PowerTorque Magazine Issue 60 AUG-SEP 2014

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AUSTRALIA'S LEADING TRUCK AND TRAILER TECHNOLOGY MAGAZINE

FEATURE

SMOOTH

mover POWERTORQUE EVALUATES THE T680 AS KENWORTH DRIVES ITS DEVELOPMENT FOR THE AUSTRALIAN MARKET.

it's

now two years since Kenworth launched the ultra aerodynamic T680 at the 2012 Mid-America Trucking Show in Louisville.

With the whole of the American trucking industry focused on fuel economy, it is perhaps frustrating that technology launched in one part of the world doesn’t immediately become available on a more global basis to bring the T680 to our shores. But rest assured it is on its way, with the development teams at Bayswater, Victoria, working on its introduction.

At the time of its release to the North American market, Gary Moore, Kenworth general manager and PACCAR vice president, said the T680 established a new standard of

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excellence in the industry with exceptional styling, superior fuel efficiency, outstanding performance and extraordinary comfort.

The T680 certainly raises the bar for Kenworth, and as well as its obvious aerodynamic advances it brings a significant jump in comfort standards and interior space for drivers, thanks to a full 2.1-metre-wide cab construction.

The T680’s extremely stylish and aerodynamic body shape also benefits from sculpted full-height roof, optimised bumper and bonnet, full-height side extenders, cab/sleeper-to-fairings closeout panels, chassis fairings extenders, and flush-mounted lighting. It all adds up to a significant 10 percent enhancement in aerodynamics.

The T680 was engineered with 65 percent more storage capacity, a 50 percent larger windshield, 40 percent less interior noise, 30 percent larger door openings, and best-in-class forward lighting.

SMOOTH MOVER

Interior space will be a huge advantage for drivers with a 2.1 metre width cab. Aerodynamic gains should show through with improved fuel economy.

Unfortunately, Australia will not be seeing the 76-inch sleeper, but PowerTorque expects the company to offer the 52-inch integral sleeper alternative together with the 12.9-litre PACCAR MX engine and optional with the Cummins ISX15 engine.

The T680 is standard with a new panoramic onepiece, bonded-in windshield with a superior visibility. The windshield is 50 percent larger, has increased thickness to minimise the effects of rock incidents, offers efficient replacement time, and provides enhanced aerodynamics.

Although our shorter sleeper cab dimensions reduce the visual impact of this new conventional, there’s no getting away from the 23 inches of room between the seats for excellent sleeper ingress and egress.

The stamped aluminium door is lightweight and stiff resulting in an extremely durable design. Computational fluid dynamics was used to design for smooth airflow around the cab and minimise noise-inducing turbulence.

A pressure relief valve equalises interior and exterior air pressure to make the door easy to open and close. The door is triple sealed against the elements and road noise.

The lightweight and corrosion-resistant cab uses stamped aluminium panels joined with self-penetrating Henrob™ fasteners, which help ensure excellent fit and finish while providing an extremely durable structure more resistant to water, noise and vibration. Acoustic treatments in the floor and firewall help block out airborne noise.

If all goes according to plan, Australian drivers should be enjoying a dimensional width of 96 inches, with a high ceiling, plenty of storage, and a full-height wardrobe cabinet. A new Kenworth innovation is the rotating table, which is robust enough for daily use and will last the entire life of the truck. Use it for meals, working on laptops, or reading. The sleeper offers a mount for a 23-inch flat screen TV, storage tray for DVD player or video game system and a hook up for a microwave.

The three-piece aerodynamic bonnet is made of sheet moulding compound (SMC). SMC is a lightweight, durable composite material with excellent finished surface, which is not only robust but also enables high paint quality. With the advanced bonnet assist system, lifting the hood requires just 16 kg of opening force. The stylish, signature Kenworth grille is manufactured from corrosion-resistant aluminium wire mesh for superior protection of cooling system components. The two-piece aerodynamic bumper and chassis fairings are made from Thermoplastic Olefin (TPO), which enhances impact resistance and looks good with various paint colours. TPO is a durable material that does not react to sunlight. This allows for an in-mould-colour option that reduces service costs for customers.

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17

TEST DRIVE

DYNAMICALLY

VOLVO Dave Whyte experiences the latest additions to the Volvo range

OFTEN

when we hear that a new model is to be released, it is, in reality, just a facelift of the previous offering.

This has been the case for many manufacturers for many years. If you had bought a new Volvo truck two years ago, you were really buying a fifteen-year-old truck that had undergone a few facelifts and the odd mechanical upgrade. Sure, engines and transmissions may have kept up with the times, but for the driver the environment inside the cab, and in fact the cab itself, had changed very little.

