New intake of women in truck driver training programme

The move to infuse more women into the transport industry continues with a further 30 female candidates joining the Volvo Trucks South Africa Iron Women commercial vehicle driver training programme. 

Iron Women is aimed at enhancing the capacity of professional drivers and to ultimately enable them to contribute to their future employers’ fleet safety, profitability, and efficiency.  This qualification, which is approved by the Transport Education Training Authority, is based on both theoretical and practical modules. 

To date, 40 women have graduated from the programme. 

Marcus Hörberg, vice president of Volvo Group Southern Africa, in his introductory message said the successes of the previous Iron Women instalments have inspired the company to continue the programme, and in the process create real change in society. 

“Over the past couple of years, the successful Iron Women candidates have proven their worth and are employed by some of the leading transport and logistics companies in South Africa,” says Hörberg. “We wish our new candidates every success and know they will go on to make a lasting and positive impact on our industry.” 

Prof H Mkhize, deputy minister of the Department of Women, Youth and Persons with Disabilities, said in her relayed message that according to Statistics South Africa, economic data indicates the transport, storage, and communication sector contributes 9,3% to South Africa's GDP. 

“Whilst transport alone contributes about 6,5% to employment creation in South Africa, women are severely underrepresented in this industry. It is therefore important that we support the establishment of initiatives that will help increase the pool of skilled women drivers in the country,” says Prof Mkhize. 

Volvo Trucks’ Iron Women programme will also form part of the Women Inspiring Women to Lead in Transport initiative (WIWLT), that will see 120 female professionals, 300 entrepreneurs and 495 truck drivers being trained and mentored over a three-year period. 

The initiative led by the Commercial Transport Academy (CTA) is supported by United States Agency for International Development (USAID). 

“The reality is that greater participation of women within the sector is important for diversification, yet the last recorded data from StatsSA suggests that women only make up around 17.5% of the working population,” says Nicci Scott, CTA’s Founder. “This reinforces that the sector remains a non-traditional environment for women.” 

“Our programme provides an opportunity for greater community upliftment, as we know that when women are developed, empowered, and have access to equal employment opportunities, it increases diversity and equal payment opportunities,” she concluded.

 Condemning the looting

The South African Association of Freight Forwarders (SAAFF) strongly condemns the wanton destruction of the country’s key infrastructure, goods and property and the senseless loss of lives over the past week. 

Dr Juanita Maree, Chairperson of SAAFF, says: “We respect South Africa’s law and the Constitution, but it is time to take action. It is time for us to work together, make plans, implement those plans and ensure our supply chains continue to operate.” 

SAAFF’s membership comprises freight forwarders, who are the architects of the supply chain. For the economy to function and for people to be able to survive and prosper, supply chains need to function unimpeded. 

The closure of the Port of Durban and parts of the N2, N3 and N4 over recent days as a result of the senseless looting and destruction of trucks, their cargo, shopping malls, distribution centres and beyond has severely impacted our supply chains. This has massive short-term consequences and even more devastating long-term ones for everyone in this country. 

However, the impact of the past few days will reverberate far beyond South Africa’s borders.

According to The Federation of East and Southern African Road Transport Association’s (FESARTA) CEO Mike Fitzmaurice: “What has happened in South Africa in this last week has also impacted hugely on other landlocked countries in the SADC region, who rely heavily on South Africa for imports of fuel, groceries, pharmaceuticals, mining equipment/spares, vehicle spares, tyres and much more. 

“Those countries that have used South Africa as a transit route for exports through the Port of Durban will now turn to alternate routes for exports such as Walvis Bay, Beira, and Dar es Salaam. 

“This does not bode well for South Africa’s Global image. We are likely to see some large-scale disinvestment in the country, as we did have in the Apartheid Era. We can expect to see further downgrades to our junk status by the likes Moody’s, Fitch, and Standard & Poor’s in the short term and the Rand is likely to breech the R15 to the dollar very soon.” 

As part of a collective from the private sector, SAAFF is appealing to all key stakeholders to play an active role in restoring South Africa's crucial trade lanes along the main transport corridors of the N2, N3 and N4. There is an urgent need to protect our commercial ports as key national areas of interest, since they are the main arteries funnelling essential goods into our country. 

At this critical junction, it is vital for cargo to move, as further delays will not only deplete supplies, but will create further congestions, imbalances, and ultimately cost for all involved – especially the end-consumer, who can ill-afford it at this critical moment. The ensuing shortage of goods will only worsen an already compromised food security situation. 

South Africa’s transport corridors need to be preserved: They are of huge importance, especially for increasing trade between countries and cities along and around the corridors and accelerating regional development and regional integration through their effects on commodity markets, the labour market and tourism.

