UD Trucks – Going the Extra Mile since 1935Roads ISSUE 1 | 2015

Trucker Tips & Tricks Eating healthy on the road

Motors without borders A family business expanding into Sub-Saharan Africa

UD anniversary80 years of ultimate dependability

Dear friends,

Spring is in the air, a sign that nature is starting her cycle of growth again. I wish everyone a year of fruitfulness and prosperity.

This issue sees us launch the celebrations of an important year at UD, the 80th anniversary of the founding of our company by Kenzo Adachi. His innovative and hands-on spirit still runs deep in the company today, but his strongest legacy is his motto - still upheld by every employee at UD – “To satisfy each customer every day.”

Since its founding, UD has expanded around the world; our trucks are now working in all kinds of companies, from family-run SMEs to large international groups.

We visit Sankyu, a large multinational logistics group headquartered in Tokyo, and hear why they opted to constitute such a large part of their 1,000-truck fleet with UD trucks.

In South Africa, we meet the family-run Reddy Cargo Services, a local transportation company that is rapidly expanding across its borders and relying on UD trucks to carry goods on the rugged African routes.

When the global financial crisis struck, a lot of businesses suffered, especially in the transport sector. In Brisbane, Australia, we relive the tough times with a plywood company that has successfully rebounded and whose restructuring plans included replacing its trucks with UDs for daily deliveries.

Life on the road can be very demanding for truck drivers, and with so many hours behind the wheel there is little time to take care of health and well-being. Paul Mackin, a trucker and reader, has written to share a more healthy way of eating and working on the road. You can read his advice in our tips & tricks page. I would like to thank Paul for this wonderful contribution, and take this opportunity to remind you all that the tips & tricks page is yours, and we happily welcome your comments and suggestions at roadsmagazine@udtrucks.co.jp.

Until then, keep trucking!

Yoshihiro MurakamiPresidentUD Trucks Corporation

Shimizu TadahiroUD Trucks lead architect

Trucker Tips & TricksEating healthy on the road

Tradition Zen

JapanThe Sankyu spirit retraces an epic journey

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HistoryUD anniversary: 80 years of ultimate dependability

AustraliaLife at the Sharp end

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Fuel coaching systemA personal on-board coach

South AfricaMotors without borders

ISSUE 1 2015

Roads is published by UD Trucks Corporation www.udtrucks.com

Publisher Kenneth Hagas kenneth.hagas@volvo.com

Produced by

contact@alineaproductions.comTel: +86 139 111 55 788

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Motors without bordersText: Lesley Stones / Photos: Bram Lammer

Seizing opportunities in the sub-saharian mining belt, Reddy Cargo Services has developed from one truck into a thriving transcontinental operation.

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Customer s tory - South Africa

Arnold Reddy, founder and general manager, looks like he should be in movies rather than in a trucking

yard. In a fitted white shirt, designer sunglasses, jeans and a cowboy hat, he looks remarkably good for a man of 56. He launched Reddy Cargo Services almost 30 years ago. That holding company now has two subsidiaries: Reddy Logistics based in Zambia, and Ladies And Wheels, an empowerment division specializing in rail transport.

Together they handle everything involved in importing and exporting, from packing, hauling and shipping to all the cross-border paperwork

and tax payments.

Servicing clientsReddy pays extra attention to offering a good service, believing service is what makes a company great. Being a one-stop shop that can transport goods and arrange all the documentation is also a massive advantage. “If a client wants to import goods we can do all the customs and revenue services work and the shipping from overseas. Then we deliver it to the client in a door-to-door service.”

Importing and exporting is a complicated game though, and costly too, with the company bearing the

upfront costs until customers receive their goods and pay their bills. So Reddy now focuses mainly on pure transportation, moving goods for other clearing and forwarding agencies as a sub-contractor. “We maintain the clearing and forwarding business for our most loyal and biggest paying clients, but now our main business is trucking because clearing and forwarding needs a lot of money.” Reddy says.

Reddy Cargo Services has its own road bonding facility, a crucial asset allowing it to move goods in transit through South Africa to another country, such as imports heading for landlocked

Zimbabwe or Zambia. It also runs a bonded warehouse so goods in transit can be imported and exported without paying duties in South Africa. It operates a 13,500 square meter warehouse in Johannesburg and a 7,000 square meter warehouse in Durban, the country’s most active industrial port.

Expanding into the gapAbout 60-70% of Reddy’s business is with mining clients, but last year a protracted mining strike had knock-on effects across many sectors, ending the need for supplies to be trucked in.

“It was an exceptionally challenging

year for the transportation industry and a lot of companies went bankrupt. That left a gap in the market so we are taking that opportunity,” Reddy says. “Because we are still in business we are being approached by customers looking for well established companies that can survive tough economic conditions.”

Family ReddyLearning from his experience in his early career in transportation, when the company crumbled due to divided opinions on how to run a business, Reddy formed his core management team from within his family.

