Capital Equipment News June 2018

For informed decision-making JUNE 2018

All systems go for Volvo rigid hauler rollout

CONSTRUCTION VEHICLES: Built to spec

NAMPO 2018 REVIEW FINDING SOLUTIONS TO AGRICULTURAL PRODUCTIVITY WOES PAGE 24

ARTICULATED DUMP TRUCKS: Reconfiguring the ADT

SKILLS DEVELOPMENT: Tackling the skills shortage head on

ALL SYSTEMS GO FOR VOLVO RIGID HAULER ROLLOUT

construction news 32 Wacker Neuson launches two new excavators in the 3,5 t class 33 World investors look to Zimbabwe 34 FUCHS Lubricants SA officially opens new grease plant materials handling NEWS 35 At the forefront of new quality and health & safety standards transport & logistics news 36 Ctrack Drive for SMMEs 37 Managerial input should guide decisions to outsource logistics mining news 40 Eliminating the paper and pen checklist procedure 41 FLSmidth launches multiple sizes of its Buffalo Reclaim Feeder range Agriculture NEWS 44 SKF Agri Hub for harsh tillage cover 4 All systems go for Volvo rigid hauler rollout construction vehicles 8 Built to spec articulated dump trucks 12 Reconfiguring the ADT etra-heavy commercial vehicles 16 Efficiency is the sum of the details skills development 20 Tackling the skills shortage head on nampo review feature 24 Finding solutions to agricultural productivity woes Profile 28 Gaining ground THOUGHT LEADERSHIP 31 Three-step plan to improving construction safety 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 Total circulation Q1 2018: 4 136

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EDITOR'S COMMENT

OF SKILLS AND TRAINING

I was recently part of a media dele- gation that attended President Cyril Ramaphosa’s visit to Volvo Trucks South Africa’s assembly facility in Durban, where he commended Volvo Group Southern Africa for being one of the few companies with an understanding that it’s not enough to invest in factories, machin- ery and supply chains, but also in skills development. As you will see in this edition of Capital Equipment News , since 2015, Volvo Group Southern Africa has invested more than R86-million in apprenticeship training, the

automotive industry and disabled persons learnerships and internships. The company is planning to invest a further R25-million into the same initiatives during 2018. During the course of this year, the Swedish company will also establish a specialised Driver Training Academy to address the shortage of skilled drivers in the region, at an investment of R1,4-million. We should commend Volvo for its efforts in skills development for the youth of South Africa. The huge capital investments in this worthy cause are based on the company’s understanding that a successful company cannot exist if the society around it is failing. Bear in mind that South Africa’s unemployment rate currently stands at over 25%, with even higher rates for youth, at more than 50%, according to the World Economic Forum. It is critical that South Africa turns its fast-growing young population into a dividend rather than a burden. Education and training for future skills is a critical part of realising that potential. The root of unemployment is not only a lack of jobs; a key underlying factor is also the inadequately educated workforce. And this challenge is likely to increase in the coming years due to the Fourth Industrial Revolution, characterised by fast-paced technological progress combined with other socio-economic and demographic changes, which will further transform labour markets. According to the World Economic Forum’s Future of Jobs study, the result could be a net loss of over 5-million jobs in 15 major developed and emerging economies – including South Africa. These patterns may even be more intensified in other African economies, unless all key stakeholders start pulling together as a matter of urgency. While government, business and labour are starting to pull together to tackle the big elephant in the room – skills shortage – in order to reduce the scourge of youth unemployment, there is also need for a balance between honing attributes that have always been valued in the workplace

and learning to breed new skills the workplace needs, now and into the future. The Future of Jobs study highlights that skills demand will change significantly over the next five years, pointing at the importance of aligning education with skills needed in the labour force. The same view is shared by Professor Brian Armstrong, BCX chair in digital business at Wits Business School, who is worried that a lot of skills development initiatives being pushed at this stage are about the transfer of specific knowledge. He reasons that what is more important now is helping people help themselves to learn. There is need to harness the ability to reinvent ourselves over and over, thereby staying relevant in this fast-changing world. The skills development initiatives of the day seem to be executed with an industrial economy in mind, but we have since moved into an information economy, and it’s definitely time for a change. It’s difficult to predict whether, or when, these traditional skills will become obsolete, but I agree with Alvin Toffler’s viewpoint that the “illiterate of the 21 st century will not be those who cannot read and write, but those who cannot learn, unlearn and relearn”. At the height of the current technological revolution, the skills world is changing rapidly; technical skill and content are no longer enough. Both schools and technical training institutions should be able to develop individuals who are comfortable with complexity and not having the answers. The vast majority of what we now call knowledge work – routine, methodological and fact-based – will be done by computers. Not primarily because they are cheaper, but because they are faster, make fewer mistakes and scale quicker. In a world where repetitive tasks are strategies should aim to develop creative thinkers, innovators, risk-takers and problem solvers. Emphasising these attributes will help create a skills pool that is less vulnerable to automation. handled by technology and artificial intelligence, our skills development

Munesu Shoko – Editor

capnews@crown.co.za

@CapEquipNews

CAPITAL EQUIPMENT NEWS JUNE 2018 2

COVER STORY

ALL SYSTEMS GO FOR VOLVO RIGID HAULER ROLLOUT

Ahead of the southern African debut of the new Volvo CE-branded rigid haulers, Babcock, the exclusive regional distributor, says necessary preparations have been completed to ensure an unhindered rollout of the range into local mining and quarrying sectors during the last quarter of this year. By Munesu Shoko