That is what makes the latest release Volvo line-up so interesting – it brings with it not just the expected driveline improvements, but a whole new series of cabs and features that only a complete model replacement can bring. What’s more, this is true for the whole model range, from the light-duty FE to the big banger FH16 Globetrotter.

It has been a while since I’ve been behind the wheel of a Volvo. This made the experience of driving the current offering just that bit sweeter, as I had missed all the hype around its release and was left to draw my own conclusions on the new product. Not that the product is really that new, with the FH having been unveiled at the Brisbane Truck Show over a year ago, but it is only now that we are starting to see them on the road in big numbers. The more recent release of the FE completed the new model roll out.

The update covers all four models in the Volvo range, those being the FE, FM, FMX and FH. While the drivelines haven’t changed too much, the cab and driver interface definitely have. With the new cab comes a whole new interior. Still unmistakably Swedish, with all the comfort we have come to expect while still being a very business-like environment. The instrument panel is entirely digital, bar the speedo and tachometer (which are electronic anyway, but still use analogue style dials), and displays all the information a driver needs using two LCD screens.

Operating the trip computer and accessing different information, such as fuel usage and trip times, can be done without taking a hand off the wheel. In fact, the Volvo steering wheel has up to 18 separate buttons, 20 if you want to count the horn buttons.

While this may sound overwhelming, they are all easily identified and simple to operate.

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DYNAMICALLY VOLVO

A new cab continues the Volvo tradition of safety with style and includes excellent ergonomics.

Operating the trip computer, cruise control, radio and phone functions can all be done simply using your thumbs.

The change in shape doesn’t affect ease of entry or exit, with well-placed grab handles and wide opening doors. Seating is very comfortable and adjustable in too many ways to mention, to make any driver at home behind the wheel. As is the norm these days, the seatbelts are built into the seat, meaning they are easy to put up with on any terrain. The steering wheel also adjusts to give a clear view of the dash and reduce pressure on your shoulders. Across the range, the new cab is a very pleasant place to spend your working day. Interior noise levels across the range are very low, with very little wind noise (even though it was blowing a gale for our drive) and only the slightest bit of engine noise entering the cab.

It would seem that communication between the engine and gearbox has come in for some attention also, with the I-Shift AMT providing seamless and remarkably quick gear changes. In fact, while driving the FMX I had to clarify whether the truck was fitted with the I-Shift AMT or an automatic gearbox. It would be impossible to match these gear changes using a manual box, with the software using the engine brake to reduce the rpm rapidly and selecting the right gear for the conditions in the same time it would take an average driver to get a manual box out of gear. The benefits of in-house driveline development are clearly demonstrated when the components work so well together.

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FEATURE

A PERFECT

Can a 10-speed transmission provide benefits over the traditional 18-speed? PowerTorque looks at the pros and cons

TEN AS

a nation, Australians are what the marketing people call “early adopters”. We’ve got one of the highest numbers of mobile phones per head of capita, and the growth of email, Facebook and Twitter has astounded just about anyone over the age of 25 years.

Those under the age of 25 years just accept technological change at a rapid rate, on an almost daily basis.

The transport industry is quick to adopt in some areas, but can be slow in others, largely because of personal experience over what works and what doesn’t.

For many operators the choice for a gearbox starts and stops with an Eaton Roadranger 18-speed. All there is to decide is whether you want a manual version or one that does the ratio shifting automatically, as with the AutoShift or the more recent two-pedal UltraShift PLUS. Admittedly, there are different versions that reflect power and torque capabilities under a wide range of weight variations, but that choice is often left to the sales personnel handling the deal. You say what you want and a suitable Eaton Roadranger fits the bill.

At least that was the situation. Over the past year, the North American market has been focused on providing better engine and transmission matching as part of the “SmartAdvantage” powertrain programme. The common choice of transmission in the North American market is that of a 10-speed, specifically for single-trailer application up to a GCM of 40 tonnes.

This programme has seen Cummins and also Navistar work together with Eaton to pair either the Cummins ISX15 or Cummins ISX12 engines with an Eaton 10-speed UltraShift PLUS AMT (Automated Manual Transmission).

Available for GCM applications of up to 50 tonnes with the ISX15, both the ISX15 and ISX12 come with what Cummins calls SmartTorque2 (ST2), which automatically senses vehicle weight, grade and operating gear, 32 PowerTorque ISSUE 60

then selects the optimum torque for the best combination of fuel economy and performance in every gear.