How it all startedArnold Reddy was born in Durban and studied history and psychology with ideas of becoming a teacher. But this was during the Apartheid, when anything other than a white skin was a disadvantage. Politics and a lack of cash colluded to see him drop

out of university and come to Joburg looking for work. After various jobs he joined a freighting company. “I developed my skills in the clearing and forwarding industry. But as the company employed more people, more diverse opinions of how to run the

business ensued. There was a huge fall out and 90% of the staff left,” he says. “I saw there was a demand for a good logistics company so I decided to go on my own. It’s the proverbial story about starting with one truck and building from there.”

“UDs are particularly good for fuel consumption. They are easy to drive

and very comfortable for a long haul. Their lifespan is long and they are easy

to maintain too.”Johannes Nhlapo, long-distance coordinator

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Customer s tory - South Africa

His daughter Nirsha is the financial manager, eldest son Sharlin runs the Zambian operations, and the third born, Duene, runs the cross border activities.

Nirsha graduated with a degree in accounting and opted to join the company her father had built rather than work for someone else. As the financial manager she knows the tough economy means the company needs innovative ways to find business and attract more customers. “We have to diversify,” she says. “Reddy Cargo Services and Ladies And Wheels are all about transportation, but we have branched out into warehousing, packing, unpacking and the distribution of hazardous chemicals. So we have built the infrastructure to attract new clientele. Now we are also making inroads into Africa because other countries are developing faster than South Africa.”

Building a dependable fleetRoughly a third of its 112 trucks are UDs. “When UD first started in this country it gave the other brands a very serious run for their money and was priced very competitively. We bought a batch of 440s and 490s and now we also have some Quons,” Reddy says.

“The UD performance is excellent and they are very dependable. Some have done a million kilometers and we haven’t had to touch their engines and they must be more than 10 years old.”

He anticipates winning more business after recently opening a new route between the Democratic Republic of the Congo and the busy port of Walvis Bay in Namibia. There are 23 trucks working that route and more on order.

Keeping it in the familyWhen it comes to employing drivers, vacancies are quickly filled because Reddy

Immediate goal: building a warehouse in Zambia’s copperbelt, capitalizing on the copper boom.

Home base

Future strategy

Exit cargo port from DRC, Zambia and Zimbabwe

Democratic Republicof the Congo

“Our concentration is on Zimbabwe, Zambia and the DR of the Congo. We want to build a huge footprint in Zambia and build an operation there like we have here. Through Zambia we can expand into Kenya and Namibia, because cargo coming from the landlocked DRC, Zambia

and Zimbabwe exits through ports in Namibia, South Africa or Mozambique,” says Arnold Reddy.

An immediate goal is to build a warehouse in Ndola in Zambia’s copper belt to capitalize on the copper boom.

Expanding further into Africa

Amos Mazibuko, truck driver

“For me UD is a good brand. It never breaks

down and it is very comfortable.”

Ensuring security and trackingTracking the vehicles across such remote and often dangerous terrain relies on GPS technologies and cellphones to show their exact coordinates. Here it helps to eradiate risks like drivers colluding with criminals wanting to hijack a load. Drivers are also monitored via diesel consumption and the toll roads, because after passing one toll the company knows how long it takes to reach the next.

Those methods make GPS monitoring a last resort and a grudge purchase, Reddy says. “The insurance companies insist on GPS so you are forced to engage those services despite their exorbitant fees. For highly sensitive cargos the customers want armed response as well, especially if you are moving copper through the DRC.” For copper runs, the company organizes a 10-truck convoy with armed vehicles ahead and behind.

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Customer s tory - South Africa

There are very few women in the transport industry, except those driving the HR activities. Arnold Reddy decided that wasn’t enough in a country where racism and sexism have determined people’s fates for decades. So he created Women And Wheels, a black economic empowerment scheme that took female admin staff and made them directors of a subsidiary sending cargo by rail.

That means Reddy Cargo Services now offers road and rail transportation,

with the two feeding off each other because trucks must be used to deliver goods to customers once cargo arrives at a railway station.

The financial director of Ladies And Wheels is Femida Naidoo. “For a woman, being given an opportunity is the most important part, because you still don’t find many female directors, especially not in this industry,” Naidoo says. “Now we are in positions where we have a bit more authority and status.”

Empowering Ladies And Wheels

Cargo Services’ existing drivers recommend their family or friends. But South Africa is notorious for road accidents, so drivers have their backgrounds vetted and are tested carefully.

Reddy owns 112 trucks, of which about a third are UD. Johannes Nhlapo, the long-distance coordinator, says UDs are particularly good for fuel consumption, which is a hugely important factor. “They are easy to drive and very

comfortable for a long haul. Their lifespan is long and they are easy to maintain too. We have tried other brands but they can’t always carry the loads we want to pull,” Nhlapo says.

Trucker Amos Mazibuko does routine runs between Johannesburg and Durban, sometimes daily, but usually three times a week. He drives truck number 104, a UD. “For me UD is a good brand. If you keep it nice you have no problems on

the road. It’s never broken down and it’s very comfortable,” he says. The longest trip is more than 3,000km up to the DRC, and that route sometimes has 10 UD trucks running on it.

Reddy is so happy with his UD fleet that he phoned the local agents in mid-March with good news. “We want to buy another five to seven 440 trucks for our cross-border operations,” he says.