F ollowing Volvo Construction of rigid haulers in April this year, Babcock has largely completed all the necessary legwork for the local rollout of the new rigid dump trucks (RDTs) in southern Africa. David Vaughan, MD – Equipment at Babcock, tells Capital Equipment News that it’s all systems go for the local launch, and the first units are expected to arrive in South Africa during the last quarter of this year. “We have completed the three legs of preparation – comprising investments into facilities to cater for the big-sized range, the necessary parts and components and the technical training – ahead of the launch,” says Vaughan. The first leg of Babcock’s preparation to become a rigid hauler distributor dates as far back as 2015 following the commissioning of its purpose-built sales, parts and service dealership facility in Middelburg, Mpumalanga, South Africa, which was officially unveiled in February 2016. The design of the facility allows for handling of space-hungry items such as larger rigid trucks and the relevant componentry. “The flagship facility in Middelburg was conceptualised with handling of large pieces of earthmoving gear such as the 100-t rigid hauler in mind. The size of the workshop bays, the cranage in the workshop and the entrances into these facilities, among other things, were all designed to handle large rigid dump trucks with ease,” says Vaughan. The estimated R100-million facility covers 30 000 m². The primary workshop covers an area of nearly 2 000 m² under roof and includes 12 x 9 m-wide work bays with two Equipment’s recent international launch of its Volvo CE-branded range

adjoining rows of six bays, all serviced by overhead gantry cranes. All bays have a ceiling of 9 m under hook, making it possible to service mega trucks, such as the 100 t rigid, bucket up. Ben Buys, technical director – Equipment at Babcock, says the width and height of the workshop can handle a dump truck of up to 300 t and a crawler excavator of up to 250 t. Buys says the Middelburg facility’s component workshop, purpose-built to cater for heavy items, will house the majority of the bigger componentry. “The facility will act as the distribution centre for larger componentry. The bulk of the sizeable components of the rigid hauler range will be distributed from here into the rest of southern Africa,” says Buys. The component workshop is a 198 m² facility situated adjacent to the workshop and the two facilities share a common tool store. It is serviced by a 10 t overhead gantry, making it ideal for engine, transmission and axle overhauls. Second leg The second leg of preparation for the rollout of the rigid range centred on in-depth technical training to allow the technical team to adapt from the Terex Trucks range to the new Volvo product. Bear in mind that the development of the new range relied heavily on the longstanding rigid hauler expertise of Volvo CE’s subsidiary, Terex Trucks, and will replace the latter’s current TR-Series. The Babcock team attended a two-week training session in Scotland to acquaint themselves with the technical nitty-gritties of the new range. The two-week training was not only meant for technicians, but also catered for product specialists and trainers,

who will replicate the training locally. “Because it’s a completely new product in our stable, we also brought in Volvo rigid hauler trainers here for a two-week period,” explains Buys. “We have already trained branch personnel, initially around areas where the new RDTs will be operating, such as Northern Cape, Gauteng and Middelburg, where the majority of the truck population will reside.” Buys adds that the all-new 105-ton R100E comes with two major components that are new to the Babcock team: the Cummins electronic engine and the shift-protected Allison transmission. Babcock has already undergone the necessary training and accreditation to be able to support the two components. Following facility and business inspections by both Cummins and Allison, Babcock has been appointed as an authorised service agent for the two items. The range The new Volvo rigid hauler range – which will initially be available with an EPA Tier 2 / EU Stage 2 emission regulated engine – comprises four models, the 45-t R45D, 60-t R60D, 72-t R70D and the flagship, all-new 105-ton R100E. The three-model

CAPITAL EQUIPMENT NEWS JUNE 2018 4

The new Volvo 100-t R100E rigid hauler has already undergone extensive product testing in South Africa.

D-Series – R45D, R60D and R70D – is based on Terex’s Truck’s TR-Series, but follows an in-depth engineering review, ensuring that the machines meet the standards expected from Volvo products in their target markets and segments. Improvements include greater visibility and safety systems, along with Volvo technical support and branding. The E-Series R100E is a completely new Volvo CE 105 (ton)-t (95-tonne) rigid hauler that combines a wealth of market and customer knowledge with proven components, new technologies and a striking new design – all providing a cost- effective and productive solution to fulfil the needs of today’s mining and quarrying customers. It is a totally new product, designed to meet the needs of today’s mining customer. The heavyweight is the largest hauler in the Volvo CE portfolio and comes with an industry proven, powertrain and drivetrain for the toughest of job sites. The V-shaped body lets you move more materials for less while the high strength, flexible chassis structure and hydraulics system deliver optimum machine availability. The ergonomically designed cab and superior suspension ensures operator comfort is as good as it gets. A key talking point is the new Cummins QST30 CAC electronic motor delivering

“Volvo Dynamic Shift is a fully automatic adaptive transmission gearshift system that ensures the optimal gear is always selected for whatever type of gradient the truck finds itself on. The transmission selects the right gear for the task at hand and this translates into greater fuel efficiency, while increasing the life of the driveline.”

