrown into the bodies. “The material used is suited to real heavy duty mining. The projected life of body has also greatly improved through addressing all the stress points in the bin,” says Govender. According to Niemand, this approach will allow the new bodies to last longer than the previous ones. “The bin has been made stronger and we believe it will last between two and three chassis,” he says. A second major improvement is the provi- sion of a double hydraulic cylinder, moving away from a single-cylinder approach on the previous versions. “The dual hydraulic cyl- inder approach has improved both speed of tipping and stability, mainly addressing the customer’s safety concerns around the single hydraulic cylinder,” says Govender, adding that this stops any side movements or side articulation of the truck body. Meanwhile, to reduce carrybacks, the new body has been engineered with a “bath tub” effect, which allows for smooth flow of material. The new bins also come with a new tailgate design. The previous buckets didn’t have a tail end, and when tipping at the crusher, there was a lot of spillage on the sides. With the new design, material is pushed far back and dumps at the centre of the crusher, doing away with flow spillage and resultant clean up duties. “Remember when you have this sort of spillage, at one point you need to stop the crusher to clean up, and the downtime related to that is just out of question,” says Govender. The innovative design features of the bin have already manifested themselves in a

number of gains for PPC Slurry. Niemand says the time it takes to tip with the new trucks has significantly improved, compared with the older versions. Cycle times have im- proved; it now takes a minute faster to tip at the crusher and come back for reloading at the loading point. Drivers are also much com- fortable with the double hydraulic cylinder, with no instability concerns to worry about. Growing together Scania and PPC Slurry’s relationship is a true reflection of the fact that gone are the days when equipment designs were based on a one-size-fits-all approach. PPC Slurry has been closely involved in the development of Scania’s mining solution in the local market, and Niemand believes that the lessons learnt here will help develop a solution that will eventually benefit the local mining fraternity at large. Anders Friberg, general manager – Vehi- cle Sales & Export at Scania South Africa, says PPC’s expansion of its Scania mining tipper fleet creates a good footprint for the OEM in its quest to grow this solution in the local market. “We are grateful to have some serious big customers like PPC. This is testimony that we are building that nec- essary credibility when customers such as PPC see value in our solutions,” says Fr- iberg. “We have created a partnership, not just a customer-supplier relationship. We sit around the table and openly and honestly discuss the strengths and areas of improve- ment,” says Govender. Niemand is also very impressed with Scania’s seriousness in growing its mining solution in the local market. “We have a monthly meeting with Scania. We open- ly discuss and iron out any problems we might have. One thing for sure is that these guys really walk the talk. Anything we sug- gest is quickly done. For us, that’s real ser- vice,” concludes Niemand. b

Charnie-Lee Adams-Kruger, key account manager – Mining at Scania South Africa (left), hands over the keys to Amos Mabetha, engineering manager at PPC Cement.

Ruben Govender, key account manager – Mining at Scania South Africa (left), hands over keys to Amos Mabetha.

Anders Friberg, general manager – Vehicle Sales & Export at Scania South Africa (left), hands over keys of the new vehicles to Amos Mabetha.

CAPITAL EQUIPMENT NEWS JANUARY 2018 6

HOWGOOD IT IS WON’T SURPRISE YOU. HOWMUCH IT SAVES YOU WILL.

Only a truly efficient truck can be economical. That’s why ours are engineered to not only be the strongest but also the lightest they can be, to deliver the greatest payloads, fuel efficiency and uptime on the market.

So can you have a truck that’s as impressive in a quarry as it is on a spreadsheet? YES YOU CAN .

ARTICULATED DUMP TRUCKS

If one needs a truck to work in all terrains, all weather, all of the time, the ADT is still regarded the best choice.

ARTICULATING IN ALL TERRAINS

In the area of haulage, the lower end of the ADT scale is seemingly under siege from an emerging new generation of mining tippers, but articulated hauler manufacturers believe there is a place for both solutions, though the ADT’s prowess in challenging underfoot conditions is hard to beat, writes Munesu Shoko .