Trade creates the circulation of cash in our economy and as a result helps to drive economic prosperity, job creation and long-term stability. 

For supply chains to operate, the national highway corridors and our harbours need to be able to move cargo safely and securely. 

“As industries and communities, we need to come together to take action. SAAFF, together with other role-players in the extended community, is busy formulating a seven-point plan to restore normality and enable supply chains to continue functioning,” says Maree.  

“The plan focuses on securing the N2, N3, N4 and our harbours. Cargo needs to move. Balance needs to be restored to the import and export of cargo: fluidity needs to be factored back into the system. Essential cargo needs to be prioritised. Our plan addresses these elements. 

“SAAFF’s role is to guide our members, share verified, good information and bring solutions to the table that are relevant for supply chain architects. To do this, we need to work together with all role-players in the supply chain. 

“We call on communities to come forward with any footage, drone footage or contacts of the looting and criminal activities that will help in identifying those involved. The perpetrators and instigators of these criminal acts need to be brought to book. 

“If supply chains are stopped, there will be massive blockages in parts of the supply chain, bringing about enormous unintended, incalculable consequences.

 “Hard lessons were learned during lockdown 5 and we do not need a repeat of regulations that attempt to impose artificial restrictions on the natural flow of cargo, such as the ill-fated attempt to define “intended destinations”. 

“South Africa needs all key stakeholders to come together to alleviate the dire situation. The supply chain is a living organism, which cannot handle any stoppages. Like our country, it relies on the constant and unhindered functioning of all its inter-linked components'. 

“The time to act is now! Together!”

 Crafter gets craftier

The familiar sight of a Volkswagen Crafter toiling away on its delivery routes will now be bolstered with the addition of two new models in the form of the Crafter 35 automatic and 4MOTION. 

Some 11 500 units sold since its introduction in the South African market in 2007,  and 90% of Crafters sold in South Africa are converted into buses for passenger transport (taxi’s and scholar transport), ambulances and patient carriers by government departments and the balance being sold to logistics and courier companies.

The Crafter, which is manufactured in Poland, is the largest 3 ton to 5 ton van produced by Volkswagen Commercial Vehicles. 

In its latest iteration, the interior ergonomics have been enhanced to ensure higher levels of practicality and ease of use. Improvements include robust seat upholstery for durability, a revised instrument cluster and control panel as well as plenty of storage compartments for a professional workspace. The interior is also easily controlled with a fresh air ventilator including air recirculation and heating as standard. Other standard interior features include power steering, heat-insulating glass, power front windows and door pockets. 

The Crafter has a loading capacity ranging between 9,3 cu/m and 17,5 cu/m and a loading length of up to 4,6 m. 

It is available in 3,5 ton GVM and 5 ton GVM versions. Customers can also choose from two wheelbases (3 640 mm or 4 490 mm), three body lengths and two different roof configurations. 

The Crafter 35 is fitted with i ESP (Electronic Stabilisation Programme) combined with Brake Assist and Crosswind Assist, MCB (Multi-Collision Braking), TCS (Traction Control System) and EBD (Electronic Brake-force Distribution) are all standard in the Crafter.

 The Crafter 35 Panel Van 2.0 TDI Automatic is characterised by a 100 mm lower loading sill (when compared to the 4MOTION derivative), the largest loading height and payload in its class as well as bigger headroom within the loading area. 

The transmission utilised in this derivative is the first 8-speed automatic gearbox with a torque convertor for transversely mounted front-engine vehicles in the commercial vehicle sector. 

The 8-speed automatic transmission utilises a torque convertor, which transforms the Crafter into a vehicle that is easy to drive over long distances. It features a robust design to meet the requirements of commercial vehicles while transmission ratios are adapted for optimum fuel consumption and performance.

 The Crafter 35 Panel Van 2.0 TDI 4MOTION is based on the front-wheel drive model but adds a four-wheel drive coupling that delivers power to the rear axle. The permanent four wheel driving system means that as much power as possible is sent to the front wheels alone in order to maximise fuel economy. 

The six-speed manual gearbox utilised in this model has been further developed from the T6 gearbox to offer shifting comfort similar to that of passenger cars, while the transmission ratios have been adapted for optimum fuel consumption and performance. 

The Crafter 35 derivatives are both available in the 2.0 TDI engine, which offers 103 kW and 340 Nm and fuel consumption of 8,2 l/100 km (Crafter 35 Panel Van 2.0 TDI Automatic) and 9,1 l/100 km (Crafter 35 Panel Van 2.0 TDI 4MOTION).