David Vaughan, MD – Equipment at Babcock

“Because it’s a completely new product in our stable, we have brought in Volvo rigid hauler expert trainers for a two-week period to train our branch personnel, initially around areas where the new RDTs will operate, such as the Northern Cape, Gauteng and Middelburg.”

Ben Buys, technical director – Equipment at Babcock

TALKING POINTS

CAPITAL EQUIPMENT NEWS JUNE 2018 5

COVER STORY

Babcock’s flagship facility in Middelburg, officially launched in 2016, was designed to handle large pieces of earthmoving gear such as the 100-t rigid trucks.

883 kW of power, as well as the soft controls on the Allison H8610 ORS transmission. The electronic motor now speaks to the transmission, offering better shift protocols. “Because of the electronic motor, the shift protocols on the transmission are much smoother,” explains Buys. “Both the engine and the transmission are now down-shift protected.” Vaughan adds that there are several benefits associated with the new Volvo Dynamic Shift protocol in the transmission. “The shift protocol means that an optimal gear is always selected for whatever type of gradient the truck finds itself on. The transmission selects the right gear for the task at hand and this translates into greater fuel efficiency. It also increases the life of the driveline,” says Vaughan. Unparalleled backup Babcock’s preparatory initiatives ahead of the launch of the new Volvo CE rigid haulers are testimony of its unparalleled aftermarket support capabilities. Vaughan says the company’s philosophy is to support first and sell as a result of customer satisfaction. These efforts have already been acknowledged by both the principal, Volvo CE and the local customers. At a recent Volvo International Conference held in Portugal, Babcock was awarded the EMEA Best Dealer Volvo Services Award. The measuring tool of the award is an independent survey conducted by a Volvo-appointed company that seeks feedback from Volvo CE customers across the Europe, Middle East and Africa (EMEA) region on the aftermarket performances of their respective dealers. “Babcock consistently achieved higher scores than its competitors in many aspects of the survey. In essence, according to our customers, we are ticking all the right boxes

The R100E’s deep tapered profile in the load bin with

longitudinal V-shaped floor plates provides good load retention and low centre of gravity for operating on steeper mining slopes and load stability in all mining conditions.

conditions over the past year on selected sites. Vaughan is also encouraged by the timing of the launch of the new rigid hauler range, especially considering the improving mining sector and better business confidence in South Africa. Industry figures show that the rigid hauler market in South Africa was in the 150-unit region back in 2015, and due to tough market conditions, the market lost half of its value in 2016, which was a very tough year for the local capital equipment sector at large. In 2017, the market made a strong comeback to reach the 2015 levels. “Q1 2018 figures show a positive rebound of the market, and if the rest of the year continues in line with the performance of the first quarter, this year’s figures should exceed the 2017 total,” concludes Vaughan. ❂

when it comes to aftermarket service,” says Vaughan. “The award is particularly pleasing as it recognises all the initiatives we have put in place to be able to support our customers throughout southern Africa.” Positive outlook Vaughan is particularly excited about the arrival of the Volvo CE rigid hauler range, which he believes gives Babcock advanced tech to wrestle for a larger share of the southern African rigid hauler market. Bear in mind that southern Africa is regarded as one of the significant RDT markets globally due to its large-scale mining. Testimony to this is that Volvo CE recently chose South Africa as a testing site for the new R100E. The flagship hauler has already completed stringent product testing in local South African

CAPITAL EQUIPMENT NEWS JUNE 2018 6

CONSTRUCTION VEHICLES

For Hillary Construction, customisation was key in its decision to purchase Scania tippers.

Built to spec When faced with a decision to procure a fleet of construction vehicles, Hillary Construction did its due diligence, and it looked beyond the machinery itself in order to uncover every opportunity to gain a competitive advantage. A detailed specification of requirement, coupled with Scania’s ability to build vehicles to the construction giant’s exact needs, not only sets the quality and performance standards for the vehicles, but also provides the greatest scope to maximise usage and value for money. By Munesu Shoko

A s a diversified construction group, Hillary Consequently, a one-size-fits-all approach to its construction vehicle needs is out of question, and the ability to tailor vehicles to the construction company’s specific and wide- ranging needs is what has made Scania South Africa its supplier of choice. Trevor Freestone, MD of Hillary Construction, explains that there are several companies within the group. These include Hillary Construction, which specialises in road and general civil construction; Polokwane Surfacing, a specialist in road surfacing; Tswelopele Roads and Earthworks, a 100% black-owned company under the ownership of some of Hillary Construction’s employees; recently-formed Amalgamated Plant, tasked with the maintenance of the group’s equipment, as well as offering plant hire services; and Ya Rena Civils, historically a civil construction company now turned crushing entity. Construction’s equipment needs are very diverse to suit the different requirements in varied applications.

