South Africans have experienced a significant increase in the transportation of goods on our road network. The rail industry is facing several challenges, thereby increasing the demand on logistics companies for the transportation of road freight.
All stakeholders in the road logistics value chain are aware of the problems concerning road logistics that affect their industries. The road infrastructure is deteriorating rapidly due to overloading and poor maintenance. Furthermore, the large number of accidents attributed to heavy trucks is unacceptable.
Both road safety and road infrastructure are public concerns subject to strict regulation by governments, particularly when abused. Over regulation, road deterioration and high accident rates pose a significant threat to the long term sustainability and global competitiveness of the road logistics value chain.
Transport authorities have recognized that we cannot only rely on traffic enforcement to keep our roads and all our road users safe! The Government s National Development Plan has identified Public Private Partnerships (PPPs) as being essential in helping to deliver safer roads.
The ability of Government to reduce the road accident toll depends also on building up local partnerships networks, ensuring quality planning and implementation of road safety interventions, including monitoring and evaluation of implemented strategies
Public private partnerships provide opportunities for businesses to participate in enhancing road safety and to share their vision and expertise in a variety of road safety strategies.
Definition of RTMS
RTMS is an industry-led, voluntary self-regulation scheme that encourages consignees, consignors and transport operators engaged in the road logistics value chain to implement a management system (a set of standards SANS 10399:2012) with outcomes that contribute to preserving road infrastructure, improving road safety & increasing productivity.
This scheme also supports the Department of Transport s National Freight Logistics Strategy.
Users of road haulage (consignors and consignees) and providers of road haulage (hauliers) have jointly developed strategies aimed at protecting the road network, improving road safety and transport productivity for the benefit of the country s citizens and the industry itself.
The industry also recognises that poor compliance to transport regulations creates an unfair competitive environment. It is therefore felt that a self-regulation scheme is required to create standard rules for the industry, and that these rules should become the business norm supporting principles of good corporate governance. It is for this reason that industry is leading this initiative, to ensure its quick adoption by all businesses participating in the road logistics value chain.
Furthermore, industry recognises its critical role in the economy s growth. Efficient movement of goods between a country s centres of production and its shipping ports boosts competitiveness in international markets. RTMS is one of the innovative and pro-active initiatives that will make this possible.
The reality of Overloading in the Freight Industry
- Heavy vehicles play an important role in the economy, and are expected to remain a common sight on our roads in the foreseeable future.
- The relative damage to the road caused by any heavy vehicle axle load can be related to the damage caused by a standard 80 kN axle load. This relation is exponential, in that an axle carrying double the legal load may cause from four to sixty times as much damage as one legal load.
- Road pavement structures are designed to carry a given number of standard axle load repetitions. Overloading reduces the design life of these structures.
- Overloaded vehicles are estimated to be responsible for R400 million of unnecessary road damage per annum.
- Transport operators can play an important role in selecting road structure friendly vehicles. Improved liaison and communication must be developed between road engineers and transport operations managers.
- The overloaded heavy vehicle is a traffic hazard especially regarding the vehicle s braking system and the additional braking distance involved. This situation is further aggravated by steep downhill slopes and sharp curves in the road. Traffic accidents caused directly or indirectly by overloaded heavy vehicles are normally not included when the total cost to the country, caused by overloading, is calculated.
- All persons involved in the road transportation of goods, road pavement design and law enforcement should be made aware of the multifaceted impacts of road freight transport and overloading.
- Operators that continually overload their heavy vehicles affect the ability of operators that do not overload to compete on equal terms in the transport market Compiled by: CSIR, Roads and Transport Technology
What are the Key Focus areas of RTMS in the Freight Industry?
- Vehicle maintenance
- Driver hours
- Reckless driving
- False licenses (vehicles & drivers)
- Load securement
- Bribery & corruption
RTMC and Bus Operators
RTMS not only applies to the transportation of goods but also to passenger transport by our bus companies.
This standard is intended for all bus and coach operators. It is applicable to all types of operations including tourists, inter -city, urban and rural commuter, school, cross border, organised parties and other dedicated services all sizes of operations . Ref: SANS 10399-2012
Role players to consider include:
- Government shareholders
- General public
- Passengers and other road users
It is important to recognize the focus of RTMS in addressing amongst bus operators the following:
- Passenger optimisation
- Driver wellness
- Vehicle maintenance
Quality management of the operator processes Quality of the operator product
The RTMS Heavy Vehicle Management System
It is envisaged that the National Heavy Vehicle Management System will have standards on:
- Weight assessment systems
- Load optimisation and monitoring at consignee, consignor and transport operators
- Load securement
- Working conditions
- Social Health issues (especially HIV and Aids)
- Vehicle maintenance
- Training standards for operators (NQF)
- Advanced continuing training in: Driving, Vehicle operations and safety, Fleet management, Specialised vehicles
- Data confidential to participants unless otherwise agreed (without prejudice)
- Encourage broader participation at an industry level measurement allows industry to put pressure on non-complaint transport operators;
- Direction may be determined by National Standard requirements
- Use the data for value addition and research
Components of RTMS
It is envisaged that RTMS will offer support for implementation of the following components:
- Reviewed regularly and in line with latest technology and legislation
- Implementation guidelines
- Website for information dissemination
- Data sharing among participants
- E-reporting facility
Recognition and Concessions
- Recognition for participants
- Agreements with various partners on concessions for RTMS certified companies
- Brand promotion to create meaningful recognition among public and industry stakeholders branding allows certified operators to be recognised by road authorities, customers and the public.