I n haulage applications, a new genera- tion of construction-type mining tippers is emerging to challenge mostly the 20-30 t size classifications of articulated dump trucks (ADTs). As operators seek bet- ter economies of scale, tippers are claimed to be lighter, offering better fuel and tyre efficiency, as well as reduced maintenance costs than ADTS in the same class size. As construction-type tippers threaten to wrestle a bigger share of the ADT market, especially in the 20-30 t size class, or even 40 t range to some extent, does this class size of ADTs have a future at all? Michael Miller, Caterpillar Articulated Trucks Application Specialist, says models in the lower end of the ADT scale absolutely still have a future, adding that “we are

currently seeing growth in the sector”. “Machine application and utilisation is different between construction-type tippers and ADTs, and if you need a truck to work in all terrains, all weather, all of the time, an ADT is still the best choice,” says Miller. Pontus Evertsson, director of sales support for articulated haulers and GPE wheel loaders at Volvo Construction Equipment Sales Region EMEA, says the choice between a construction-type tipper truck and an articulated hauler all depends on the ground conditions. He reasons that construction tipper trucks are great if the terrain is easy, but as soon as you face sites with soft ground conditions, bad hauling roads or steep grades, construction-type trucks will reach their limits.

“Articulated haulers are designed for rough off-road conditions and require mini- mal haul road maintenance and can operate in all weather conditions and steep slopes. Due to the articulated haulers’ wide tyres, the low ground pressure makes it possible to operate in all conditions,” says Evertsson. Erik Lundberg, business manager – sub-Saharan Africa at Terex Trucks, believes there will be continued demand for smaller ADTs in the future despite the emergence of construction-type tippers. “When you com- pare ADTs to construction-type tippers, you will see that there is a significant difference in the capabilities of the machines. When an application calls for a true off-road truck, an ADT will always be preferable as this type of machine will be able to perform in conditions

CAPITAL EQUIPMENT NEWS JANUARY 2018 8

The 40-45 t size class is the most prominent range of ADTs for Volvo CE globally.

where construction-type tippers wouldn’t be effective,” says Lundberg. Brad Castle, Bell Equipment product mar- keting manager, says there is definitely a place for both of these types of trucks de- pending on the application. “In mines and heavy construction, the ADT is the only ma- chine that can do the job, so I don’t see tipper trucks influencing 30 t ADTs and upwards, in particular, because tippers have their limita- tions. In poor underfoot conditions, custom- ers need the off-road ability of an ADT,” says Castle, adding that even a 6x6 tipper truck won’t be able to replace an ADT because it can’t compete with the off-road ability that the oscillation and articulation of an ADT provides. Growth in sizes As construction-type tippers challenge for a share of the lower end of the haulage market, it is worthwhile to note the rapid progression in ADT sizes. Available specs show that in 2006, the smallest ADT was only 12 t, while the largest was about 38 t. During that year, most models were in the 20-30 t size classifications. By 2015, the smallest ADT was about 22 t and the largest was in the 50 t class size. The growth trend showed no sign of stopping by 2016 when units in the 60 t class size rolled

QUICK TAKE

Articulated haulers are designed for rough off-road conditions and require minimal haul road maintenance and can operate in all weather conditions and steep slopes

The choice between a construction-type tipper truck and an articulated hauler all depends on the ground conditions

There is general consensus that the 40-45 t is the most prominent ADT class size at this stage, demonstrated by the number of models in this range

ADTs may get bigger than the size of machines we are seeing now, but ease of transport, tyre choices and powertrain capabilities will likely dictate how large they may end up

40-45 t

off the production line for the first time. But, what are some of the reasons behind this progression in size over the years, especially the last decade? “Economy of scale is one of the main rea- sons behind the progression in size because companies want to be able to move more dirt

for less – to reduce their cost per tonne,” says Castle. “Being able to move the same tonnage with fewer vehicles also impacts on safety because there are fewer vehicles on site. Perhaps, most importantly though, has been the need for a larger ADT for all-weath- er operations. If you can move the same pay-

CAPITAL EQUIPMENT NEWS JANUARY 2018 9

ARTICULATED DUMP TRUCKS

Bell Equipment says the economy of scale is one of the main reasons behind the progression in size of its ADT range because companies want to be able to move more dirt for less – to reduce their cost per tonne.