Retail Price

 

Crafter 35 Panel Van 2.0 TDI 103kW (MCV)                               R616 900

Crafter 35 Panel Van 2.0 TDI 103kW Automatic                       R659 400

Crafter 35 Panel Van 2.0 TDI 103kW (LCV)                                R711 700

Crafter 35 Panel Van 2.0 TDI 103kW Manual 4MOTION            R713 300

Crafter 50 Panel Van 2.0 TDI 103kW (LWB)                                R726 600

Crafter 50 Bus Conversion Ready 2.0 TDI 103kW (LWB) R726 600

Crafter 50 Bus Conversion Ready 2.0 TDI 103kW (XLWB)           R736 700

Crafter 50 Panel Van 2.0 TDI 103kW (XLWB)                 R736 700

 

The Volkswagen Crafter comes standard with a 2-year/unlimited kilometre warranty, 5-year/ 120 000 km EasyDrive Plan and a 12-year anti-corrosion warranty. The service interval is 20 000 km.

The benefit of research 

Harsh working conditions for trucks in South Africa conditions are a given but, truck makers still have to do thorough local testing to ensure their products can meet these demands.

 

Ongoing research and development (R&D) are key to the sustained growth and survival of any vehicle brand.

 

The same goes for FAW Trucks which is able to provide South African customers with products that have been researched and developed to excel in even the harshest working environments, without compromising on innovation, technology and comfort.

 

FAW Trucks places a high premium on R&D in order to not only maintain its leadership in the Chinese market, but also to ensure that it keeps up with the rapid advances being made in technology. Its R&D facility is based at the FAW Trucks manufacturing facility in Qingdao, China.

 

“The R&D centre greatly enhances the brand’s technological research and development capabilities, accelerates development of new products, and strengthens its position in global markets,” says Jianyu Hao, CEO of FAW South Africa. “One such global market is South Africa, where FAW Trucks is consistently ranked amongst the top sales  performers on the sales charts.”

 

All models sold in South Africa undergo testing to prove that they can withstand the unique – and often harsh – working conditions associated with African markets. In order to ensure that products live up to their reputation of being trucks that are built in South Africa, for Africa, most of the current model range such as the 6.130FL and 8.140FL as well as newer models such as the JH6 28.500FT are Euro 3 compliant.

 

“In the highly competitive South African commercial vehicle market, durability and quality are key factors,” explains Hao. “Customers expect their trucks to withstand a rough operational environment, but also expect the vehicles to be fuel efficient, lightweight and technologically advanced. They also want a wider choice. Thanks to the R&D facility in China, we are able to bring to market robust, high-quality vehicles.”

 

An example of this continued progress is the fact FAW Trucks is on the verge of introducing a new automatic model in the heavy commercial vehicle (HCV) segment of the local market. A new model in the eight-tonne segment will also go on sale here before the end of the year.

 

FAW Trucks achieved a significant milestone in its local history by taking the top spot in the Heavy Commercial Vehicle (HCV) segment of the local market for the first time in the first quarter of this year. It has performed consistently well in the segment ever since.

 Coasting to a stop

South African commuters will see the Toyota Coaster for the first time as the new people mover slots into its space in the gap left between the LWB Quantum (16-seater) and Hino 300-based bus conversions.  

Powering the Coaster is a 4,0-litre, inline-four N04C turbo-diesel engine - delivering 100 kW at 3 000 r/min and 353 Nm at 1 600 r/min. This Hino-sourced engine is paired with a five-speed manual transmission driving the rear wheels. 

A 23-seater layout has been adopted (including driver), with six single-file seats on the passenger side, six double-seats on the driver side and a four-seater bench in the rear – offering seating for 22 passengers.

 

The first-generation Coaster was introduced in 1969 as a single-deck mini-bus, seating 17. Various iterations of the Coaster have been offered, with seating capacity ranging from 17 to 26. The second and third generations followed in 1982 and 1993 respectively. 

The current fourth-generation model went on sale in 2017 and featured an increase in length, width and window height - it was also the first model to be designed by Toyota's incorporated Commercial Vehicle (CV) company.   

While the focus is on passenger comfort, the Coaster features simple-to-use and robust switchgear around the driver. A tilt and telescopic steering wheel, Multi-Information Display (MID), 12-volt power outlet and Toyota audio system with Aux and USB functionality are included. The Toyota Connect in-car telematics and Wi-Fi system (with complimentary 15GB) is part of the product offering.

 

Safety specification includes anti-lock brakes, Brake Assist (BA) and Electronic Brake Force Distribution (EBD) as well as driver and passenger crash bags. 