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Customer s tory - South Africa

1955 • The very first UD engineThe Uniflow scavenging Diesel (UD) new technology brought remarkable power, minimized noise and a compact, lightweight design on this two-cycle engine. UD became a symbol of power and reliability.1955 • The UD logoFirst appearance of UD’s logo - symbol of a high-performing engine.

Texts: Jonathan Koch / Photos: UD Trucks

UD Trucks

1939 • LD1 the first diesel truckPowered by ND1 engine, the 3.5-ton payload LD1 completed in November 1939 was the first diesel truck of Kenzo Adachi.1939 • The legendary test driveTo test his new truck, he imagined an incredible 3,000 km test. The majority of Japan’s roads at the time were unpaved and the country was full of narrow roads and bridges. Kenzo Adachi, who wanted a truck that could handle any road, drove the truck himself on this challenging journey. The truck didn’t suffer any damage and opened an ongoing era of reliability and uptime for all UD trucks to come.

1958 • 6TWThe popular 6TW was presented in 1958 as a new type of truck boasting a 10-ton capacity, a first in Japan, and a maximum speed of 90km/h. The tough, rear-wheel drive 6TW was put to use in tough conditions such as dam construction sites in addition to long-distance transportation.The truck also found solid support in overseas markets with exports extending to Brazil, Spain, the Philippines and other countries, and started contributing to the development of infrastructure and logistics systems around the world.

1938 • ND1 the company’s first diesel engineRecognizing the advantages of the diesel engine during an industrial tour of Europe, Kenzo Adachi undertook pioneering work on diesel technology on his return to Japan. After 4 years of research and development, the Japanese-made ND1 was unveiled.

80 years of ultimate dependabilityGoing the Extra Mile since 1935

1935 • Founding of the company by Kenzo Adachi

1960 • TC80The TC80 was the company’s first cab-over truck. The new layout allowed the loading bay to be increased by 1.3 meters. The incorporation of a ventilator and other pioneering features greatly boosted interior comfort.

1971 • PD6T turbocharged engineThe PD6 engine received a turbocharger, providing increased power and torques as well as better fuel efficiency. This technology would go on to be developed over many years, revolutionizing thermic engines.

1975 • CondorThe expansion of the transportation industry and its reliance on trucks for quick and efficient deliveries brought about the need for lighter trucks, meant to transport payloads of less than 4.5 tons, for example in the distribution and food industries. Condor, the first mid-size UD truck, was launched with the highly performing ED6 engine, followed by the FD6T engine in 1977, the first turbocharged engine in this category. Condor also innovated with a very large window surface for excellent visibility in urban environment.

PTC80 CD40N

FD6T Engine (1975-86)

1958193919381935 1955 1960 1969 1971 1975

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History

2004 • QuonDesigned to be the new reference in its segment, Quon bolstered a whole new approach to heavy-duty vehicles, addressing concerns as contradictory as low running costs, environmental concerns, handling, comfort and safety. It also marked the time of its launch with world firsts, such as the first NOx emission reduction system, or the first knee airbag. A number of IT driven features such as a voice-assist function and internet-based remote checking transformed the heavy-duty truck into a “smart” vehicle for the next generation. Easy to manoeuver in city environments, tough in the African desert or towing two trailers in the African bush, Quon proves every day the high standards that brought this truck to life. Quon keeps evolving to remain on top, rewarded as such by Australian magazine Diesel, which crowned Quon “best Japanese truck” in 2014.

1990 • Big ThumbThe Big Thumb series is remembered for its flush design, but it is much more than that. Big Thumb led the industry in terms of enhanced comfort and safety, achieved with the latest state-of-the-art electronic technology. The world’s first commercialized radar laser collision prevention system was optional as early as in 1989. Big Thumb kept bringing out new technology during its life, with equipment such as electronic-controlled automatic transmission (E-MATIC, 1991), Anti-lock Brake System (ABS,

1992) and Anti-slip Regulation (ASR). The Escot-AT, the first semi-automatic transmission in Japan, was built into the truck in 1995, giving the driver a choice of either automatic or manual drive. In 1998, the famous GE13 engine, featuring electronically controlled unit injector, for maximum power and fuel efficiency, was mounted on the Big Thumb. It is still nowadays a familiar sight on roads worldwide, proving UD’s focus on dependability and endurance.

1993 • Condor Besides a remarkable sleek aeroform design, the totally redesigned Condor boasted exceptional driving performance and state-of-the-art safety and environmental features.

2013 • Quester A new offer for new marketsDeveloped with global emerging markets in mind, Quester opens a brand new line of trucks in the UD range. Willfully focusing on essentials, this heavy-duty truck is proposed in a wide range of configurations and engines, to answer all needs, always delivering the operational cost efficiency and uptime expected from UD. An innovative on-board Fuel coaching system helps each driver improve his ecodriving skills. With a beautiful strong aerodynamic design and underpinnings boasting the proverbial UD dependability and durability, Quester is certainly made to go the Extra Mile in the fast-growing emerging markets.

2011 • Condor Boasting a top class, spacious interior as well as excellent aerodynamics, the latest Condor is powered by the new GH5TA engine featuring a new common rail injection, and a selective catalytic reduction (SCR) system that purifies the air while reducing fuel consumption and increasing power and torque, keeping Condor as the reference in the mid-duty segment.