Terex Trucks says when an application calls for a true off-road truck, an ADT will always be preferable as this type of machine will be able to perform in all conditions.

load as that of a small rigid truck, but with off-road ability, then you have a winning solution, and that’s what Bell offers with the B60E.” Lundberg says there are several reasons why machine sizes are increasing, and these include maturation of mines, leading to de- mand for larger mining equipment to be able to work larger scale mines; product develop- ment and technology, enabling OEMs to pro- duce larger machines; and mines and mining contractors are under pressure to supply higher volumes at a reduced cost, and this can sometimes be achieved by using larg- er equipment. “Growing global demand for commodities is also leading to larger scale mining and demand for larger equipment in general,” says Lundberg. According to Miller, the increase in capaci- ty at the larger end of the range is being driv- en by customer needs. “Our customers want higher productivity, lower owning and oper- ating costs, a lower cost per tonne, which all contribute to maximising the revenue per tonne. A larger ADT is the firm favourite when there is an emphasis to move material quickly and cheaply,” he says. The same view is shared by Evertsson, who says the strong demand from customers to lower their production costs is leading to larger size articulated haulers. “The down- turn in the mining industry is accelerating this request as it could easily mean a profit or a loss at year end. Lower cost per tonne is

easier to achieve with higher payload on the hauling units,” says Evertsson. He also adds that the unavailability of suitable size com- ponents, for example, tyres, limited OEMs to develop larger articulated haulers in the past, and this has since been addressed. Benchmark size While the ADT has grown to reach the 60 t mark, there is general consensus that the 40-45 t is the most prominent ADT class size at this stage, demonstrated by the number of models in this range. Lundberg agrees, saying that the biggest market is the 40 t class ADT and believes that this will continue into the foreseeable future. According to Castle, Bell has introduced a 45 t truck to close the gap between its 40 and 50 t offerings. He reasons that the 40 t offering has always been the benchmark truck in any market and Bell Equipment has sold more trucks in the 40-45 t class than any other size. “All major ADT manufactur- ers now offer a 45 t in their range, and this demonstrates that the market may be moving towards the 45 t because of the economy of scale. It’s also a versatile truck in that it can be used in both mining and general construc- tion,” says Castle. Bell offers its B40E and B45E in this class size. Castle says a key value proposition of this class of ADT is the tyre size, which is the most commonly available in the market for general mining applications. The road

transportation of these models is also eas- ier than the bigger units and most site haul roads are designed to accommodate this size of an ADT. Miller says the 40-45 t class remains the largest volume driver in the industry and the Cat 745 is Caterpillar’s most popular model. “It’s our most productive articulated truck the world over and is used in large scale engi- neering projects such as the Panama and Suez canals, the Galas road construction in Egypt and in some of the world’s biggest min- ing ventures,” he says. Caterpillar offers the Cat 740 EJ and the 745 in this class size. The 740 EJ is said to be unique to Caterpillar, because it is the only unit on the market that ejects material instead of tipping. This can be very effective if there are overhead height restrictions, a requirement to spread material or to eject on grades. “The key value proposition of these models are the integration of performance, productivity and operator features,” says Miller. According to Evertsson, the 40-45 t size class is the most prominent class for Volvo CE globally. Due to component unavailabili- ty in the past, this class has been the upper end of the articulated hauler market for many years before the arrival of Volvo CE’s A60H. Volvo CE offers two models in the 40-45 t size class, the A40G with the Volvo D13 en- gine and 39 t payload, as well as the A45G with the Volvo D16 engine and 41 t payload.