The close-step ratio, combined with SmartTorque2, provides a balance of performance, delivering power when conditions demand it, such as steep road grades, heavy loads and cruise speeds of up to 100 km/h. These engines come with Vehicle Acceleration Management (VAM), a unique electronic feature that maintains a more consistent acceleration rate and more efficient transition through the gears, reducing driveline wear and adding fuel savings.

Features of the Eaton Fuller Advantage 10-Speed Automated Transmission include the strategic use of lightweight components and precision lubrication. Smallstep technology enables down speeding in overdrive and efficiency in direct drive. Optimised shifting is based on grade, vehicle weight, engine torque and throttle position.

A PERFECT TEN

Cummins ISX15 and ISX12 power matched to a 10-speed Eaton is part of the SmartTorque2 Advantage package.

The ten forward speeds and two reverse make the TC10 ideal for distribution applications where the work cycles for single-trailer application are split between city and highway conditions. Allison fleet testing has validated that drivers can achieve an average of five percent improved fuel economy.

Rated to accept up to 600 horsepower and 1,700 lb-ft of torque, the TC10 comes equipped with Allison’s newest generation of electronic controls, which provide superior fuel economy features, prognostics to eliminate unnecessary oil and filter changes, and enhanced shift selector functionality.

Fuel economy is further enhanced through Precision Lubrication, which reduces churning losses and eliminates the need for a cooler in applications up to 36,300 kg GCW. This reduces weight and increases reliability.

Having combined the Cummins ISX15 and ISX12 with SmartTorque2 (ST2) with the Eaton Fuller Advantage 10-speed Automated Transmission, both companies claim the result is three to six percent better fuel economy for the ISX15 and two to four percent better fuel economy for the ISX12. These gains come from the sharing of critical data between the engine and transmission, which determines the torque required to deliver the power level drivers need.

In these applications, Cummins runs the ISX15 at performance ratings of 309 and 336 kW (415-450 hp), with torque outputs of 1,450-1,750 lb-ft (1,966-2,373 Nm) at 1,000 rpm. For the ISX12 the figures are 276-317 kW (370-425 hp) and torque ratings of 1,150-1,650 lb-ft (1,559-2,237 Nm) at 1,100 rpm.

Navistar has taken its development a stage further.

As well as offering the 10-speed Roadranger UltraShift PLUS in its ProStar and TranStar models, it has added the availability of the Allison TC10 matched to the MaxxForce 13 engine with SCR. This new Allison transmission is the first fully automatic transmission for the Class 8 on-highway segment, providing a blended architecture with full-power shifts, a torque converter and a twin countershaft gearbox.

Although at first sight it might be easy to dismiss what happens in Navistar circles as being purely North American centric, there’s always the possibility that what occurs in the US may come to the Australian market through the CAT Trucks link.

The dramatic way in which a modern engine produces its power and torque ratings lower down the engine rpm scale could well be the trigger point for many fleets to consider downsizing in their transmissions. So too could a downsizing of engine capacity, with North America looking at the 13-litre alternative to traditional 15-litre Big Bore options.

The developments in the North American market have taken place alongside the shift to more stringent exhaust emissions levels, and the engine/transmission matching we have referred to has all been completed with this higher level of technology, basically at Euro 6 levels.

Graeme Weston, Engineering manager at Eaton told PowerTorque that currently the 10-speed UltraShift Plus transmissions developed for the North American market under the SmartTorque2 and Advantage programmes were not at this stage available in Australia.

“It’s a very specific programme they run for their market.

Because we are in a different exhaust emissions level scenario the lighter weight transmission has not yet been made available in the Australian market. There would need to be specific work completed on engine matching if we were to introduce these products here at our current emissions levels,” said Graeme.

As the introduction of Euro 6 appears to have almost stalled as far as a start date is concerned in our market, Australian operators might not have access to the improvements in fuel economy available from precise engine and transmission matching until as late as 2018.

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PROFILE

smart business as For the Ryans Group, the future growth lies with working smarter and raising customer expectations for outstanding service

every transport operator knows, your reputation depends on getting the job done smoothly and efficiently within strict cost guidelines. How you achieve this equation determines profit and growth, or deficit and loss. Unless there is a consistent approach and oversight of the service provided, the gap can close between the two extremes of success and failure.

Victorian transport operator, Ryans Group, was founded in 1957 and built its reputation in the furniture removals and general freight business. In recent years the company has diversified into new areas such as warehouse solutions as well as recycling and international services, adding incremental growth in business. This expansion into general and specialised freight subsequently resulted in a refreshingly broad review of how the company could maximise its potential for future expansion.