Hillary Construction is a big owner of capital equipment. It owns a huge fleet of road building gear, from compaction rollers, graders, excavators, loaders, dozers, through to milling machines and recyclers, as well as tippers for the earthmoving requirements. Polokwane Surfacing has four asphalt plants, six paving trains and a fleet of mainly Scania trucks which were specifically designed and built to its spec. To date, Scania has become the preferred tipper truck supplier. After running a competitor tipper truck range for many years, in 2013, Freestone, together with Eddie Simpson, Plant Operations Manager at Amalgated Plant, started investigating the 8x4 option for the company’s tipper range in their quest to maximise payloads. The previous supplier could not offer this solution locally, but only offered to import the units as special vehicles, which meant that Hillary Construction would have to pay a premium for its 8x4 vehicle needs. Good research ensures the right choice of equipment for the right jobs. During the search for a fitting supplier,

CAPITAL EQUIPMENT NEWS JUNE 2018 8

QUICK TAKE

To achieve the 17 m³ payloads, the company specified heavy duty axles; a front axle rating of 8,5 t, as well as 2 x 13 t drive axles with light hub reduction

For Hillary Construction, customisation was key in its decision to purchase Scania construction vehicles

15 m³ Alup-tip tipper aluminium load bodies

The six P410 8x4 earthmoving tippers run by Hillary Construction have been specified with 17 m³ TFM tipper steel bodies

17 m³ TFM tipper steel bodies

The 16 G460 8x4 units run by Polokwane Surfacing have been specified with 15 m³ Alup-tip tipper aluminium load bodies, allowing for a payload of 18 t. The trucks also pull 15 m³ Alup-tip tri-axle aluminium pup trailers, and the combination gives a 36 t payload

bear in mind that the procurement of capital equipment ties up money for long periods of time, and the longer the period, the greater the uncertainty and risk involved. Consequently, it must be done correctly the first time, as mistakes are not easily rectified. This is exactly Hillary Construction’s approach to its buying decisions. As Freestone reasons, like most things in today’s world, purchasing capital equipment for construction is becoming more complex. As construction companies strive to compete in a tough business space, the investment in new equipment takes on a more important role. Companies now evaluate everything that surrounds the vehicle in addition to the normal productivity and cost savings calculations already commonly used. For Hillary Construction, customisation was key in its decision to go with Scania. The company went on to purchase its first Scania vehicles in 2013. To date, Hillary Construction runs a total of six Scania P410 8x4 units, as well as a G460 6x4 lowbed truck and a G460 6x4 flatbed crane truck. Polokwane Surfacing runs a total of 16 G460 8x4 tippers. “We started with Scania back in 2013 with the first six units. By the end of 2014, we bought another fleet of 11 Scania 8x4s. The rest were purchased in 2016, with the exception of the crane truck which we bought last year,” explains Freestone. According to Simpson, the six P410 8x4 earthmoving tippers run by Hillary Construction have been specified with 17 m³ TFM tipper steel bodies. To achieve that, the company specified heavy duty

“Hillary Construction’s planning in terms of placing its orders for the custom built vehicles is excellent. Their project planning is brilliant, and it helps with lead times, especially considering the specialised nature of their vehicles.”

Theuns Naude, Segment Manager, Construction/Public and Special at Scania South Africa

“We have seen a huge improvement in our running costs compared with the previous range. Scania trucks come with modern technologies, such as the FMS telemetry solution, a set of services that connects our vehicles and drivers with the office, which gives us control over our business. It gives valuable insight into driving styles, productivity and economy.”

Trevor Freestone, MD of Hillary Construction

TALKING POINTS

which could not only provide an 8x4 tipper, but would be willing to tailor the truck to the last millimetre as per Hillary Construction’s spec, Freestone and Simpson came across Scania at an exhibition in Johannesburg. Freestone recalls that from the onset, the truck “was visibly of better quality than the competition”. However, the fact that

Scania would build the product to meet the company’s exact specifications, while playing a major role in guiding the end user, was the ultimate deal maker. Customisation is key In an environment where construction jobs are few and far between, and margins continue to tumble, it is very crucial to

CAPITAL EQUIPMENT NEWS JUNE 2018 9

CONSTRUCTION VEHICLES

“We needed a ridge vehicle that was robust and could endure the long-haul distances, tough underfoot conditions and could load these huge off-road payloads to meet deadlines without going the ADT route due to the massive cost difference between these two vehicles. Scania was the only OEM that was prepared to customise the vehicles to our specifications.” Eddie Simpson, Plant Operations Manager at Amalgated Plant

The 16 G460 8x4 units run by Polokwane Surfacing are deployed to haul asphalt from the asphalt plants to jobsites.

axles; a front axle rating of 8,5 t, as well as a 13 t drive axle with light hub reduction. “We also specified a steel front bumper, bearing in mind the arduous nature of the application. We specified a rear diff ratio of 3.96, which gives us the torque to pull heavy loads out of the borrow pits, but also offering us suitable cruising at 80 km/hour,” explains Simpson. The trucks offer an off-road payload capacity of 26 t, and on-road payload of 15 t. “We needed a ridge vehicle that was robust and could endure the long-haul distances, tough underfoot conditions and could load these huge off-road payloads to meet deadlines without going the ADT route due to the massive cost difference between these two vehicles. Scania was the only OEM that could customise the vehicles to our specifications,” says Simpson. Polokwane Surfacing spec The 16 G460 8x4 units run by Polokwane Surfacing are deployed to haul asphalt from the asphalt plants to jobsites, and are sometimes used to haul aggregate from the pit to the asphalt plant. “We have specified 15 m³ Alup-tip tipper aluminium load bodies on this range, giving us a payload of 18 t. The trucks also pull 15 m³ Alup-tip tri- axle aluminium pup trailers, and the combination gives us a 36 t payload. The limiting factor is the bridge formula that the Traffic Department uses to calculate

