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When all is said and done, the success of any transport operation rests ultimately on the efficiency and safety of the rig and its driver. The 'warehouse on wheels' has to carry as much payload as possible, at lowest possible operating cost, for the longest time possible; and it has to do all this safely. In order to achieve the best returns on their capital outlay, transporters need to choose the right 'tools for the job'. In heavy-duty truck transport, this means matching the right truck with the right trailer and load securing gear for the particular job at hand. There is much to consider if one is to achieve these goals and an in-depth knowledge of a whole host of subjects is essential, be they business, technical, or personnel issues. In essence, being a successful transporter means being a good matchmaker, managing complex relationships like a wizened old marriage guidance counsellor, writes Paul Collings in this Special Report on trailers and load securement.

The route to fitting a trailer to a truck tractor can be as simple as buying a second-hand semi-trailer and coupling it to a horse, but there will be no guarantees the trailer will best serve the application. It is for this reason that South Africa has a vital trailer manufacturing industry; transporters want to be sure that the trailer they're purchasing not only compliments their truck tractor, but that it has the lightest possible tare mass allowing for maximum legal payload, is strong enough to handle the terrain it will cover and that it is purchased at a favourable price. 

Satisfying a wish list of this nature requires an understanding of the relationship between truck and trailer as well as the dynamics of the trailer manufacturing industry, says Wolfgang Lehmann of ITI (Independent Trailer Inspection), a man with almost 30 years' experience in the trailer building business, much of that spent at Henred Fruehauf. "The trailer manufacturing sector is going through a boom period, along with the increase in truck sales," he says. "Truck owners have to wait four to five months to take delivery of a trailer because of the increase in demand on manufacturers. As a result, transporters are buying second-hand trailers to tide them over, rather than turn away from a contract because they don't have new trailers to do the job. However, to be competitive, they will invariably have to buy trailers that are technologically sophisticated and built specifically for their operation. This means forming a 'relationship' with a trailer manufacturer." 
 

Launched in style Volvo Southern Africa uses an imported ‘mobile hospitality’ trailer to add comfort to road shows and launches. The centre section slides back into line with the rest of the rig when traveling. Inside you’ll find all the amenities present in a modern home, including a bar counter.

Steel and blood
Unfortunately, we live in a world that thrives on conflict and profit seeking and the road transport industry happens to be one of our more competitive business arenas. Forming business partnerships is an inescapable reality if one wants to succeed in business and all entrepreneurs need to avoid the proverbial 'knot' they tie with business associates becoming a 'noose' around their 'neck'.

"A good transport operator knows what he wants," says Lehmann, "and chooses his trailer builder very carefully. He also monitors the manufacturing process of his trailer very closely, making sure specified components are fitted and workmanship is of the required standard. A good rule of thumb for the novice trailer buyer is to look at the factory staff making the trailer. If they look happy it means they're proud to be employees of that company because what they make is of superior quality and their employers not only treat them well but ensure their clients are satisfied too."
 

Securing major contracts with municipal services units requires manufacturing excellence and the right BEE credentials. Duncanmec is a preferred supplier to Fleet Africa, which manages the City of Johannesburg’s truck fleet.

Constructive transparency
If a truck is to be happily 'married' to a trailer, there can be no secrets between the trailer builder and the operator, as far as the rig and its workload are concerned, says Serco Engineering's Clinton Holcroft, financial director of one of SA's leading reefer manufacturers. "We go to every length to understand a client's operation to ensure the trailer we supply delivers a solid return on investment. We expect our customers to be clear with us as to what load and terrain characteristics the unit will be expected to handle. Having this transparency allows us to make the best trailer for the job. It might not be the cheapest, but it will offer competitive advantages to its owner and demand lower overall lifecycle costs."

Both Lehmann and Holcroft subscribe to the notion that price and design/spec considerations should share a 50-50 relationship. "The industry is being swamped by grey imports," says Lehmann. "Trailer manufacturers are fitting these cheaper components, be they axles, rims, landing legs or brake drums etc. but the reality is, they're just not suited to our operating environment. They actually end up being more expensive in the long run because they need to be replaced more often and they lead to excessive vehicle downtime." 

With the soaring fuel price, trailer designers are constantly seeking ways to lower CPK, explains Holcroft. "Lighter tare mass is being achieved using composite materials and aluminium. Reducing rolling resistance is another cost cutting avenue, achieved by fitting the right tyres and lift axles. Another trend is the move away from 6x4 trucks to more economical 6x2 models for less arduous applications."
 

Afrit Specialised applications like the quarry work depicted above demand specialised trailers, like these ‘road train’ side tippers

Getting the house in order
Despite the extensive legislation governing trailers, SABS does not have the manpower to ensure the trailer manufacturers are always fully compliant or abreast of latest regulations hence the need to deal with reputable manufacturers. 

Lehmann believes that the lack of skilled trailer-building artisans needs to be addressed immediately if the industry wants to improve its safety  record. "A trailer has a lifespan of 10 to 15 years," he says, "and generally, trailers are treated like the ‘donkey’ behind the horse. Old trailers need to be phased out and truck suppliers need to perhaps be more proactive in assisting operators with trailer maintenance. Surely there’s a competitive advantage to be had for truck OEMs who offer trailer repair services while the truck has work done on it?" 

Holcroft says that some transporters are not making enough effort to maintain their trailers in good running order. It is often said that the trailer cannot be spared, or the transporter has poor maintenance controls in place: "The industry really needs an accredited ‘trailer maintenance’ course to help upskill transport managers. There are simply too many trailers out there running with defects. Regular maintenance by skilled personnel will help prevent accidents and reduce warranty claims" 

Avoiding acrimony
Generally speaking, people do business in order to live full, happy lives, not to ‘screw’ their associates, but, as they say, the road to hell is paved with good intentions and as such, when you get your vehicles ‘hitched’, conduct the necessary ‘due diligence’ to ensure the ‘brides’ have the right ‘bloodline’.

Wolfgang Lehmann, Jack Webster and Paul Collings discuss trailer brake issues.

Avoiding acrimony
Generally speaking, people do business in order to live full, happy lives, not to 'screw' their associates, but, as they say, the road to hell is paved with good intentions and as such, when you get your vehicles 'hitched', conduct the necessary 'due diligence' to ensure the 'brides' have the right 'bloodline'.