“We decided to really push hard to expand our business while maintaining our core values of economy, safety and the environment. We have 230 of the best people you could find in this industry, and they are all enthusiastic and keen to see the company move forwards,” said Graham Ryan, Managing Director.

“We have developed a dynamic business, and it’s an exciting time to be in this industry. Our choice of vehicles is for Scania R440 and R560 prime movers for longer line-

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haul applications, and for local work our latest acquisition is for 12 IVECO Eurocargos.

“Our vehicle selection policy follows our view on operating the safest vehicles available, with minimum fatigue levels. We are also very focused on having the right attitude to reducing pollution levels.

“Our company morals relate to being more efficient and more aware of the environment. We are operating vehicles that in Europe are already conforming to Euro 6 emissions levels, and that is something we will introduce into our fleet in due course,” said Mr. Ryan.

Like many transport operators, Ryans historically managed its own fleet maintenance requirements in-house.

After analysing the specific unit cost of maintaining and servicing upwards of 150 different pieces of equipment,

SMART BUSINESS ranging from local PUD utes to line-haul prime movers, Graham Ryan took the decision to close the company workshops and sub-contract out that section of the business. This left Ryans Group clear to concentrate on the business of providing transport solutions and removed the concerns of maintaining and reporting compliance.

“In closing our workshops, we entered into repair and maintenance contracts with both vehicle manufacturers to provide full asset management of our vehicles on a national basis. Not only is Ryans Group saving the costs of running its own workshop, but we are reducing its back office workload as well,” added Mr. Ryan.

Ryans Group recently successfully tendered for a five year contract on behalf of Vinidex, a major PVC/Poly pipe fittings supplier to transport its products throughout regional and metropolitan Melbourne. This is the first of its kind for the Melbourne Metro branch, and resulted in the 12 brand-new IVECO Eurocargos with an additional five tag trailers in Ryans’ colours on the roads in and around Melbourne to handle the contract requirements.

Aside from being a major business win, the Vinidex contract highlights the company’s innovation and has encouraged the Ryans team to continue thinking of better solutions for existing transport requirements.

Vinidex had previously relied on prime movers and semitrailers to complete the delivery of 12-metre pipe.

Working in conjunction with Austruck, Ryans Group designed a racking system that extends over the Eurocargo cab area to enable specific vehicles to carry 12-metre lengths of pipe on a rigid vehicle with an 8.3-metre deck

length. These are easily top-loaded by the truck-mounted Ferrari cranes that were supplied and fitted to each vehicle

by Bulk Transport Equipment of Dandenong South.

The commencement of the Vinidex contract coincided with specific up-skilling of the Ryan’s team. Drivers assigned to the group went through an induction course that included basic fatigue management training, crane training and introduction to the new vehicles. Additional training in load restraint and individual requirements are part of an ongoing training programme.

Commenting on the fleet, David Howell, Metro General Manager for Ryans Group at Derrimut, Melbourne, said, “In order to ensure the smoothest possible customer service, Ryans has appointed Dave Mammarella as the company’s on-site contract manager at Vinidex to ensure that delivery schedules are met every day. The on-site manager also has the responsibility of registering the daily odometer readings of the fleet with Adtrans Truck Centre so that service schedules are completed in a timely fashion.”

As an indication of the care and concern taken with providing transport solutions to its customers, and its high focus on safety, Ryans Group has implemented a maximum vehicle limited speed throughout the fleet of 90 km/h.

“Since implementing the 90 km/h speed limitation we have identified a noticeable benefit in fuel economy.

Specific items such as brake relines have also shown an extension in pad and lining life by around six percent,” said David.

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41

PROFILE

ROOM WITH A

VIEW If you travel the Melbourne-Sydney corridor you’d be familiar with the immaculate presentation of vehicles in the D & D Roadtrans fleet that comprises of a short bonnet Western Star 4900 and a Kenworth K200 cabover.

in addition to the single semitrailer operation. The next new purchase was a Volvo FH Series.

What makes the company slightly different from many others in the industry is that both Chris and Sam already had full time occupations, Chris with the family orchard and Sam working for Campbells Soups.

“We bought our first truck as a muck-around idea, virtually as a hobby, with Chris handling the loading and the drivers, and me looking after the administration side in our spare time, we were able to build up the business.

I only drove when one of our company drivers was on holiday or off sick,” said Sam.