- Co-ordination of projects that are selected by the RTMS stakeholders and are aligned to RTMS objectives
Research and technology
- A new programme aimed at research and technology innovation.
What gives the RTMS credibility and value?
Stringent adherence to:
- Legal payloads
- Driving hours
- Maintenance practices
- Documentation Control
- Training and education
- Risk assessment
What are the RTMS Standards?
- The National RTMS committee has compiled a five year strategy document, detailing the long term vision and goals of RTMS. This document can be downloaded at: Road Transport Management System1
- The following documentation pertains to transport operators, consignors and consignees:
- ARP 067-1:2007 (Road Transport Management Systems Part 1: Operator Requirements Goods)
- ARP 067-2:2008 (Road Transport Management Systems Part 2: Consignor Requirements Goods)
- ARP 067-3:2008 (Road Transport Management Systems Part 3: Consignee Requirements Goods)
These documents can be purchased at a nominal fee from Standards South Africa:
Tel: 012 428-6883
Benefits of RTMC as experienced by Logistics Company Barloworld
- Formal framework for all existing operational and technical protocols
Areas where improvements have been seen:
- LTIFR reduced from 2008 (4.9) to 2012 (0.3)
- Driving hours 0.58% (all not at risk)
- Maintenance practices 100% compliance
- Risk assessment internal risk audit score over 90%
- Being self-regulating has been well received by current and potential customers
Contracts have been awarded to BWL because of good internal risk and operational protocols and RTMS helped to bring this together.
Post RTMS accreditations have been obtained for the transportation of explosives and chemicals. The RTMS framework covers over 80% of these audit requirements.
The benefits are starting to come through in cost saving in all areas of our daily operations.
Transport operators who invest in becoming RTMS accredited are recognised for their commitment to responsible business through a series of concessions.
Current RTMS Status June 2013
- RTMS ARP s have been converted to a SABS standard (SANS 1395)
- SANS 1395 is closely aligned to ISO 39001
- RTMS section 21 company will be registered shortly
- Additional auditors will be accredited through SANAS
- RTMS boards will be changed on an annual basis and will reflect the year in the back ground
- Back office will be set up during 2013
- 5 RTMS workshops planned for 2013
- Special workshop to be held for the bus industry
- Currently over 3600 vehicles fall under RTMS (In 2007 when RTMS started 74 vehicles were accredited)
- SADC Cross border RTMS project will be run shortly in conjunction with South Africa, Zimbabwe and Zambia. On a portion of the North South corridor
On-going accreditation is subject to the successful completion of annual surveillance audits, which is why it s imperative that an operator implements RTMS in a sustainable manner. This also ensured the commitment of operators to continually achieve the objectives of improved road safety, the reduction of road crashes, optimised payload efficiency, maintenance of roadworthy vehicles and improved driver wellness and training.
RTMS certified operators have dedicated plans in place to focus on any areas of concern which will ensure continual improvements and enable them to maintain the highest standards in the industry for continued compliance.
Canadian Pacific Railway Limited (CP) has inked a multi-year deal with U.S. Silica Holdings, Inc. (SLCA1). According to the agreement, Canadian Pacific will exclusively provide freight solutions for shipping frac sand from U.S. Silica s new facility in Wisconsin. U.S. Silica the second largest domestic commercial silica maker is setting up a new frac sand mining and processing facility to connect with Canadian Pacific s rail network in Sparta, Wisconsin. The production facility is expected to begin operations in the first quarter next year.
Given the fact that Canadian Pacific is the only railroad that connects to Bakken, Alberta Industrial Heartland and the Marcellus Shale region, the increasing opportunity for energy products in these regions will also remain accretive for to Canadian Pacific s business. Higher movements of petroleum products, natural gas and frac sand for drilling activities open up lucrative opportunities for Canadian Pacific.
The company had previously projected that the Marcellus Shale natural gas production unit and Alberta’s Industrial Heartland, Canada’s largest hydrocarbon processing unit, to support its revenue through higher shipments in the upcoming years.
Additionally, Canadian Pacific s plans to improve train lengths and network in 2012 2013 will also support its new business opportunities. This year, the company intends to upgrade and install new sidetracks in key areas to support increased train length.