2014 • QuonThe UD flagship keeps aheadFeaturing active safety innovations, telematics services, improved fuel economy and increased payload, the Quon keeps innovating and confirms its reference status in the heavy-duty truck segment.

2015 • KazetAimed at answering Japanese customers’ needs for compact vehicles, Kazet is a light-duty truck meant for urban and inter city deliveries. With a loading capacity of up to 4 tons, Kazet provides outstanding environmental and fuel performance, as well as excellent drivability.

2010 • GH engines, a new eraFeaturing super high-pressure fuel injection, variable geometry turbocharger among many cutting-edge innovations, the GH series engines offer lightweight design, low-end torque and exceptional fuel efficiency.

2010 • Escot-V The gearbox revolutionThis breakthrough innovation has already demonstrated its qualities of smoothness, fuel economy and robustness all around the world. Thanks to its ingenious dry gearbox design mixed with sophisticated electronics, it mixes the best of manual and automatic transmissions for a pleasurable and stress-free drive, while managing to reduce oil consumption.

GH 5/7 GH 11/13

20132011 2014 201520101979 1990 19931983 2004

Condor

2004 • World first urea SCR systemIn their constant effort to diminish the environmental negative impact of road transportation, UD engineers developed what is still today the most efficient solution for drastically reducing NOx emissions. Quon was the first truck to receive the system in 2004.

K-CV45

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History

Life at the Sharp endText: Matt Shea / Photos: Tammy Law

On the outskirts of Brisbane, one company is doubling down on its survival of the global financial crisis to embrace exciting new opportunities.

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Customer s tory - Australia

How to survive a recession. That’s perhaps the biggest lesson learnt from a visit to Sharp Plywood.

Australia is the country that sailed through the global financial crisis, riding high on the back of a Chinese economy hungry for raw materials. The politicians stimulated growth with fiscal spending. The economy continued to expand. Australians slapped themselves on the back.

It’s a great story. But Australia wasn’t entirely spared, the country’s business confidence eventually caught a cold from the ill winds blowing across the globe. In some respects it would turn out to be a harder experience than the recession of the early 1990s — the last time the Australian economy experienced negative growth. “With recessions, there’s a dip and then things bounce back. The problem with this was that it lingered on. In 2008 everything fell over and the banking industry locked its doors. Then sales stayed down and there was no confidence.”

Ashley Sharp is 40. His hands, rough and strong, betray a long history in the family trade, even if he speaks and moves with the energy of someone ten years his junior. Still, there were times in the last half-decade when despite all the hard graft and youthful optimism, things felt like they were slipping.

We’re talking at Sharp Plywood’s headquarters in Wacol, 20 minutes outside of Brisbane. Ashley — Sharp’s Production Manager — leans forward on a wide desk, his long, spacious, office struggling for order underneath reams of paperwork and neatly stacked

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Customer s tory - Australia

manufacturing samples. “Even in 2013 it was still looking a little touch and go,” he says, blue eyes flicking towards an internal window that overlooks the busy factory floor. “You’ve still got to make money at the end of the day. In the boom years every month was a record month.”

Sharp Plywood long ago outgrew its name. While the venerable sheet wood material is still a product line for the company, Sharp now deals mainly in medium density fibreboard and particle board — the former accounting for almost 50 percent of the business’ turnover — applying veneers to both, as well as manufacturing high-gloss acrylic products and specially designed light weight panelling.

It means the company is a major supplier to the building industry, dealing with everyone from two-man joinery companies to major architecture firms and hotel chains. It’s a lucrative business, but brutal when times get tough. “Up until 2008 work was just falling into our lap,” Ashley says.

Then the housing industry stopped. Boatbuilders went out of business. Architects delayed their projects. In an industry environment already crippled by the high Australian dollar, many furniture businesses disappeared during the middle part of the decade, unable to compete with cheaper imports. “People we were dealing with for twenty years were falling over,” Sharp says shaking his head.

Some of their clients have been loyal customers for more than twenty years. It was 1945 when Ashley’s grandfather began supplying plywood to a Queensland industry caught in a craze of post-war construction.

The Sharps always strived to purchase assets, a philosophy that accelerated with the company’s growth after Ashley’s father, Rodney, took over business full-time in the late 1970s. “He’s always been a strong believer in buying assets. He’d own the buildings and he’d own the vehicles. So we don’t have to spend [so much] on lease periods on the trucks and so on. But the biggest thing is the shed,” Ashley says, nodding towards the factory outside his office window. “You’ve got to have that behind you.”

Ashley Sharp recalls his one-day test driving the Condor.

“The drivability and ergonomics were much better, the lack of cabin noise was great. Everything was user friendly. The

features included as standard, like the sat navigation, were a sweetener too. It is a

very impressive truck.”

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When the Global Financial Crisis struck, it provided an opportunity to start looking at different ways of doing business. Old product lines were shut down, new ones introduced. Processes were streamlined or automated.

And a brand new Condor PK 17 280 was added to the fleet, Sharp’s first purchase from UD Trucks. For Ashley, having Sharp’s drivers deliver product direct to local and regional clients is part of the service – it’s what has always separated Sharp from its competitors. A customer might call at lunchtime and the product can be delivered to their business that afternoon.