CAPITAL EQUIPMENT NEWS JANUARY 2018 10

Into the RDT space? While the lower end of the ADT scale is seemingly under challenge from construction-type vehicles, the heavier end of ADTs seems to be challenging the terrain where 60-80 t rigid frame trucks have always operated. What is the key competitive edge of the ADT over the rigid dump truck (RDT) in such applications that require this size of haulers? Evertsson says an articulated hauler can operate in all weather conditions – dry or rainy – without having the risk of sliding off the haul road. The year-round usage gives higher machine utilisation rates and higher annual production. “On new mining projects, you could design the haul roads differently – make them shorter with higher grades. This could lead to shorter cycle times and higher production with higher fuel efficiency,” says Evertsson. “Thanks to the low ground pressure on articulated haulers you could back up to the dumping edge and without using a crawler dozer to push the material over the edge. An articulated hauler is designed for uneven ground conditions with all- wheel drive – therefore you have no stress on the frame and structure of the hauler, combined with efficient drive combination for continuous production without stops,” adds Evertsson. Miller shares the same view, saying that ADTs can often operate in a wider range of weather and ground conditions. They don’t require the same level of haul road/load- ing area/tipping area maintenance as rigid trucks, and this also ties in with their ability to work on steeper grades. He, however, re- iterates that each machine type has its own benefits. Lundberg says when mining or quarry haul routes are well established, rigid haulers are the most cost-effective product choice for moving large volumes of material on long- term, continuous running cycles or projects. He says contractors prefer the lower opera- tional cost, via reduced maintenance and the durability of a rigid hauler that makes for an efficient lower cost per tonne. However, when insufficient haul routes/ roads are in place to support rigid haulers, then larger ADTs would be preferable. This is because of the all-wheel drive capability, which gives the ADT more traction in adverse road and weather conditions, allowing it to work on steeper grade inclines. “ADTs are more manoeuvrable, enabling the machines to work on smaller scale sites where limited space is an issue,” he adds. Castle says a rigid truck can move more earth but can’t operate in challenging under- foot conditions such as during heavy rains. “With a large ADT you have the best of both

KEY TALKING POINTS

Michael Miller, Caterpillar Articulated Trucks Application Specialist: “Machine application and utilisation is different between construction-type tippers and ADTs, and if you need a truck to work in all terrains, all weather, all of the time, an ADT is still the best choice.”

Pontus Evertsson, director of sales support for articulated haulers and GPE wheel loaders at Volvo CE Sales Region EMEA: “An articulated hauler is designed for uneven ground conditions with all-wheel drive – therefore you have no stress on the frame and structure of the hauler, combined with efficient drive combination for continuous production without stops.”

Erik Lundberg, business manager – sub-Saharan Africa at Terex Trucks: “When you compare ADTs to construction-type tippers, you will see that there is a significant difference in the capabilities of the machines. When an application calls for a true off-road truck, an ADT will always be preferable as this type of machine will be able to perform in conditions where construction-type tippers wouldn’t be effective.”

Brad Castle, Bell Equipment product marketing manager: “With a large ADT you have the best of both worlds – the benefit of being able to move more for less, plus all-year round productivity because of the high flotation tyres achieving maximum ground contact due to the oscillation and articulation provided by an ADT.”

worlds – the benefit of being able to move more for less, plus all-year round productivity because of the high flotation tyres achieving maximum ground contact due to the oscilla- tion and articulation provided by an ADT,” he says. Castle adds that an ADT generally has lower fuel burn and tyre costs. He says Bell has previously conducted some tests, run- ning its B60E alongside 60 t RDTs and found that the B60E had much lower fuel burn and its tyre costs are more cost effective. How big will an ADT get? Growth in sizes of ADTs has been ongoing for at least a decade now, and that trend is showing no sign of abating. Just how big will an ADT get in future? Castle believes a 2-axle ADT could potentially grow a lot bigger but doubts if it would be feasible for a 3-axle ADT to get much bigger than a 60 t truck, due to manoeuvrability, tyre scuff on the middle axle tyres and the steering cylinders performance. Miller is of the view that ADTs may get

bigger than the size of machines we are see- ing now, but ease of transport, tyre choices and powertrain capabilities will likely dictate how large they may end up. “The evaluation of loading tools and passes matched to larg- er ADTs will also likely be a consideration,” says Miller. Lundberg is of the view that OEMs will closely watch the progress of the recently launched 60 t ADTs before making any deci- sions on further expanding the size. According to Evertsson, the Volvo A60H is finding more and more acceptance in the market as Volvo CE has proven during demonstrations and also in intensive pro- duction environments that the 60 t behemoth keeps the promises and delivers the wanted results. “Often the job site conditions limit the us- age of bigger articulated haulers. For exam- ple, the turning radius is not given at certain banks in a quarry or even the receiving hop- per at the processing plant is not designed of larger capacity articulated haulers,” con- cludes Evertsson. b

CAPITAL EQUIPMENT NEWS JANUARY 2018 11

COMMERCIAL VEHICLES

AMT is the most popular style of transmission in extra-heavy long- haul trucks in South Africa.