The model is available only in White, accompanied by the regulatory mini-bus stickers and chevron demarcation. The interior is finished in highly-durable PVC, for both seat and floor trim. Similarly, Urethane has been employed on the steering wheel and gear lever.  

Pricing

Coaster 4.0D 5MT LWB - R899,900  

Coaster models are sold with a 6-services/60 000 km service plan (intervals set at 10 000 km) and 3-year/100 000 km warranty.

 Fleet solution to AARTO regulations

With the implementation of the AARTO Amendment Act now imminent, business operations needing to transport workers have little time in which to act – transporting those workers on the back of a bakkie has been illegal for some time, but will be vigorously policed under AARTO. 

A solution to this problem is JAC Motors' X200 2,8-litre turbo-diesel workhorse in a double-cab configuration that can accommodate six people inside the cab and still offer a 1,3-tonne payload with a large load area. The X200 is the only forward-cab workhorse in the local market that offers a double-cab derivative in this segment of the market. 

The four-cylinder turbo-diesel engine mounted under the front seats produces 80 kW at 3 600 r/min and 240 Nm of torque between 1 800 r/min and 2 000 r/min. 

"The X200 double-cab allows you to safely and legally transport workers and goods with the same 1,3-tonne payload the single-cab workhorse competitors are offering," says Karl-Heinz Göbel, CEO of JAC Motors South Africa. "Our product also features a powerful 2,8-litre turbo-diesel engine, anti-lock braking, a factory-fitted air-conditioner and, for just over R300 000, it retails for less than the competitors' single-cab workhorses." 

A forward-cab design is more practical than a standard bakkie and its main benefit is the increased load box size with a much larger load volume, making these rugged workhorses ideal for business and industrial use. 

The X200 offers an elevated driving position allowing the driver to see and judge traffic better on the open roads, and it further improves visibility when parking at loading bays. A forward-cab design also incorporates other advantages that drivers and fleet owners appreciate, such as the easy entrance and exit for drivers and crew in many load stop-and-drop situations. 

Front- and rear crumple zones, side-impact protection bars, height-adjustable headlamps and an immobiliser further add to occupants' safety. Remote-controlled central locking with motion-lock at 40 km/h and an engine that cannot ignite when the clutch is not engaged further contribute to the safety credentials of the X200.  

Although the X200 was developed for the harshest working conditions, it features standard equipment such as a height-adjustable steering wheel, power windows, a Radio/CD/MP3 player with Bluetooth, and speakers fitted in the front doors. It also offers ample stowing space located in various places inside the cab. 

The X200's double-wishbone independent front suspension and ladder-frame chassis design allow for excellent manoeuvrability and solid handling regardless of its load size. In addition, the maximum use of axle capacities for ideal payload weight distribution also contributes to optimal handling in heavy urban traffic and on open roads. 

"Our affordable X200 double-cab, which is unique in its market segment, is the best urban logistics solution for transport operators. Its powerful and reliable engine, balanced transmission, excellent payload, low running cost, and people carrying ability make it an asset in every transport operator's stable," says Göbel.

 

Good cause to celebrate

This year is an important one for Daimler Trucks & Buses with several anniversaries being celebrated from the 125 years of the first truck as presented by Gottlieb Daimler in 1896 to 25 years of the Actros. 

Michael Dietz, CEO of Daimler Trucks & Buses Southern Africa says: “It is such an honour and privilege to commemorate these key milestones and to be a part of this strong heritage. What makes these remarkable accomplishments special is remembering where it all started, and who has been with us throughout this journey. 

“Our esteemed customers, who have placed their trust in our products, our employees across all sections who remained committed in making sure that we have the right products for our customers, and lastly our dealer partners for serving our customers diligently. As Daimler Trucks & Buses Southern Africa (DTBSA) our ambition is to remain the truck & bus brand our customers want to associate with.” 

1896 – The first truck

When Gottlieb Daimler presented his first truck in 1896 – sporting iron-clad wooden wheels – the world certainly hadn't been waiting for this vehicle. In Germany no buyer could be found and in England where the vehicle was finally sold, a member of the crew had to walk ahead, waving a red flag to warn other road users. 

And yet, this four-horsepower conveyance with a rear two-cylinder engine and a displacement of 1,06 litres known as the Phoenix was to spark an unparalleled success story in the transportation of cargo. 

However the Phoenix had little in common with a proper truck: strictly speaking it was a converted wagon typical of those then pulled through the streets by horses. Its chassis was fitted with leaf-springs that were mounted transversely at the front and helical springs at the rear. 