In a neat twist, it was UD’s own focus on service that convinced Sharp to invest in a new brand of truck. The Wacol-based UD sales team brought a 280 to Sharp’s headquarters for Ashley and his team to inspect — “you’re actually sitting in the vehicle you’re going to buy, which makes a huge difference,” he says — while an extensive drive day in late 2013 convinced him of the Condor’s credentials. “The drivability and ergonomics were much better,” Ashley says. “And the lack of cabin noise was great. Everything was user friendly. The features included as standard, like the sat navigation, were a sweetener too. It is a very impressive truck.”

Sharp Plywood has equipped the 280 in

style with neatly painted white, red and blue side curtains, chrome grill guards and chrome wheels – a roving billboard. It means the 280 is an eye-catching piece of equipment as it plies the city’s roads.

Now it’s 2015 and business is finally on the up. The architects are back at their drawing boards, Ashley says, and the Queensland market is beginning to catch up to Australia’s southern states, which are already proving increasingly fertile ground for Sharp. Looking at the 280 in the dock taking on another load of product, it’s easy to see Sharp Plywood’s future reflected in the glint of its chrome wheels and immaculate paintwork. “Manufacturing has been really tough these last five years,” Ashley says. “We’ve lost a lot of customers, we’ve lost a lot of industries that we supply into. The rest have taken a big hit. But now things are coming back.”

And Ashley himself? He says going through the crisis changed his attitude, made him more open. “Before the financial crisis, when we were busy, we didn’t have time to look around,” Ashley says.

Now new opportunities are presenting themselves, and it’s forcing and it’s forcing him to work smarter, not harder. “It’s about looking at things and saying, ‘I could do this better. I could do that better,’” he laughs. “That’s how you get through a recession.”

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Customer s tory - Australia

Fuel coaching systemA personal on-board coachFeatured on new UD models, the Fuel coaching system is a powerful real-time tool, which assists drivers in improving their eco-driving skills. Integrated with the Engine management system, this on-board system guides the driver in operating the truck more efficiently. It takes into account various factors that are out of the driver’s control, such as payload, weather, wind, temperature, topography, seasonal variations, etc., to make the most of each drop of fuel.

Text: Jonathan Koch

A real-time coach

Reading the icons

Every second of the route, the Fuel coaching system guides the driver with icons displayed in real time on the dashboard, assisting him to run the engine in its most efficient RPM range, or its “sweet spot”.

The Fuel coaching system displays the guiding icons on the top right part of driver information display, continuously giving feedback about how to drive in the engine’s most fuel-efficient zone, its sweet spot. The Fuel coaching system will indicate when and how much throttle to apply and whether to upshift or downshift.

The double thumbs-up icon means that the engine is operating in the most efficient range.

The single thumbs-up icon means that the engine is operating in a less efficient area of the sweet spot.

The RPM up icon indicates an increase in engine speed is required by down shifting or applying more throttle.

The RPM down icon indicates a decrease in engine speed is required by up shifting or applying less throttle.

The pedal up icon means apply less throttle.

The pedal down icon means apply more throttle.

These icons will only be displayed when the truck speed exceeds 30 kilometers per hour or 10 kilometers per hour in certain circumstances.

Editing reportsA powerful tool to improve eco-driving skillsThe Fuel coaching system shows current trip performance data in the instrument cluster’s driver information display and stores the data in the control unit.

Providing a summary of driving habits over a journey, a period of time, or a certain distance, it gives clear information, helping the driver to compare his current and previous performance, and evaluating the progress of his eco-driving skills.

It sums up the amount of fuel consumed in the sweet spot and compares it to the total amount of fuel consumed over the same distance. This figure is represented as a percentage under the sweet spot symbol. The higher the number, or percentage, the better. It also measures fuel consumption (in kilometers per liter) over the entire trip. The percentage is not dependent on the load and the route, meaning that each driver can measure his performance and his improvements, and even compare various journeys.

Data can be stored in three different trip modes:

1) Trip start and stop are recorded by the driver with the help of the RESET button on the cluster

The details of multiple trips will be stored and can be extracted later for performance analysis with the help of a telematics system or a basic follow-up tool.

Dedicated use of the Fuel coaching system can result in anywhere from a 5 to 30 percent reduction in fuel consumption, depending on the skill set of the driver.

2) Trip start and stop are recorded at an interval of a preset distance set by the owner

3) Trip start and stop are recorded at an interval of a preset time set by the owner

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Technology

Tadahiro ShimizuUD Trucks lead architect

Text & Photo: Nicolas Datiche

Age: 39

Nationality: Japanese

Location: UD Ageo headquarters, Japan

Title: Lead architect - UD trucks / complete vehicle

Work experience: 15 years in the truck industry

Education: Mechanical Engineering at Chiba University

Hobbies: Motorsports, Hot springs

As a lead architect, I look after vehicle architecture. I work with the various departments involved in the design of a new truck, such as product planning, chassis/CAB/electrical, powertrain, manufacturing, etc., to coordinate and ensure all components fit together optimally.

How would you describe your

job?