REITERATING THE APPEAL OF AUTOMATICS

QUICK TAKE

The advent of automatic and automated transmissions in extra heavy-duty commercial vehicles is taking centre stage

The advent of automatic and automated transmissions in heavy-duty commercial vehicles is taking centre stage. We have seen several new truck launches in recent years going the automatic route as the appeal of automatics goes far beyond driver preferences, with uptime, fuel consumption, safety and maintenance costs, among the major drivers of increased uptake, writes Munesu Shoko .

early concerns, through strong R&D regimes, have been rectified. For example, last year UD Trucks launched its Croner, an all-new heavy commercial vehicle, and one of the major talking points of the new truck range is its automatic transmission option. Gert Swanepoel, MD of UD Trucks Southern Africa, says the automatic transmission is a game changer for the truck industry as it helps lower operating costs and downtime, bearing in mind that the traditional manual transmission is more susceptible to wear- and-tear, especially to its clutch in the long run. Elsewhere, Hino also went the full auto- matic route for the first time with the launch of its 500 Series at Futuroad Expo 2017. Some variants of this range are available with a choice of either a six-speed Allison 3000 or 3500 Series automatic transmission.

A utomatic transmissions are nothing new; they have been around in au- tomotive applications in one form or the other since the 1940s. But adapting them for use in heavy-duty trucks proved to be difficult for a variety of reasons – not the least of which was the inability of mechanical engines and transmissions to “talk” to one another and ensure optimal vehicle performance across an array of applications, road conditions and cargo/ payload configurations. However, the recent arrival of several new truck ranges with automatic or automated transmissions is testimony that some of the

CAPITAL EQUIPMENT NEWS JANUARY 2018 12

Scania has standardised its in-house automated manual gear changing system named Opticruise in all its trucks, irrespective of model or applications.

types of automatic transmissions available for heavy-duty trucks: automated manual and full automatic transmissions. When it comes to an automated manual transmission, better known as AMT, Alexan- der Taftman, GM Product and Marketing at Scania South Africa, explains that the gear- box still contains a frictional clutch and pres- sure plate like the manual transmission, but this is operated/controlled by an electronic clutch actuator (ECA), which engages and disengages the clutch. “AMT refers to a transmission that is similar to stick-shift mechanical/manual transmission, except that in an AMT a com- puter performs the clutch work through elec- tromechanical clutch actuation,” explains Swanepoel. While an AMT looks very similar to a nor- mal manual stick-shift gearbox, Prince high- lights that there are a couple of modifications inside the transmission. “The big difference is that your clutch action and gear selection are no longer in the hands of the driver,” says Prince, adding that AMT is the most popular style of transmission in heavy duty long-haul trucks. He reasons that probably 90% of all extra heavy long haul trucks in South Africa are driven by automated manual transmis- sions. The same view is shared by Rodney Selesnick, senior head of Sales at Everstar Industries, the local supplier of the Powerstar range of commercial vehicles, who says the long haul truck segment’s preferred choice is the AMT, as it limits driver fatigue, driver error and improves safety of the driver, others around and transportation of merchandise. Meanwhile, a full automatic transmission is significantly different to an AMT, in both its appearance and its functions. “In a full automated system, the gearbox does not contain either a clutch or a pressure plate. Instead, a torque converter is used, which directs oil flow within the gearbox to lock the gears to certain ratios,” says Taftman. “Instead of using a clutch to convert torque to the wheels, like in manuals or AMTs, a full automatic transmission uses several key parts such as a torque converter, valve body and hydraulic pump, which are not found in manual and/or automated manual transmissions. The automatic transmission

About 90% of all extra heavy long haul trucks in South Africa are driven by automated manual transmissions