The suspension wasn't just necessary because of the poor condition of the roads, but also because the engine was very susceptible to vibrations. 

The last section of the drivetrain was modern: a belt transferred the engine power to a shaft that was mounted transversely to the longitudinal axis of the vehicle. Each end of the shaft was fitted with a pinion, a small gear wheel. Each tooth on the pinion meshed with the internal teeth of a ring gear which was firmly connected with the wheel to be driven. Much later this construction was to become a design trademark of Mercedes-Benz trucks: the planetary hub reduction axle – on the ‘new generation’, on the SK (heavy-duty class) and even today on construction vehicles. 

1946 – The first Unimog prototype

In 1946 the ‘Prototype 1’ Unimog completed its first test drive. Chief designer Heinrich Rößler himself was at the wheel, and he tested the prototype, which had no cab and was fully laden with wood, on rough forest roads near Schwäbisch-Gmünd. The creation of the Unimog is closely linked to the difficult situation in the post-war period, when Germany was suffering supply shortages. 

In 1945 and 1946, there was a dire lack of food. It was this situation that gave Albert Friedrich, who for many years was head of aircraft engine development at Daimler-Benz AG, the idea of an agricultural motorised vehicle which could help to increase agricultural productivity. 

After the war ended, Friedrich had renewed his contacts with Erhard & Söhne, a metal construction company and supplier of Daimler-Benz in Schwäbisch-Gmünd, and in December 1945 the department responsible for the agricultural market began work. 

Friedrich passed the leadership of the project on to his former subordinate, designer Heinrich Rößler, who took up the post on  January 2, 1946. In only a few weeks, a new overall design was developed, with the engine and gearbox positioned directly to the right of the vehicle's centre. 

This meant that the torque tubes – which protect the drive shafts – could be at right angles to the axles. As a result, only four drive joints were needed for the chassis. This was a brilliant design which, 75 years later, is still used for the Unimog of the highly mobile U 4023/U 5023 series. 

In March 1946, Hans Zabel from Gaggenau, who had been part of the project from the beginning, coined the term Unimog (Universal-Motor-Gerät, ie universally applicable motorised machine) and in October 1946 the vehicle was taken on its first test drive. 

1951 – The first Setra bus

The Setra brand is proud of its roots. In1951 Ulm-based Kässbohrer Fahrzeugwerke presented the S 8 and gave the brand its name – Setra – which stands for ‘self-supporting’. 

The first bus manufactured in series production with a self-supporting body, rear engine and direct drive to the rear axle was presented at the International Motor Show (IAA) in Frankfurt. 

Over the last 70 years the brand has not only set standards for European bus design with six model series, but has inspired, changed and advanced this sector in an exemplary fashion. 

The current flagship of this traditional brand which has always stood for the highest degree of individuality is the S 531 DT, a double-decker bus from the Setra TopClass 500 range. 

1996 – Mercedes-Benz Actros

At the end of September 1996 Mercedes-Benz presented a new heavy-duty truck at the IAA Commercial Vehicles that was to revolutionise the industry: the Actros was the first truck to be fitted with disk brakes and the electronic brake system (EBS). Together they made the Actros the safest vehicle in its class. 

Furthermore, innovative technology such as the ‘Telligent systems’ improved efficiency considerably. Amongst other things maintenance intervals were extended by more than double, fuel consumption was reduced by three to seven percent depending on the type of operation and payload was increased by up to 400 kg. 

Safety and comfort were also significantly improved. Thanks to the Telligent braking system with disk brakes, for example, it was possible to shorten the braking distance of the Actros travelling at a speed of 85 km/h by the length of a tractor/trailer combination. The design engineers also paid great attention to detail: a new type of wing lining reliably reduced the spray when driving in rain. 

Environmental compatibility was also improved with newly developed, more efficient V-engines and by improvements to vehicle assembly for example: here energy input was reduced by almost 50 percent. New cabs provided their occupants with up to 47% more space in the interior and were designed to meet the specific needs of the driver. 

The cabs were safer too – they had all passed the huge range of different crash tests both in simulation and real driving conditions. The airbags and seats with integrated seat belt tensioner were also new. Every newly presented Actros was voted ‘Truck of the year’ and even today the Actros remains a pioneer with regard to safety. 

“Looking ahead, the future is certainly bright and exciting for the DTBSA brands, as there is a rapid shift in the truck & bus industry to autonomous driving, electrification and connectivity. As we adapt to these evolutions, we remain resolute and committed to continue to provide our customers with reliable, fuel efficient, and safe vehicles to address their demanding business needs,” says Maretha Gerber, Head of Mercedes-Benz Trucks.