In the mid- and long-term, as you can guess, I can’t tell you (laughs). In the short-term, one of our developments is the preparation for even tougher emission regulations in Japan – already the most restrictive in the world. A new set of regulations will be applied from 2017. We will work hard on answering this limitation with various feature improvements on our trucks.

What truck developments

are you working on at the moment?

Of course, E-mobility is of some interest for the future. But in the current situation, we have several difficulties to surmount for the heavy- and mid-duty trucks. For example, the heavy battery weight, long charging time for a driving short-range, high initial cost, and so on. As for hybrids, the technology also faces the same issues. So we need to find some solutions if we are to go for E-mobility.

Do you envision the launch of

electric-powered trucks in the near future?

To create a good truck for the customers, despite the legislative constraints, one that brings profits to our clients and is user friendly to drivers.

What is your aim when you work

with your team on a new truck?

UD is a very international company, and I had the chance to work on a global project for the Volvo Group, our parent company, for a year in Lyon, France.

Would you be ready to move to another country

for UD?

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Interview express

The Sankyu spiritStarting as a small Tokyo-based company, Sankyu has successfully expanded overseas to develop into a fully integrated logistics company - a recognized player in today’s global transportation industry. A history spanning nearly one hundred years; a success story built on sincerity, service and dependability.

Text: Makiko Segawa / Photos: Nicolas Datiche

“No matter where I am, whether in Japan or overseas, I pledge sincerity

to our customers”, says Katsuyuki Iwamaru, a director at Sankyu.

Serving customers with down-to-earth humbleness is at the heart of Sankyu’s philosophy. Humbleness, or kenkyo, is a Japanese trait that permeates Sankyu and doubtless contributed to it becoming one of the leading transportation companies in Japan. Today the parent company, Sankyu Inc., has a 20-billion yen operating income, employs more than 30,000 people and is listed on both

the Tokyo and Fukuoka stock exchanges.

The logistics arm of Sankyu is ranked as the third largest transportation company in Japan, with 40 branches across its home country and 40 overseas offices, mainly in China and South East Asia.

When Sankyu started adding UD trucks to its fleet, it recognized in its fellow Japanese firm many of the philosophies and traits that helped establish Sankyu Inc. over the last century. Today at Sankyu Transport Tokyo Co. Ltd. - one of the transportation units of the Sankyu Group – UD trucks account for

half the fleet.

Thank youThe company is named after two regions: Sanyo and Kyushu. Sankyu, a newly coined word, rings like the English “thank you” and reflects the company’s sincerity and the value it places on people, be they staff or customers.

When long-term Sankyu employee Katsuyuki Iwamaru, Land Transportation & Green Logistics Department Director, was posted to the Sankyu Shanghai office one of the first things he did was to ask to survey the routes.

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Customer s tory - Japan

Sankyu Transportation & Engineering Co., Ltd

Business alliance with Japan Post to create a small package service called “Thank you-Pack”

Jointly formed green Logistics Partnership Model program with two other companies

Japan Post Sankyu Global Logistics Co., Ltd. Started coastal transportation

Shares were listed in the 1st section of the Tokyo Stock Exchange.

IndonesiaHong KongBrazilSingapore Malaysia USA China ChinaThailand ThailandEU

PhilippinesChina

VietnamSaudiArabia

IndiaSoutheast Asia

2 branches 2 branchesChina

2 branches

1954 2001 2006 2008197619661918

FoundingSankyu Transportation

2004 2008 20101971 1972 1973 1974 1979 1984 1986 1988 1990 1991 1995 1996

Accompanying the drivers in their cabs, he drove the routes the company trucks would take across China. “For my customers, I wanted to be able to explain the route where their products would be carried on our trucks”, relates this dedicated manager.

It is common in Japan for managers to undertake regular site visits, known as “going to the Gemba”, to be able to interact directly with clients and workforce and be in position to resolve any quality issues as early as possible.

Driving to the top“People are everything in this company”, Iwamaru explains proudly, “we don’t use the word ‘human resource’, but instead we call it ‘human treasure’”.

Many of the business managers at Sankyu Transport were truck drivers before moving into their management positions. Shigemi Fujieda had set his sights on becoming a truck driver from a young age. “When I was a kid, I saw a movie called ‘Truck Guy’. Being a truck driver was a dream job for the boys of my generation,” relates this man with a passion for trucks, who went on to spend 20 years as a trucker and now holds the position of vice director at

Major business expansion

Masaya Ninomiya, now a director at Sankyu Transport

Tokyo, worked his way through university delivering bento

lunch box

the Tochigi office of Sankyu Transports Tokyo. Yuuji Sekiya has a similar industry background, having driven trucks on the Japanese mainland and outlying islands for over two decades.

The management team may be office based today, but they are still passionate about providing a consistent, quality service to the customers at the end of the logistics chain. From contributing to company policy, ensuring compliance to internal and external regulations, and managing drivers, Fujieda and his team are still very much at the heart of the delivery business.

No cargo is too smallMasaya Ninomiya, a director at Sankyu Transport Tokyo with a bachelor’s in business management, worked his way through university delivering bentos – the compartmentalized Japanese lunch boxes now so popular around the world. “No matter how bad the traffic was, I always met my deadline and delivered the lunch boxes safely”, he says.