A full automatic transmission is

Full automatic transmission is a winning solution in conditions where the truck needs to pull away with big loads on steep inclines and where a high rate of acceleration is needed

unequivocally the best transmission in arduous underfoot conditions

At the time of the launch, Leslie Long, senior manager: Marketing and Demand Planning at Hino South Africa, noted a growing move towards automatic transmissions in com- mercial vehicles, and was excited to finally have a product that addressed this growing market need. Understanding transmissions Duncan Prince, manager – Specialised Heavy Trucks Western Star & MB Actros SLT at Mercedes-Benz South Africa, says a transmission is designed to transform en- gine power into a speed that is appropriate to drive axles and eventually the vehicle’s wheels. There are three major types of transmis- sions available for heavy duty trucks, name- ly conventional manual or stick-shift style transmission, automated manual transmis-

sion (AMT) and a full automatic transmis- sion, all of which are different concepts. In a manual transmission, you have a clutch which the driver engages to select the gear, before releasing it for the vehicle to start moving. “Once the vehicle starts moving, the driver accelerates to pick up speed and depresses the clutch again, which essentially interrupts the power between the engine and the wheels to allow selection of the next gear up,” explains Prince. “When the clutch is disengaged, the engine gets connected to the wheels again and the vehicle picks up speed. With a manual transmission, the gear selection and the relationship between engine speed and road speed are entirely at the discretion of the driver.” Meanwhile, although the term “automatic” is used to refer to all non-manual gearboxes, it’s important to note there are actually two

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COMMERCIAL VEHICLES

Full automatic transmissions are hard to beat when it comes to start/stop applications such as city buses and refuse compactors.

shifts gears by hydraulically locking and unlocking the system of gears and does not depend on a clutch to change gears in the vehicle,” explains Swanepoel. Prince further explains that all the gearing in a full automatic transmission is done through planetary gear sets. “Each gear set in the transmission comprises a ring gear, planetary gears and a sun gear. You have the sun gear in the middle of the whole set up and then you have three/four/five planetary gears spinning around the sun gear. On the outside of this set up, then you have a ring gear,” explains Prince, adding that an automatic transmission uses a wet disk clutch in order to shift from one gear to the other. “The fundamental difference between a full automatic and an AMT is that a full automatic transmission uses a torque converter, which uses oil as the initial mechanism to transmit power from the engine to the transmission, as opposed to a conventional clutch,” says Prince, adding that a torque converter is a progressive way of applying power from the engine to the wheels. Early automatic concerns Early attempts to develop and introduce automatic and automated transmissions in heavy-duty trucks were met with less- than-acceptable results. “There was a perception back in the days that automated/ full automatic gear changing systems were less robust, more complicated to fix, more expensive to maintain and less fuel efficient,” says Taftman.

From a market point of view, Swanepoel says in the older days drivers were devoted to manual transmission, and even referred to it as a point of pride as they had control over the vehicle and its performance. This made the shift from manual transmissions to AMTs/ATs very slow. He also adds that the premium price that comes with the advanced technology of AMTs and ATs also contributed to the slow uptake. The limited range of gears in AMTs/ATs also made it difficult for immediate adoption due to performance requirements. From an R&D and OEM point of view, Swanepoel says general delays in getting the calibration, shift scheduling, sensing, actuation and electronics of the AMTs/ATs correctly to optimise the performance of the drivetrain made it difficult for consumers to immediately adapt to the new concept of transmissions. Selesnick agrees, saying that the first gearboxes had issues with performance and reliability. “With the lack of technology this made it difficult to get the optimal performance from the engine to the gearbox,” he says. Over the years, further improvements have since been made to enhance the systems’ performance. “Training and awareness continue to play a huge role in the acceptance of these technologies. People nowunderstand that optimised settings of the automatic/ AMT transmissions enhance better driving, comfort and overall performance of the vehicles,” says Swanepoel. “If one looks at today’s automated gear

changing systems, they are just as robust and reliable as any manual gearbox. In the majority of cases, they are even more efficient than a manual gearbox as the electronic control unit (ECU) changes gears in an optimised way, taking many different variables into consideration, such as road speed, engine speed, engine load factor and topography,” says Taftman. Major benefits The biggest advantage of a completely manual transmission is that it is just the cheapest to purchase, though it may not necessarily be cost-effective to run, argues Prince. “The argument can also be made that manual is the transmission that gives you the most control of the vehicle,” says Prince, adding that, however, this is debatable depending on how good the driver is. “A manual transmission with an outstanding driver can probably give you 90-95% of the performance of an AMT, but truth of the matter is that humans are never at their best always,” says Prince. When it comes to AMT, Prince reasons that probably the biggest reason for the migration to automated manual transmission on heavy trucks is that it gives better fuel consumption than manual transmissions. “If you are talking about extra heavy commercial vehicles, fuel can account for anything from 35% to 60% of your total operating costs. So, an AMT is a natural progression towards controlling the larger part of your operating costs,” says Prince.