The company also owns a G460 6x4 lowbed truck and a G460 6x4 flatbed crane truck.

maximum loads between various groups of axles,” explains Freestone. Simpson explains that they specified an air suspension with an on-board weighing system. “In most instances, there isn’t a weigh bridge on most loading points to check the axle loads to ensure that we comply with the payload limitations, thus we requested for Scania’s on-board weighing system. With the air suspension, the system automatically changes the braking system to EBS disc brakes,” explains Simpson. To achieve the 18 t payloads on both the ridge and the trailer, Polokwane Surfacing specified a longer chassis, thus increasing the wheelbase, thereby helping with the bridge formula and increasing payload. “We specified a gearbox with the overdrive top gear and the Opti Cruise, thereby reducing the rpm needed when cruising and keeping the revs in the green band, thus greatly increasing our fuel

consumption,” says Simpson. Simpson adds that these units were specified with a rear diff ratio of 3.8:1, which offers the ideal ratio for cruising at 80 km/h at low rpm. “We also specified aluminium rims, which helps reduce tare weights, thereby increasing payloads,” he says. Happy hauling The Scania range has so far performed to expectations and Freestone is particularly impressed by the availability, which he says is “excellent”. The running costs, especially fuel consumption, have been good, although the two companies are continuously working hand-in-hand to further improve. “We have seen a huge improvement in our running costs compared with the previous range. Scania trucks come with modern technologies, such as the FMS telemetry solution, a set of services that connects our vehicles and drivers with

CAPITAL EQUIPMENT NEWS JUNE 2018 10

of our 10 m³ tippers we have. So, we are getting 40% more payload for the same fuel consumption,” explains Freestone. “We are looking at initiatives such as driver training, which we offer as Scania, and that will not only help further reduce fuel consumption, but also enhance the life of the truck,” says Theuns Naude, Segment Manager, Construction/Public and Special at Scania South Africa. Simpson expresses great satisfaction with the support from Scania. “The support has been very good. We are also happy with the fact that due to the nomadic nature of construction work, wherever we are working, there is somehow a Scania branch for the much needed support,” says Simpson. Naude is also equally impressed by the professionalism of Hillary Construction. “Their planning in terms of placing their orders for their custom built vehicles is excellent. They are not like other construction companies that get a job today and place an order today and expect the vehicle tomorrow. Their project planning is brilliant, and it helps with lead times, especially considering the specialised nature of their vehicles,” concludes Naude. ❂

Hillary Construction runs six Scania P410 8x4 tippers.

the office, which gives us control over our business. It gives valuable insight into driving styles, productivity and economy,” says Freestone. On the asphalt application, which is generally unloaded one way, the Scania G460 8x4s are consuming an average of 43 litres of diesel per 100 km, depending on terrain. This is in stark contrast with another truck range in the stable which

is about to be phased out, running at between 60 and 65 litres per 100 km, depending on terrain and type of haul. The earthworks tippers, the P410 8x4s, are running at about 13,5 litres per hour. “We are very happy with the consumption. Bear in mind that these trucks are equipped with 17 m³ TFM tipper steel bodies, and it’s the same consumption that we achieve on some

CAPITAL EQUIPMENT NEWS JUNE 2018 11

ARTICULATED DUMP TRUCKS

With a 28 tonnes payload and 18,6 m³ body volume, the Bell B30E 4x4 targets high production, all-season transport applications in the quarry industry.

Reconfiguring the ADT

Sharing the proven base of the company’s conventional three-axle 30-t B30E and the four-wheel concept of the flagship 60-t B60E, Bell Equipment’s two- axle B30E 4x4 ADT offers a cost-effective hauling alternative for operations that do not require extreme 6x6 off-road capabilities, writes Munesu Shoko , who recently visited the ADT specialist’s Richards Bay factory. I n a world where total cost of ownership Marketing Manager at Bell Equipment, the B30E 4x4 is a supplement to the company’s traditional 6x6 ADT range, providing an alternative to rigid dump trucks (RDTs) and tipper trucks. “While not possessing the same off-road capabilities of a 6x6, the is the difference between profitability and stagnation for capital equipment operators, they keep a keen eye on the cost per tonne of their assets. With that in mind, Bell Equipment is further revolution- ising the articulated hauler industry with its two-axle, B30E 4x4 solution that offers important cost advantages for operations that do not necessarily require the superior off-road capability of the 6x6 configuration. According to Brad Castle, Product B30E 4x4 still offers sound all-weather characteristics on undulating haulage roads and light terrain, thus making it a better fit than traditional RDTs and truck- trailer combinations in applications where poor weather conditions can cause work

CAPITAL EQUIPMENT NEWS JUNE 2018 12

Compared with that of the three axle B30E, the B30E 4x4’s outer turning circle diameter is 1,3 m smaller (at 14,6 m), which makes manoeuvring in narrow loading or tipping spaces easier and faster.