“At Sankyu, it’s our company policy to do our best to provide extra services,” Shunichi Naito, a senior managing director explains. “If we see our customers getting into trouble, we do

Kouji Koga (left) and Katsuyuki Iwamaru, Group manager and

General manager of Sankyu trucking department insist on

the importance of service and sincerity to customers.

Yuuji Sekiya Truck driver20 plus years of trucking

Sekiya is a big fan of the continual upgrades UD brings to its trucks. He has driven UDs for many years. “I’m very impressed by the improvement on our newest Quons. I love the Escot-V gearbox, which makes gear changes very smooth.” Seita is also attracted by the sheer might of his Quon, adding, “Above all, I like the power of the engine!”

Shigemi FujiedaVice director at the Tochigi office of Sankyu Transports Tokyo20 years trucking experience

Fujieda notes how trucks have changed – for the better – since he was behind the wheel. “Now, UD trucks are fitted with air suspension which makes the trucks a very comfortable ride.” And with Sankyu drivers in mind, he adds, “The smooth drivetrain and seamless gear changes of the Escot gearbox help to reduce the burden on our drivers.” Fujieda is also happy with the support Sankyu receives from UD Trucks,“The aftermarket service department at UD Trucks responds quickly and our maintenance costs are relatively low. If I compare to other brands, UD Trucks is certainly a cut above.”

Overseas expansion

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Customer s tory - Japan

everything to rescue them even if it sometimes goes beyond what we have contracted,” Naito points out. “UD Trucks services are wonderful. They take care of vehicle inspection, and respond to our requests in an emergency. They even helped us during the night once!” Naito adds smiling.

This focus on supporting the customer is also deeply imbedded in Sankyu’s culture and the company’s growth has kept in step with its clients’ needs. From 1918, when Sankyu Transportation was founded, to its position today as part of an international group, the transportation arm has extended to provide a full range of transport solutions including road, railway and ocean.

Sankyu is not only about freight. Spotting the rising need for express services at the beginning of the millennium, Sankyu partnered with Japan Post to launch “Thank you-Pack”. Staying relevant as the transportation business evolves has been key to the group’s continuous development in the global logistics market.

Sankyu’s strategic vision has also proved

to be on point. Overseas expansion, started in the 1970s with an office in the global shipping hub of Singapore, extended to China in 1995 in response to the rapid globalization centered on the Middle Kingdom. It has also established offices in thriving new markets, such as South East Asia and the Middle East.

The focus is now very much on their home country, as Tokyo readies itself to host the 2020 Olympic Games. As if to acknowledge Sankyu’s centenary celebrations, the Olympic site is being constructed close to the multinational’s headquarters in the Kachidoki district of Tokyo. Sankyu’s strategic thinkers are prepared for this challenging opportunity, reinforcing their fleet and driver pool in anticipation of the works the capital will undergo in the run up to the Games.

The 2020 Olympics open exciting perspectives for Sankyu. The sense of service, attention to detail and humility the Japanese are investing in Tokyo for its second Games, echo the same qualities underpinning Sankyu’s success over nearly a hundred years of operation.

On Mar. 11th, 2011, a powerful earthquake struck Japan, followed by a devastating tsunami. Food distribution and transportation were hugely affected, adding to the chaos in Tokyo. Sankyu struggled to confirm the safety of its drivers and employees because the mobile phone network had been knocked out. Based on the 2011 experience, the company has now introduced a special piece of software, which confirms the safety of employees by email when an earthquake warning occurs.

Once a year, Sankyu holds a large-scale training session using this system, so that employees can practice sending a confirmation of safety email to their direct bosses.

Safety confirmation system for natural disasters

ZEN

to stress or tight deadlines. And then a brilliant solution always comes to him when he is on a break. Why? Because while he focuses on having a coffee, his subconscious solves the problem for him.

The other kind of Zen moment is induced on purpose, what the Japanese refer to as zazen 坐禅 or “seated meditation”. The first step requires the practitioner to sit quietly and empty the brain of everyday problems. The regular practitioner will focus on his breathing or draw the same shape, like a lotus flower, over and over again. This allows the mind to be free and a wonderful feeling of calm to settle over the body.

Most meditation masters suggest

starting by meditating for a short period, like ten minutes, and then gradually building up the length of time. Learning a few meditation principles in a meditation group can help a beginner lay down some good meditation habits.

To help people meditate on their own – perhaps in the cab of a truck during a break, perhaps at their desk during the lunch hour – people nowadays plug into meditation apps on their smartphones.

Sometimes people just need to halt what they are doing and take five to ten minutes to reconnect to themselves.

A Zen moment that brings a feeling of peace in an otherwise hectic day.

The transport industry never rests. Logistics centers operate 24/7.

Freight needs to be shipped. Deliveries need to arrive. Drivers

must drive. How can we carve out pockets of peace to rest our

minds? Zen meditation has been practiced for centuries in Japan

and now this ancient practice is becoming increasingly popular

for dealing with the stresses of our everyday lives.

Zen is a form of Buddhist practice which aims to help practitioners better connect to self, their fellow

human beings and the world around them.

Meditation can be practiced deliberately but a Zen-like moment can also happen by itself.