The two owners of D & D Roadtrans are cousins Sam Damianopoulos and Chris Dimit, and they bought their first truck, a Kenworth W Model that had been repossessed, back in 1991. Their fleet soon expanded to a total of five trucks, with the purchase of a new Freightliner, then a Kenworth Aerodyne, soon followed by two B-doubles

Sam Damianopoulos swapped his office for a K200 and is thoroughly enjoying the change 44 PowerTorque ISSUE 60

ROOM WITH A VIEW “If the gear is good, it lasts. We only run Melbourne to Sydney and I think if you run to Brisbane it damages the gear too much. We turn our vehicles over at five-year intervals, and we are currently covering about 200,000240,000 km per year with each truck. The K200 is only nine months old and is our latest, the Western Star is three years old,” said Sam. “After working 33 years for Campbell Soups I was offered a redundancy last November. Up until then there was always a permanent driver in the truck and just relieved on holidays.

“Through my working life I have had all the experience of dealing with logistics and administration side of transport which gave me a good understanding and knowledge of what could or couldn’t be done in the transport industry.

“After taking the redundancy package I commenced working

for another business in a logistics role where after one month I decided I had enough of being tied up in an office environment. This was when I decided I would start driving which was for a friend doing Shepparton to Melbourne daily. After Anzac Day this year I started driving my own truck doing the entire leg between Melbourne and Sydney, and this works in well with the Western Star, which runs a rotational operation.

“I wanted to do at least three months to make sure I knew everything that would affect our operation with the rules and regulations. Once I was on the road full time I realised it was totally different asking drivers to do something and then trying it for yourself. I’ll continue driving as long as I continue enjoying it.

“We have always owned all our gear, and, when we downsized, one of our drivers has remained with us for the past 13 years. The job is easy if you have good work and good gear, and that attracts good drivers.

“My intention now is to build it back up to four or five trucks. I’ll do the paperwork but will still look forward to doing the odd trip,” added Sam. The Western Star is powered by a Detroit Diesel DD15 at 560 hp, with the Kenworth K200 powered by the Cummins 15-litre ISXe5 at 550 hp that uses AdBlue/DEF with SCR treatment.

“I specifically kept away from buying a Kenworth with the previous Cummins EGR engine as I have heard of the problems experienced by other operators.

I have never run the Cummins EGR engine and wasn’t impressed by the requirement to replace the turbo and compressor at 500,000 km at the operator’s cost. That led us to buy the Western Star and try the Detroit engine, which has a one-million-kilometre/fiveyear warranty.

“The K200 walk-through cab is a major attraction as it now enables the driver to have total access to the cab interior. Another great benefit is the slide-out fridge drawer being within reach of the driver.

The ergonomics of the Kenworth are also better than the Western Star, which remains more old school in its switch layout.

“Having the cruise control and other switches on the steering wheel, with window switches on the door panel, is much better with the Kenworth than having to reach across to the dashboard on the Western Star.

“The Detroit engine is better on fuel than the new Cummins and returns 2.2-2.4 km/litre compared to the 2.1 km/litre consumption figure for the Cummins.

I would like to see the K200 returning a regular 2.2 km/l upwards. Both are running payloads at 24 tonnes on the same Melbourne to Sydney return legs and carrying similar weights. Each prime mover is built to B-double spec, but the Western Star is running with 4.11:1 diff ratios while the Kenworth is fitted with 4.3:1 ratios.

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TESTED

SAFETY

FIRST HINO’S 300 SERIES TAKES A STEP UP WITH MORE POWER AND PERFORMANCE THAN ITS COMPETITION.

Does

safety sell? That’s the question the Hino Australia marketing people have to determine as they shape their campaigns around the latest additions to the Hino 300 Series, which is billed as the safest light truck on the market.

But that’s not all this Japanese truck maker has to offer.

As well as providing the highest level of inbuilt safety systems available on a light to medium truck, Hino has added an engine capacity increase of 25 percent that brings with it higher levels of power and torque than any of the competition.

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Now, perhaps it’s the combination of safety, power and performance that’s got your attention, or any combination of the three.

Either way, Hino is hoping that the latest upgrades will kick start more momentum in the light to medium truck market, echoing the growth rate currently applicable to the heavy end of the truck market.

There are now around 150 different Hino models marketed in Australia, and the latest improvements to the 300 Series adds a total of eight new models in what Hino calls its High Horsepower range.

The arrival of the new high horsepower 300 Series heralds the first time manufacturers competing in this segment have broken the 200 hp barrier. And these trucks have not only broken the barrier on power and performance, they’ve added to the insult aimed at their competitors by including an excellent six-speed fully-fluid Aisin automatic transmission into the equation.