QUICK TAKE

The B30E 4x4 offers important cost advantages for those operations that do not necessarily require the superior off-road capability offered by the 6x6 configuration

stoppages due to safety considerations or necessitate more site maintenance,” explains Castle. In terms of applications, it is suited for small to medium-sized quarries with integrated aggregate production facilities. It also finds application in specific jobs where turning radius is a principal consideration, such as tunnelling. The solution also provides better manoeuvrability in confined materials handling areas or stock yards. Unpacking the B30E 4x4 The new two-axle truck is based on the 6x6 model B30E and shares the same front chassis and oscillation/articulation joint. “The B30E comes with a standard front end like the conventional B30E, but we have reconfigured the rear end to allow us to use drivetrain components similar to those found on our B40E 6x6, which allows us to forgo the middle axle,” explains Castle. With an identical payload to that of the B30E 6x6 of 28 000 kg, the major differences are the shorter rear chassis with a solidly mounted Bell 36-t axle and the newly-designed 18,6 m³ bin. Compared with that of the three axle B30E, the B30E 4x4’s outer turning circle diameter is 1,3 m smaller (at 14,6 m), which makes manoeuvring in narrow loading or tipping spaces easier and faster. “The payload remains the same as that of the conventional B30E 6x6, and the

Having one less axle means no tyre scuffing, which results in reduced tyre wear compared with a 6x6 configuration in hard ground applications

Not only does the tyre scuff compromise tyre life, it also damages the road surface, and therefore, the two-axle ADT reduces site maintenance requirements

The new B30E 4x4 headlined Bell Equipment’s exhibit at the recent Intermat 2018 in Paris, France

TALKING POINT

“Due to a shorter chassis, the whole body geometry has changed to a shorter, square platform, which results in a better target zone for loading.”

Brad Castle, Product Marketing Manager at Bell Equipment

CAPITAL EQUIPMENT NEWS JUNE 2018 13

ARTICULATED DUMP TRUCKS

idea is to provide a truck that moves the same payload and same material, but significantly lowering the cost per tonne in targeted applications. By removing the third axle, tyre scuffing is eliminated and parasitic losses are reduced. This reduces both both fuel and tyre running costs, ultimately providing lower cost per tonne of material moved,” explains Castle. The B30E 4x4 shares the same 240 kW Mercedes-Benz engine, six-gear Allison automatic transmission with integrated automatic retarder and a comprehensive package of productivity, safety and ease of operation features, as the conventional B30E 6x6. The features are based on real- time data collection by the truck’s sensors (onboard weighing, pitch/roll sensor, among others) and are controlled by embedded software in the truck controller. The brakes are a full wet brake system which offers reduced maintenance with rear axle inheriting the large wet brake unit of the B40E. whereas the heavier loaded 36-t rear axle uses 29.5R25 tyres, commonly found on the 40 t ADTs. With its oscillation joint providing a permanent point of contact of all wheels, and a well-balanced load distribution – empty 50:50; laden 33:66 – the 21,5-tonne Bell B30E 4x4 is said to prove itself far superior to rigid tippers or truck-trailers at undulating load and dump areas or in wet conditions. Thanks to the 4x4 drivetrain, the Bell B30E 4x4 can still safely operate in more challenging conditions than conventional rigid trucks, tippers and truck-trailer combinations. “Our 4x4 customers do not have to stop operations due to rain, and many of the B60 or B30 owners have been able to extend their normal operating season or even use the 4x4 ADT for stripping overburden,” says Castle. “Without the typical tyre scuff that a three-axle ADT experiences when operating on harder surfaces, the articulated two-axle concept guarantees substantial savings in tyre wear,” adds Castle. “Not only does the tyre scuff compromise tyre life, it also damages the road surface. Therefore, the two-axle ADT reduces site maintenance requirements.” Meanwhile, the short bin allows for optimal loading times for silo discharge or with wheel loaders, and is also compatible with the more typical excavator loading method. Capital Equipment News recently visited Bell’s Richards Bay factory to witness the production process of this niche truck. The front end is assembled as a standard Benefits abound The front tyres are typical 23.5R25,

Most important within tunnelling is the high manoeuvrability of the Bell B30E 4x4.

several years as there has been customers who have recognised the distinct benefits the configuration has to offer. However, the solution has so far gained prominence in Europe and North America than in the local African marketplace where Bell is still to deploy its first unit. However, the company says the acceptance of the company's flagship B60E 4x4 has exceeded its expectations and the wider market now sees the benefits of this configuration. “We look forward to this model and the B30E 4x4 growing from being niche products into well-recognised haulage solutions,” says Castle. Looking to the future, the company sees the potential to grow the 4x4 concept in different size classes. The positive customer feedback on both the B60E and the B30E 4x4 has led Bell Equipment to present the B45E 4x4 as an addition to its 4x4 range. The two-axle version of the B45E – with twin-tyres on the rear axle – is said to deliver all advantages of the 4x4 concept for payloads over 40 t. “It is envisaged that the model will become an alternative to 4x2 rigid trucks in medium to large quarries or mining operations,” says Castle. Castle believes that the B45E 4x4 will also be ideal for large infrastructure projects where sites are characterised by tighter turning circles. “Our new 4x4 quarry trucks provide a specific solution to a specific customer need and we look forward to both adding value to our customers and increasing our presence in the market,” concludes Castle. ❂

The wide opening scissors tailgate increases the volume of the B30E 4x4 to almost 20 m³ (SAE 2:1).