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driver to be a good one, and allows a really poor driver to probably be slightly better than average,” says Prince. The same view is shared by Selesnick, who says the appeal of the AMT is that it can be driven by less skilled drivers, while ensuring less down time related to the replacement of manual clutch components. According to Swanepoel, the biggest and most noticeable benefits of the AMT are improved fuel economy and the lighter weight, which makes it easier for the vehicle to carry more loads (improved payload). “Another major advantage is the improved driveability, which results in less driver fatigue, especially in stop-start traffic situations,” says Swanepoel. Prince says a full automatic is unequivocally the best transmission in arduous, more difficult than standard applications. “50 years of practical experience prove that full automatic transmissions are hard to beat when it comes to start/stop applications such as city buses, refuse compactors, vehicles in mining/construction applications and fire/ emergency vehicles,” says Prince. Making light work of tough conditions In construction applications, with lots of starts/stops, often in muddy terrain with

Powerstar has introduced the AMT in its V3 long haul range.

Prince adds that the AMT basically offers better fuel consumption because the decision-making and the logic is consistent all the time, as it is not dependent on the driver’s mood of the day. “However, if you

have an excellent driver in a manually- driven vehicle, you may only see a fuel saving of 1-2% compared with an AMT. If you have a poor driver, fuel savings can go as high as 30%. An AMT allows an average

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COMMERCIAL VEHICLES

Hino went the full automatic route for the first time with the launch of its 500 Series at Futuroad Expo 2017.

high rolling resistance, automatic transmission is said to be the best. Taftman says there is definitely a growing interest for automated gear changing systems in the construction industry. “With the Scania Opticruise, there are specific features which are developed specifically for construction/off-road applications, such as the ‘Off-road’ and ‘Rocking’ modes. These make sure that the vehicle doesn’t get stuck or can climb obstacles without compromising all the benefits of an automated gear changing system,” says Taftman. Swanepoel is also of the view that automatic transmissions are indeed the most appropriate for construction applications due to the performance demands of the segment which requires robustness and reliability. “With lesser maintenance requirements on automatic transmission, there is reduced downtime and improved uptime, which is the main driving force in construction,” says Swanepoel. “The automatic transmission delivers excellent acceleration and when integrated with a retarder, it provides effective downhill braking which is a perfect combination for use in construction. It is for these reasons that most customers in construction prefer automatic transmission,” adds Swanepoel. According to Prince, the place where one requires an automatic transmission most is in arduous, difficult driving conditions characterised by frequent stop/starts, such as in construction and mining. He also says that the automatic transmission is a winning solution in conditions where the truck needs to pull away with big loads on steep inclines and where a high rate of acceleration is needed. “It is also a huge advantage when working in tough underfoot conditions, such as soft sands, for a simple reason that you don’t have to use the clutch to get the vehicle out of a hole, for example,” he says. Prince adds that the reason behind a strong uptake of automatic transmissions in construction applications is that this form of transmission is particularly ideal for short distance operation where acceleration is important, and the fact that there is non-stop power to the wheels is a huge plus. “A full automatic transmission shifts gears without ever de-throttling the engine or interrupting power to the transmission, which is why you have continuous power going to the wheels,” concludes Prince. b

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COMPACTION EQUIPMENT – ROLLERS

ROLLING IN CUTTING-EDGE INNOVATIONS

Research and development into compaction technology has concentrated on an array of focus points, including improving the power of machines, user and environmentally friendly designs and extending the range of applications on site, among others. The developments are part of a continuous process by OEMs to improve their product offering to meet the evolving needs of the end-user, writes Munesu Shoko .