We’ll start with details surrounding the four-cylinder, 5.1-litre, Hino J05E turbocharged and intercooled diesel, and the confirmation that this new engine to the Australian market produces 205 hp (151 kW) with a peak torque rating of 600 Nm. This overhead camshaft engine with four valves per cylinder has common-rail fuel injection, a variable-nozzle turbocharger and a diesel particulate active reduction filter (DPR). It does not require the addition of AdBlue (DEF) to meet Euro 5 emissions legislation. To accommodate

SAFETY FIRST

the larger engine, the frame width has been increased over the 4.0-litre engine version from 740 mm to 840 mm.

You can pick the driveline, which offers a six-speed synchromesh manual gearbox or the six-speed Aisin auto, but our suggestion is to head straight for the automatic, and here’s why.

The six-speed manual gearbox imposes power and torque limitations when teamed with the new 5.1-litre engine that for the sake of durability requires limiting the maximum power output to 189 hp and peak torque to 510 Nm. This is a fact of life that results from Hino, even with its access to all things Toyota, not having a suitably rated manual gearbox to take the full 600 Nm of torque output.

Hino has to convince its customers that safety is a first consideration in purchase selection. This should be a prime factor in the decision making of any company operating light trucks. With ABS and vehicle stability control coupled with disc brakes the Hino 300 Series is an imposing package.

The six-speed Aisin auto doesn’t impose the same torque input limitations on the engine rating, hence the higher output. It’s a double overdrive transmission where 5th and 6th ratios are both overdriven, and this contributes to a low 2,220-rpm cruise ability at a constant 100 km/h.

Before making your purchase decision of manual versus automatic purely on the grounds of initial cost, pause for a moment and think of whole-of-life costs and driver acceptance.

Supposing the automatic ‘box adds around $3,000 to the initial vehicle cost, over time you will not be contemplating clutch replacement, the associated vehicle

downtime while in the workshop, and vehicle hire as a replacement if your work schedule is hectic. The driver benefiting from the automatic will be less stressed through not changing gears manually, and will also be appreciating the additional 90 Nm of torque – the difference on a hill climb can amount to yet another gear swap and an increase in fuel use.

So, with that self-imposed broader view on your vehicle selection, what’s the new high horsepower Hino like in the road?

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WOMEN

FEATURE

Attracting more women to the transport industry could solve recruitment shortages, but it will only come about if there is a positive change in old attitudes.

IT’S

a man’s world! Well, at least for some involved in the transport industry, it’s obvious there’s a belief that only men have the strength, stamina and ability to handle machinery.

That attitude may have been the norm in the days when trucks ran heavy and drivers boasted about avoiding Scalies and how many trips could be fitted into each week. But today, profitability and efficiency is all about compliance and safety.

Modern equipment and efficient business practices have changed the game. As we look to expand the transport industry

to cater for massive increases in workload, the days of a gender barrier should be well and truly over.

Female drivers currently comprise only two percent of the total Australian driver workforce. But, with a freight task that’s due to double by 2030 and triple by 2050, attracting more women drivers into the industry could be the solution to the current and future driver shortage.

In the search for solutions to the shortage of women drivers in the Australian transport industry, PowerTorque enlisted the aid of Ellen Voie, president and CEO of the North American organisation Women in Trucking Inc.

“Although the trucking industry has made great strides to accommodate women, there are still obstacles that might cause some to avoid this career opportunity, and others who choose to leave.”

Based in Wisconsin, North America, Women in Trucking Inc. was established to encourage the employment of women in the trucking industry, promote their accomplishments and minimise obstacles faced by women working in the trucking industry.

Since its foundation in 2007, the association has grown to represent over 4000 members, not only in North America, but also in Western Europe, Scandinavia and Australia. In 2012, the Women In Trucking Association was recognised by the White House as a “Transportation Innovator Champion of Change.”

This organisation has been created for both men and women, who are either involved in the industry, or have a career interest in being a part of one of the largest networks of professionals in North America.

Speaking in Melbourne at the annual PowerTorque Magazine awards to an audience comprising executives from the leading truck and trailer manufacturers, importers and component suppliers, Ellen Voie outlined how the industry needs to adapt in order to attract more women as it strives to solve its employee shortages.

“America and Australia share many commonalities that extend way beyond trade and defence issues,” said Ellen.

“Both our nations rely on road transport to connect communities. As we look ahead towards growth in transport, we also share the upcoming shortage of people to work in the industry.