B30E 6x6 configuration which runs through the normal production line. However, the back end is run through the Specials department, which provides a specialised shorter chassis. “Due to a shorter chassis, the whole body geometry has changed to a shorter, square platform, which results in a better target zone for loading,” explains Castle. “With a typical square bin, it's easier for a loading tool operator to get the optimal load shape, resulting in a better fill.” To the future Bell Equipment has been offering the 30 t 4x4 concept to certain niche applications for

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EXTRA-HEAVY COMMERCIAL VEHICLES

Having undergone 16 million test kilometres in South Africa, the new Actros has been launched locally.

Efficiency is the sum of the details The new Mercedes-Benz Actros takes road efficiency to a whole new level with a design focus that sums up all the crucial details – lower total cost of ownership, safety and maximum uptime, writes Munesu Shoko .

H aving been launched in Europe as far back as 2011, the new Mercedes- Benz Actros has finally made its much-awaited debut in South Africa. The range builds on the success of the previous Actros family, which sold more than 25 000 units into the local market since the first introduction in 1998. Michael Dietz, Head of Global Marketing, Mercedes-Benz Trucks, says, unlike its predecessor, the new Actros will exclusively be available as a truck- tractor for long haul, distribution and hazardous goods, in both air and steel suspension. To cater for construction, off-road and specialised applications, Mercedes-Benz will be launching its new Arocs in September this year. Initially, the new Actros arrives in South Africa with eight new air-suspended models. Four 4x2 air-suspended truck tractors and four 6x4 air-suspended truck-tractors, as well as further steel and air-suspended truck-tractors will be making their debut during the second half of the year. As their new Actros rolls off the East London production line, what really makes the new offering tick? Major talking points abound. Jasper Hafkamp, Executive Director, Daimler Truck and Bus Southern Africa, explains that the success of the new Actros range will hinge on three major elements – reliability, efficiency and safety – and the sum of those details offers customers greater road efficiency. “Efficiency is the sum of the details. With several features that speak to lower cost of ownership, greater safety and maximised availability, we are offering our customers a new level of road efficiency,” explains Hafkamp. Efficiency in focus

QUICK TAKE

The vehicle was tested under extreme South African conditions at maximum 56 t loads and returned a fuel saving of 6%

The New Actros offers fuel savings of up to 7% on the Euro V and up to 4% on the Euro III

CAPITAL EQUIPMENT NEWS JUNE 2018 16

In an environment where diesel prices have gone up 42% between January 2016 and April 2018, Hafkamp states that fleet operators now have their eyes on lower total cost of ownership more than ever. He reasons that, based on a 6x4 long haul truck-tractor, available figures show that fuel makes up to 62% of vehicle related costs. As a result, there is particular attention on fuel efficiency on the new Actros. Dietz says low fuel consumption is ensured by three key factors, namely advanced fuel efficient engines, Mercedes Powershift 3 transmission and optimised aerodynamics. The new Actros is available in two new engines variants; the 12,8- ℓ 6-cylinder in-line engines available in Euro III and Euro V versions. The Euro III OM460’s new in-line 6-cylinder layout has been optimised and comes with higher torque at lower engine speeds. It is available in four engine output ratings from 360 hp (365 kW) to 450 hp (330 kW) and torque ranging from 1 800 Nm to 2 200 Nm. The OM471 Euro V’s common-rail X-Pulse injection system has the ability to boost the pressure from 1 160 bar in the common rail system to an injection of up to 2 700 bar in the individual injectors. This results in a fine spray pattern, leading to an optimised combustion cycle. As a result, the new Actros achieves up to 7% fuel savings on the Euro V version, and 4% on the Euro

Product programme

Active BrakeAssist4 warns the driver of imminent collisions with pedestrians and automatically initiates partial braking.

Long haul 6x4 Actros

Distribution 6x4 Actros

Hazardous goods

6x4 Actros

2645 LS – Euro III

2645 LS – Pure

2645 LS – Euro III

2645 LS – Euro V 3345 S – Euro III 4x2 Actros 4x2 Actros 1842 LS – Euro V 1836 LS – Euro III

4x2 Actros

1840 LS – Euro III

1842 LS – Euro III

TALKING POINTS

“Efficiency is the sum of the details. With several features that speak to lower cost of ownership, greater safety and maximised availability, we offering our customers a new level of road efficiency with the new Actros.” Jasper Hafkamp, Executive Director, Daimler Truck and Bus Southern Africa

Service intervals have been extended to 80 000 km on the Euro V, translating in up to 6% lower maintenance costs

“The Active Brake Assist 4 system – with Proximity Control Assist – initiates emergency braking if there is a risk of a collision. It is the world’s first emergency brake assistance system in the transport sector which can also detect moving pedestrians.”

