South Africa does not manufacture its own trucks. All vehicles weighing more than 3500 tons are imported from Europe, Asia and the Americas and comply with emissions regulations stipulated by the governments of their points of origin. As such, truck OEMs in this country are obliged to homologate these imported vehicles according to local specifications as prescribed by the Road Traffic Act (RTA) and the South African National Standards (SANS), formulated by the South African Bureau of Standards (SABS). This requires varying degrees of modification to the original vehicles to ensure compliance with local standards. On paper, all seems well, but in reality, there are gaping holes within the 'compliance infrastructure' as far as truck emissions testing is concerned. Paul Collings reports.
 

While SABS tests car and LDV emissions, it no longer has the ability (or will) to test large trucks for toxic emission levels.

We have Euro 4 diesel in SA, yet imported hi-tech trucks are down-spec’d to run on cheaper (Euro 2) diesel. Why?

Diesel engines in South Africa are bound by the European emissions standards known as 'Euro', which govern the limits of harmful exhaust gasses released from diesel-powered trucks. Currently, South Africa conforms to Euro 2 standards (while Europe is on Euro 4), which means that imported trucks from the world's leading OEMs have to be down-spec'd in order to function reliably on local diesel, which is of a relatively poor quality (a high sulphur level of 500ppm, as opposed to a Euro 4 level of 50ppm). 

With this in mind, FleetWatch asked local truck distributors a few questions related to the environmental impact of diesel emissions.

FW: What exhaust gas after-treatment devices are fitted to your latest models?

Volvo: We currently do not fit any exhaust gas after treatment as it is not required to meet the current Euro 2 emissions for South Africa.

International: None on 9800 and 7600 models. Some 7400 models have a catalytic converter depending on the engine that is fitted. 

Volkswagen: None is needed as our trucks are Euro 3 compliant, with after-treatment required only from Euro 4 onward. Also, after-treatment systems are costly, require infrastructural enhancements to all service related suppliers etc, and have negative impacts on fuel economy.

FW: What Euro spec do these trucks carry?

Volvo: Volvo SA complies with Euro 3 emissions which is one step ahead of what is required locally.

International: Engines in International trucks comply with either US EPA emission levels or Australian ADR. International 9800 trucks have a Cummins ISX engine which complies with ADR80. International 7600 trucks have either Cummins ISM or CAT C12 engines which comply with EPA99. International 7400 trucks directly imported have International DT466 or DT530 engines that comply with EPA99. International 7400 trucks assembled locally have International DT570 engines that comply with EPA04.

Volkswagen: Euro 3.

Nissan Diesel: Our model line-up complies with Euro 2 emission standards (i.e. no exhaust gas after treatment devices are fitted). However, our parent company already has products at Euro 5 level in production in world markets which can support this technology.

FW: Does SABS properly test these trucks for harmful emissions?

Volvo: SABS does not test the trucks for the emissions. There is no equipment available to test large diesel engines for emissions in South Africa. 

International: Emission testing is an expensive and complex process with different requirements for Euro and EPA emissions. SABS does not have the facilities to test engines to different emission levels. However, diesel engine manufacturers spend hundreds of thousands of dollars (or Euros) to ensure compliance in the USA and Europe. There are severe penalties imposed on engine manufacturers who are found to be contravening emissions levels as stated for different engines. 

Volkswagen: If they do not physically test the vehicles, SABS insists on the correct test approval documentation being submitted, in order to complete homologation.

FW: What obstacles stand in the way as far as the promotion of environmentally sound trucking is concerned in South Africa?

Volvo: Manufacturers and operators are currently able to sell and operate with engines not compliant with any emission standards since the compliance is not enforced. That is why it is easy for new manufacturers to enter the market. The fuel quality presently used is of a Euro 2 emissions standard and while ultra low sulphur diesel is available (50ppm), it is sold at a premium price and therefore is not widely used by truck operators. This ultra low sulphur diesel should manage to pass the Euro 3 and 4 emissions standards with the right specification engine. 

International: What would make life easier for all manufacturers would be to have fuel quality that would allow current Euro, EPA, ADR, or Japanese emission level engines to be used. This is obviously in the interests of cleaner air, but not in terms of vehicle cost to the South African transport industry as vehicles with higher levels of emission standards will cost more, both to purchase and to operate.

Volkswagen: From an environmental perspective, the higher the Euro spec/emissions level, the better. However, to help save the environment, law enforcement needs to be stepped up to crack down on those operators allowing their vehicles to continuously bellow out black smoke into our atmosphere.

Nissan Diesel: It isn't the automobile manufacturers who are slowing the progress of minimum environmental requirements and standards. It is the lack of support from the allied stakeholders, such as the petrochemical industry.

Local truck assembly plants are bound to strict quality management procedures, monitored by OEM and ISO officials. How many government inspectors know what a truck assembly plant looks like?

While some trucks from the Far East lead the way in emissions reduction and safety, other cheap imports are besmirching a proud history of trucking relations between SA and Asia.