A lot of research and development (R&D) has gone into the design and manufacture of compaction rollers in recent years as the product continues to evolve to meet the ever-changing needs of customers. Compaction rollers occupy a very important portfolio in the road making sector and their effectiveness on site is of utmost significance as contractors seek to

execute quality jobs, in time and within budgets. While the market for rollers in South Africa has slowed down for the past three years, there are still around 350-400 new units rolling into the market annually, according to Waylon Kukard, sales manager at Wirtgen South Africa. Andre Steenkamp, GM at Goscor Earth

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QUICK TAKE

Use of electronic measuring and computing technologies and of micro-processor controls has been a key focus point in roller develop- ment in recent years

As R&D continues apace, autonomous rollers are the next big thing in this range of equipment

The introduction of documentation systems as well as EDP and GPS supported machine controls has been another significant change and milestone in compaction rollers in recent years

South African roller sales down 15-20% year-on-year in the different ranges

About 350-400 new rollers are currently being sold into the market annually

Pneumatic Tyre Rollers (4-28 t); Smooth and Padfoot drum soil compactors (5-25 t); and VC Compactor with vibratory crusher drum (25 t). “We cover all compaction application fields from soil and asphalt compaction, as well as machines designed for special com- paction requirements such as on bridges and between buildings,” says Kukard. Bell Equipment, through its agreement with Bomag, offers vibratory compaction equipment for soil and asphalt. “For soil we have single drum rollers ranging from 7 to 32 t, also comprising of different drum configurations (smooth drum, padfoot, rock crushing and polygon drums). In each case there are different exciter systems available – circular exciter, directional exciter and oscillating exciter systems,” explains Johan Hanekom, product marketing manager: Bomag at Bell Equipment. For asphalt, Bell Equipment offers Bomag’s range of vibratory tandem rollers from 2,6 to 12 t and also offers a circular exciter, directional exciter and oscillating exciter. “We also offer a static 27 t pneumatic tyre roller (PTR) for asphalt compaction,” adds Hanekom. Steenkamp says GEM stocks SANY’s STR30 and the SSR120 rollers. The STR30 is a 3 t double-drum vibrating roller and the SRR120 is a smooth drum vibrating roller. “The STR30 is well suited for small paving as well as parking areas. The SSR120 is your typical road surface roller,” explains Steenkamp. SANY’s Tandem roller range comprises seven models, starting with the 3 t ranging through to the STR130, which is a 13 t roller.

manufacturers (OEMs) in this space, including Wirtgen with its HAMM range, Caterpillar, Bomag (supplied locally by Bell Equipment) and SANY (supplied by GEM), have, in recent years, continued to make great strides in technological advancement of their roller offerings. Extensive ranges There are various types of rollers used for compaction. According to Jon Sjoblad, Caterpillar’s marketing communications manager (Paving), Caterpillar offers many sizes/types of rollers to meet most appli- cation requirements, from utility work to large scale main line road or runway con- struction or site development. Caterpillar’s roller range comprises Static Tamping Wheel Soil Compactors (typically used in large scale applications where the machine can build up the speed necessary to optimise compaction performance); Vibratory Soil Compactors (used for all types of applications, site construction, road base construction, earth dams, among others); Tandem Drum Vibratory Rollers (used for asphalt road construction, commercial asphalt applications, and more); and Pneumatic Tyre Compactors (used for both soil and asphalt applications – they provide a kneading compaction action and excel at sealing the surface. They also work well for chip sealing.) Kukard says HAMM has the biggest range of rollers in the market with over 200 dif- ferent machine configurations possible. It offers the HD Compactline Ride-on rollers (1,5-4,5 t); large Articulated Tandem Rollers (7-14 t); Pivot Steered Tandem Rollers (7-9 t);

Moving (GEM), the local supplier of SANY’s earthmoving equipment in South Africa, says Single Drum Rollers have the lion’s share of the roller market, selling around 220 units per year, while Tandem Rollers roll out about 150 units per year and Pneumatic Tyre Roll- ers are in the 25 units per year region. “Roller sales are down 15-20% year-on- year in the different ranges. Roller sales are linked to infrastructure development. Government expenditure is very limited and in some provinces non-existent. The next month or two will be critical for government to realise a stable political environment which will pave the way for improved capex expenditure in 2018,” says Steenkamp. Meanwhile, several original equipment

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