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WOMEN IN TRUCKING “The Australian transport industry has to satisfy and service a forecast growth that will see the freight task double by 2030 and triple from today’s figures by 2050. That’s a huge call on resources and infrastructure, but it’s also a huge call when it comes to finding the right people to do the job.

“Unlike the manufacturing industry, we cannot simply introduce robotics to solve our problems, the future for transport in both our countries depends on people.

“Nearly one out of fourteen workers in the US are already employed in jobs that support the transportation industry, but the need for drivers and other trucking professionals continues to increase.

“And let’s make it clear that women in the workforce are not a minority. In the United States the majority of university graduates are women, a statistic that I expect is very similar in Australia.

“Women make up to 80 percent of consumer purchases.

Women entrepreneurs are responsible for 70 percent of new business start-ups. In 2012 women comprised 47 percent of the workforce.

“In the US, less than six percent of drivers are female.

Part of the mission of Women In Trucking is to address obstacles that might keep women from entering the industry. While there are numerous things that might limit the number of women who consider careers in trucking, the most crucial one is about image.

“From the outside, we don’t appear to be very female focused. Not only does the trucking industry have a very male dominated culture, we haven’t always reached out to women to invite them to join us. Look around you at any public event and then start asking the women there if they would like a job as a professional driver, mechanic, or safety director. The typical reaction is one of disbelief.

“We’ve heard comments ranging from, “I’m not mechanically minded,” to “I’m not strong enough”, and “I can’t drive a stick shift”. While men might often have the same response, our goal is to tell women that they CAN drive, fix, own, sell, or dispatch trucks, and that the industry wants and needs them.

“In addition to getting this message to the potential driver population, we need to show the non-trucking public that women are already doing these jobs – and have been for many years.

“Although the trucking industry has made great strides to accommodate women, there are still obstacles that might cause some to avoid this career opportunity, and others who choose to leave.

“If we were able to double the number of women drivers in the US industry it would immediately solve the driver shortage completely. Undoubtedly, the same result would significantly impact on the shortage of drivers in the Australian market,” said Ellen.

Ellen Voie, president of WIT, guest speaker at the MMMG Awards for 2014 with publisher and managing editor Chris Mullett.

As operators introduce automated transmissions, air-ride seats, quick-hitch changeovers and regional shuttle runs, the industry becomes more attractive for female drivers as well as their male counterparts.

“There remains a great need to reject bad advertising and publicity that fails to show women in trucking in the right way, relying on outdated male stereotypes,” said Ellen.

“We work with carriers to change their recruiting messages to remove stereotyping that might keep women from considering a career in trucking.

“We work with advertising agencies to remove gender bias from operator and other industry related marketing campaigns. Some carriers still advertise in extreme ways that are simply not acceptable in today’s society.

“The association also works to promote accomplishments, and each year in March we sponsor the “Salute to Women Behind the Wheel” event at the Mid-America Trucking show.

“In addition to honouring professional drivers, we award an annual Influential Woman in Trucking Award to recognise a woman who has made a positive change in the industry.

“The goal to provide educational programs is a priority for WIT, as the need for safety related programs and health issues are evident. By educating, encouraging, and featuring a healthier lifestyle and a safer environment, WIT’s educational applications will benefit all drivers, not just women, in the industry.

“This is already a focus of the organisation, and is becoming one of the most pressing issues for our members.

Safety on the road and at rest stops (including truck stops) is an issue that has not been adequately addressed in the past, but is one that WIT is working to alleviate for our members,” said Ellen.

Current Australian legislation demands wheelchair accessibility for mobility impaired people visiting public buildings, but we have yet to see proper provision for facilities such as individual shower and toilet facilities for male and female drivers in loading docks and truck stops.

PowerTorque ISSUE 60

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TRUCK SHOW

Queen’s birthday weekend holds a special place in the heart of most Aussies, if only for the fact that it’s a public holiday. The idea of a long weekend away, or simply a sleep-in on a Monday, is enough to get most people excited, but for me the Queen’s birthday weekend means only one thing – Alexandra Truck, Ute and Rod Show. Judging by the number of people who made the trip to Alexandra this year, I’m not the only one who thinks this way.

The

With some trucks having arrived the night before, the main street was already lined with prime movers before the sun had come up on show day, Sunday. It’s amazing to see the dedication people have to presenting their equipment, with people out polishing in the freezing conditions before the crowds start to build. By 9:00 a.m. the streets were filled with people and there were still more rolling in. The steady stream of trucks coming into the town also continued until late morning, with a few latecomers arriving throughout the afternoon.