When a person is doing something that doesn’t require all his attention, his mind often goes into “autopilot mode”. In these moments he may discover a new perspective on an issue that may have been on his mind for a long time. For example, he may be looking for a way to solve a problem at work. His mind is so focused on this goal that he is often unable to see the bigger picture, due

Text: Matt Campbell / Illustrator: Cedricyon

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Customer s tory - Japan Tradition

Your body needs 2 liters of water everyday. As you already get about 0.5l of water from food, you need to drink at least 1.5l of water a day. If you find water boring, try this homemade flavored water recipe. If possible, pick organic ingredients: you don’t want to drink pesticides. Mix it up at home and carry it in a large bottle in your cab. Hope you like it!

Fruit is awesome! It provides our body with water as well as natural sugars (much better than refined sugars). Try replacing your chocolate bar with a piece of fruit for your afternoon snack. Strawberries, for example, have anti-aging properties, bananas give you energy, and blueberries protect you from heart disease.

Everyone knows energy drinks are not good for our bodies. Apples are a great alternative: they get sugar into your bloodstream very fast, giving you a boost when you feel tired. They also protect you from heart disease and diabetes. Give apples a try!

3l of filtered water

1 medium cucumber

2-3 small lemons

10-12 mint leaves

Don’t forget to do sports!Many truck drivers say they s imply don’t have time to do sports, but even walking around your truck on a pre-trip inspection is doing exercise. It’s very important to do your best to stick to a routine and get some exercise at least once a day. Check the 2014 first issue of Roads if you want some examples of exercises you can

do when you’re on the road.

“”— Paul Mackin

Fresh food is the only food that keeps all its nutrients. Fried food is obviously full of fat and this is hard for our bodies to digest. Slow digestion can make you sleepy, not what you want when you’re on the road.

If you don’t do sports regularly, you need to eat fewer carbohydrates (pasta, rice, potatoes, etc). Unless you have some strenuous physical work ahead, cut back on your carb intake. If you are sitting in your truck all day without exercising this extra energy can become fat or cholesterol.

We don’t need more than 500g (17oz) of red meat per week to stay healthy. I suggest eating less meat but of a better quality. Unfortunately, intensive livestock farming has led to overuse of antibiotics and growth hormones – don’t expose your body to these chemicals.

Try to avoid always eating the same thing every day; our body needs a lot of different nutrients to work properly. So enjoy the fantastic variety of food the world has to offer you!

Breakfast is important! Try some of these simple low glycemic index breakfast ideas with your tea or coffee for a great start:

• Unsweetened, natural yoghurt mixed with fresh fruit and muesli.

• All-bran muffin with nut butter spread, and fresh fruit

• Rye toast topped with light cream cheese, and fruit

What are your tips?The Roads team would like to hear from you too! This page is also yours, don’t hesitate to send us your own tips and tricks.Write to us at: roadsmagazine@udtrucks.co.jp

Or share your eating healthy tips with Paul on his facebook page: facebook.com/cookingontheroad

When we’re on the road, it’s so easy to pick up ready-made food at a convenience store. However, this type of food will be full of conservatives and fats, the quality of the ingredients may be pretty low and definitely not good for our health. Opt for something fresh instead!

Most people eat more than they actually need. With age, our metabolism slows down and we need fewer calories. Too many 40+ men eat as much as they did when they were teenagers! Try slowly reducing the quantities you eat – you’ll be surprised by how much more energetic you feel and you won’t put on extra weight.

Eating healthy on the roadPaul Mackin is an Australian truck driver who lives in Sydney. He is the creator behind the Facebook pages Macka’s Cooking and Cooking On The Road, pages he uses to raise awareness about eating healthy, especially when on the road. The Roads team would like to thank him for sharing his ideas and tips for a healthy life on the road.

From truck driver Paul MackinThe health and well-being of many truck drivers - working long hours day and night - often takes a back seat. When it comes time to grabbing a bite to eat, in most cases we go for quick and easy food, not always the healthy choice we’d like.

My dad is a truck driver and as a kid I remember going for runs with him and loving it. I ended up in the very industry that put a roof over my family’s head. I want to share with

you my healthy tips – whether you are a truck driver or not they will help you. The men and women of this industry work very hard and if we don’t look after ourselves we can face serious health issues, and these can contribute to stress, sleep disorder and fatigue to name but a few.

I know it's often hard knowing what’s good to eat on the road, so here are a few helpful tips we should all keep in mind!

Drink at least 1.5L of water everyday

Eat fruits

Choose apples over energy drinks

1

2

3 Avoid fried food

Eat just the right amount

Meat – less is more

Vary your diet

Healthy breakfast

5

7

89

10

Cut down on carbohydrates6

Avoid processed food4

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Trucker Tips & Tricks

UD Genuine ServiceQuality service by passionate people

Long-term cost-cutting is dependent on having proper service right from the start.

UD Genuine Service is an important part of the UD extra mile support.

UD Genuine Service is perfectly synchronized with your vehicle’s current status.

It is performed by authorized UD Trucks workshops that have access to the most up-to-date UD Trucks tools, UD Trucks diagnostic equipment

and the product quality and availability of UD Genuine Parts.

Going the Extra Mile