The vehicle has a greater focus on safety, with five new safety assistant systems available

Michael Dietz, Head of Global Marketing, Mercedes-Benz Trucks

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HEAVY COMMERCIAL VEHICLES

in the wind tunnel, the truck comes with the most aerodynamic shape ever and a completely new cabin called the “StreamSpace”, which is standard on all long-haul truck tractors. “The windscreen has been further inclined to reduce aerodynamic drag. Roof and side deflectors guide and aid the flow of air over the cabin and trailer and thus ensure a smoother transition zone, reducing wind turbulence and aerodynamic drag,” explains Dietz. In a similar way, the side door extensions and air-horns under the cab are all precisely measured to reduce aerodynamic drag and turbulence. Another enhancement in the quest for aerodynamic optimisation is that StreamSpace cabs have no sun visor. This has been achieved without compromising the driver’s comfort by fitting all StreamSpace cabs with a dark tinted green sun filter band, which minimises sun glare. With both costs and uptime in mind, service intervals have been extended, leading to lower maintenance costs and less downtime related to maintenance. “Service intervals have been increased to 80 000 km on the Euro V, up from 50 000 km on the previous range, resulting in a further 6% reduction in maintenance costs. On the Euro III, we will stick to the 50 000 km service intervals,” explains Hafkamp. Safety matters There is a greater focus on safety on the new Actros, which also influences uptime. The new Actros comes with five safety assistance systems, and Hafkamp says these will come very handy, especially in the local environment where 14 000 people die every year on South African roads. The new safety systems comprise the Active Brake Assist 4, Attention Assist, Seat belt Monitor, Roll Control Assist and Proximity Control Assist. Of interest is the Active Brake Assist 4, which Dietz says is the next step from Mercedes-Benz’s tried and tested Active Brake Assist 3, and comes standard on all Fuel Specification models. With the new Active Brake Assist 4, accidents can be avoided at a speed of 80 km/h. “The Active Brake Assist 4 system – with Proximity Control Assist – initiates emergency braking if there is a risk of a collision. It is the world’s first emergency brake assistance system in the transport sector which can also detect moving pedestrians,” says Dietz. The outstanding feature of Active Brake Assist 4 is that it warns the driver of imminent collisions with pedestrians and automatically

Attention Assist alerts drivers when they begin showing signs of fatigue behind the wheel.

Lost revenue 3%

Finance 18%

Depreciation 12%

Maintenance 5%

Fuel 62%

Based on a truck tractor 6x4

III, compared with the predecessor. In the testing done in South Africa across different road profiles, a 6% fuel saving was achieved on the Euro V version. Hafkamp reasons that a 6% saving on fuel, based on current diesel prices, equates to a R11 520 saving over a 12-month period, which is equivalent to R270 000 worth of fuel savings over a four-year period. “We are bringing the Euro V to South Africa, and we are confident that the country is ready for it,” says Hafkamp. Combined with the new Powershift 3 gearbox, which is 100% made by Mercedes-Benz, this ensures best integration with engine and axles. “A key factor in efficiency is the fact that the drivetrain is from a single source. The engines, transmissions and axles are all

designed and manufactured by Mercedes- Benz, ensuring that components in the drivetrain are perfectly matched to each other,” says Dietz. The Mercedes full automatic 12-speed Powershift 3 transmission comes as standard, and is said to offer a best shifting strategy and faster shifting times than the predecessor. Mercedes PowerShift 3’s automatic choice includes a manoeuvring mode, automatic holding of gears downhill, rocking mode to free a stuck truck, EcoRoll to save fuel when heading downhill, and the choice of switching between three normal driving modes on every truck – even on the move. The third leg of efficiency is from the aerodynamic shape of the truck, which has been optimised in every single detail. Having been extensively tested

CAPITAL EQUIPMENT NEWS JUNE 2018 18

initiates partial braking. Using the 4 th generation of radar technology, it has been possible to further perfect range, resolution and reliability. A radar system detects moving obstacles in front of the truck while continuously calculating the difference in speed between the Actros and the vehicle in front. If the traffic situation does not change and an accident seems unavoidable, the driver first receives a visual warning, followed by an audible warning. If the risk of a collision increases, partial braking is initiated; in other words 30% of the full braking power

tested internationally in different operating conditions, such as Sweden and Finland where it was exposed to temperatures as low as -40°C and in South Italy and Spain, where temperatures were as high as +40°C. “The development process had to ensure reliable operation of vehicles under regional conditions, which called for special regional requirements to suit each region,” says Dietz. “For example, the vehicle was exposed to extremely high or low temperatures such as -45°C in Russia and 50°C in Saudi Arabia. The truck can operate efficiently in those varying conditions.” The Actros has covered more than 60 million test kilometres globally, doing 40 million kilometres of rough road testing and 23 million kilometres of durability testing. In South Africa, the new Actors covered more than 16 million test kilometres in different road profiles. “We had a very good experience during the local testing, where up to 6% of fuel efficiency was achieved compared with the predecessor range. We are confident that we have developed the most reliable Actros we have ever built in history,” concludes Dietz. ❂

is applied. If the driver still fails to react, the system applies the full braking power automatically. Meanwhile, Proximity Control Assist – which is standard on all Fuel Specification models –maintains the set desired speed similarly to the manner in which conventional cruise control works on free stretches of road. When the truck approaches a vehicle ahead, the speed is adapted automatically according to the set distance. The distance is set on the multifunction steering wheel. Roll Control Assist – also available as standard on Fuel Specification models – ensures the right level of vehicle damping for the situation at hand. It adapts and varies the damping hardness automatically to suit the current driving situation and road conditions. Sensors monitor the vertical movements at the front and rear axle, brake pressure, vehicle load, accelerator movements and road speed. Reliability is key Reliability has been another integral area of focus throughout the product development and production process of the new Actros. It has been extensively

“We are bringing the Euro V to South Africa, and we are confident that the country is ready for it.”

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