Further, in 2013, Canadian Pacific plans to increase train length by 11% on the trans-Canada rail routes. Enhancement of network capabilities over the next couple of years remain concurrent with its goal of enhancing capacity, safety and service metrics as well as increasing fuel efficiency by 1 2% over the long term.
Since 2008, Canadian Pacific s intermodal trains have grown by 40% to approximately 12,000 feet. Longer trains have resulted in increased efficiency in terms of capital inputs and have enabled the company to tap potential opportunities in the rapidly growing rail freight market.
Further, we believe that the company s decision to improve train length remains a key strategy given the emergence of new markets for rail intermodal services due to uncertainties surrounding truck freight. Additionally, growth in export coal and potash shipments along with the recent development in crude shipment has propelled the company to expand its capacity via longer trains.
To support these growth plans, Canadian Pacific projects long-term capital expenditures of nearly C$2.3 billion for 2011 2028, with an approximately $1.0 $1.2 billion budget for the current year.
Although these initiatives look attractive for long-term growth and provide a competitive advantage over railroads like Canadian National (CNI2), which operates on almost similar tracks, we believe heavy investments in new locomotives, technology and fuel recovery initiatives overlook the current economic outlook and stressed operating metric due to soaring fuel prices, thereby paving way for distressed margin performance in the near term.
Consequently, we maintain our long-term Neutral recommendation on Canadian Pacific supported by a short-term Zacks #3 Rank (Hold).
- ^ SLCA (www.zacks.com)
- ^ CNI (www.zacks.com)
- ^ CDN NATL RY CO (CNI): Free Stock Analysis Report (www.zacks.com)
- ^ CDN PAC RLWY (CP): Free Stock Analysis Report (www.zacks.com)
- ^ US SILICA HOLDI (SLCA): Free Stock Analysis Report (www.zacks.com)
- ^ To read this article on Zacks.com click here. (www.zacks.com)
- ^ Zacks Investment Research (www.zacks.com)
- ^ Zacks Investment Research (www.topstockanalysts.com)
A major percentage of deadly road accidents occur due to collisions with heavier automobiles. While a significant number of vehicle manufactures today make sure that basic crash worthiness of their product, it is acknowledged the crash worthiness features of the Volvo are par excellence. In truth it is often said that the crash worthiness features of Volvo is such that drivers of Volvo autos are careless in their driving! Volvo’s Research Center is in the forefront of a vehicle safety revolution that’s driving the market and causing other auto makers to build security devices into their automobiles. The tests conducted in this center are intermittently made public and this excites the contest strive with one another in providing security features in their vehicles. Volvo tests frontal crash worthiness by recreating real world frontal auto crashes. These tests are done to be sure that Frontal configurations are built to withstand frontal deformations and to include elements and parts that will forestall injury to occupants of the auto in a certain frontal crash. Research on side impact worthiness of Volvo vehicles imply that high riding autos like SUV’s and pickups are risky to other sorts of passenger autos they hit. The results also mention that, ladies more than men are influenced when a vehicle is hit from the side. The moving barrier was created to test the effect of a side impact. The barrier has traits of an SUV or pickup lorry and the result of the impact are recorded to enable the vehicle safety design team effective guards against impacts of this kind. Seat and head restraints tests on Volvo automobiles are conducted at the Volvo Research Center simulation shed. The whiplash wounds that are the result of rear crashes are also examined and acceptable safety measure are designed and built into the automobiles. Rear impact simulation tests are also conducted to be certain that safety is in no way compromised when the automobile is hit from the rear end. Crash worthiness tests also take into consideration the incompatibility and design variations in different sorts of autos that might be concerned in a crash. The geometrical mismatch between the different models is considered and provided for in the final design of the Volvo automobile. This significantly decreases risk to the occupant. Wounds to passengers in vehicles can also happen when airbags inflate in crash eventualities. The dimensions of the occupant, the seats position and the dimensions of the increasing airbag can be elements that create to deadly circumstances. Categorical instructions are also issued for seating youngsters in front seats. Low speed fender tests are undertaken to discover how fenders resist or bear up in a crash. Volvo fender test results are compared to the test results of fender tests on other automobiles. The best features of varied passenger auto fender designs are considered while planning the Volvo fender. Volvo is also working with world groups of insurers to refine the fender testing techniques. The publication of the outcome of fender tests by Volvo Research Center also excites healthy competition among the varied auto designers and brings into focus an area of vehicle safety design which is typically considered low concern. Nevertheless security devices don’t guarantee a hundred percent safety. They at best help lessen wounds. Drivers must follow traffic rules and take care that they don’t drive so clumsily that their actions cause accidents that can result’s tragic loss of life and limb.
See the rest here:
Safety Tips For Volvo Car Tests