SHOWTIME FO 84 PowerTorque ISSUE 60

SHOWTIME FOR ALEXANDRA The Alexandra Truck, Ute and Rod Show is a whole town affair, with the main street and numerous side streets closed off and dedicated to the show. The local traders get right on board for the show, with all the shops in the main street open for business, and it’s easy to see why.

According to one business owner, this is the busiest trading day of the year in Alexandra, and everyone gets in on the action. Along the whole length of the main street there are plenty of shopping and food options, along with coffee and drink vans, to please any taste. The cafés and coffee shops did a roaring trade, while the community and school groups did their own fundraising through the usual sausage sizzles and bacon and egg roll stands.

The latter was very popular in the mist and haze of Sunday’s four-degree morning!

The weather could not have been better for this year’s show, with the cold morning leading into a beautiful clear and sunny day. This only served to bring in more punters, and show off the shining vehicles on display in their best light. A good mix of truck and equipment manufacturer stands were spread among the trucks on display, but nothing could take the spotlight off the hundreds of working trucks that had congregated in the streets.

OR

DAVE WHYTE REPORTS ON ONE OF THE ICONIC RURAL SHOWS IN VICTORIA

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FULL RECOVERY TRAILERTORQUE

JR Richards and Lusty EMS find waste solutions for the Wingecarribee Shire

TRAILER

manufacturer Lusty EMS, part of the MaxiTRANS Group, is playing a major role in the waste transfer requirements of the Wingecarribee Shire Council, with the award of a major contract to waste specialists JR Richards.

The Wingecarribee Shire Council has an impressive record when it comes to recycling operations, as Scott McAllan, Business Services Coordinator for the council recovery and resource centre, explained to PowerTorque.

“JR Richards was successful in winning the tender to supply waste management services to Council.

The company has done a great job in setting up its operation to handle the task from domestic collection to the transfer of waste to South Camden where it is reprocessed to remove recyclables,” said Scott.

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TRAILER TORQUE

“We use the term “diversion”, which relates to being able to divert waste from landfill. We currently achieve a 55 percent diversion rate with our red bin waste that we drop at South Camden. For yellow bin waste we achieve a diversion success rate of 97 percent.

“Green waste doesn’t leave our centre and is reprocessed for distribution as mulch. We don’t have the option of landfill within our shire, so our alternative is to take it elsewhere for re-sorting to claim recyclables as part of a better waste management solution.

“In the course of each year, Council collects 8,000 tonnes of red bin waste, 6000 tonnes of recycling and around 10,000 tonnes of green waste.

FULL RECOVERY

“JR Richards was successful in taking over the entire WSC contract after it went out to tender. We provide domestic collection transfer station vehicles and transport all waste either to or from the site,” said Rod. The fleet comprises seven side loaders, one yard prime mover tug, plus a hooklift, all of which are based on ACCO 6x4 rigid trucks. These are powered

by Cummins engines and feature Allison automatic transmissions.

You don’t want green waste in landfill because of the methane it produces.

“The state government charge is currently $120.90 per tonne for landfill. When you add all the other associated costs the charge comes close to $300 per tonne. That cost obviously provides a major incentive to avoid landfill by improving recycling techniques,” he added.

Rod Jones, fleet manager of JR Richards explained the logistics of the operation, which has seen the establishment of a fleet of 12 vehicles to handle the specific tasks.

The job of moving the waste products to the collection centre at South Camden is handled by two Freightliner Columbia 6x4 prime movers. These are powered by 13-litre Detroit DD13 engines of 450hp with 18-speed UltraShift PLUS transmissions, and they haul the six new Lusty EMS walking-floor trailers that are used to transfer loads from Moss Vale to South Camden.

Rod Jones, on-site manager of the Wingecarribee Resource and Transfer Centre, told PowerTorque, “The ACCOs are supplied complete with factoryinstalled dual steering and come to us straight out of the manufacturing plant in Dandenong. The ACCO is ideal for our type of work. If you buy any other vehicle you have to send it somewhere to have the dual steer fitted, then you have engineering costs and additional expenses plus a time delay. The side loader bodies are supplied through Rico Recovery Systems of Chinderah.”

To cater for the transfer of the domestic waste, plus specialised loads including paper and cardboard, JR Richards has commissioned six new tri-axled, walking-floor semitrailers supplied by Lusty EMS.

Lusty EMS walking floor trailers are the key to efficient waste management for the Southern Highlands.

TRAILER TORQUE

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