New Zealand Trucking December 2018

WWW.GOCLEAR.CO.NZ OUR TOP TOPTRUCK TRUCK– Whatever – Big Peterbilt it islooks goesperfect here by Day

TRUCKING

NEW ZEALAND

DECEMBER 2018

INCLUDING

TITAN up top IAA Wrap-up

Official supporter

GORDON HAYES

– icon of the South $8.50

Includes

gst

9 415775 487627

Long Haul Publications

WWW.GOCLEAR.CO.NZ RUNNING ON SCR?...

A new millennium begins

2000

Y2K passes without widespread computer failures Olympic Games in Sydney Isuzu Trucks No.1 in NZ

Queen Mother dies

2001 2002

Bali bomb kills 203 people Brazil wins Soccer World Cup Isuzu Trucks No.1 in NZ

2003

9/11 Twin Towers are hit by passenger planes Slobodan Milosevic arrested over war crimes Wikipedia goes online Isuzu Trucks No.1 in NZ

Population of New Zealand exceeds 4 million Saddam Hussein is captured

Boxing Day Tsunami causes widespread devastation First privately funded human spaceflight.

Janet Jackson suffers ‘wardrobe malfunction’ at Super Bowl

2004 2005

Isuzu Trucks No.1 in NZ

Five cent coins are dropped from circulation

2006

Space Shuttle Columbia destroyed during re-entry killing 7 astronauts Isuzu Trucks No.1 in NZ

Hurricane Katrina devastates New Orleans Prince Charles marries Camilla Parker Bowles Pope John Paul II dies Isuzu Trucks No.1 in NZ

Italy wins Soccer World Cup Google purchase YouTube for $1.65m Isuzu Trucks No.1 in NZ

2007

Apple introduces the iPhone Bomb kills former Pakistan PM Benazir Bhutto

Barack Obama elected first African American US President

2008

Isuzu Trucks No.1 in NZ

Global Financial Crisis Sir Edmund Hillary dies Isuzu Trucks No.1 in NZ

Willie Apiata receives the Victoria Cross, the first New Zealander since World War II

2009

Michael Jackson dies First New Zealand rocket launched into space

First Canterbury earthquake causes widespread damage Julian Assange, co-founder of WikiLeaks, is arrested Chilean mining accident, remarkably all 33 miners rescued

2010 2011

Isuzu Trucks No.1 in NZ

U.S. troops kill Osama bin Laden All Blacks win Rugby World Cup

Isuzu Trucks No.1 in NZ

Summer Olympics open in London

Swine Flu declared a global pandemic

2012

Kate Middleton marries Prince William Isuzu Trucks No.1 in NZ

Mars Rover successfully lands on Mars Queen Elizabeth II Diamond Jubilee Isuzu Trucks No.1 in NZ

2013

Pope Francis first Latin American elected Catherine, Duchess of Cambridge, gives birth to a baby boy

Malaysian airliner goes missing

2014

Nelson Mandela dies at age 95 Isuzu Trucks No.1 in NZ

Russia is reportedly in control of Crimea ISIS take control of Mosul Isuzu Trucks No.1 in NZ

2015

All Blacks win back-to-back Rugby World Cups Paris terrorist attack

Donald Trump elected US president

2016

Flowing liquid water found on Mars Isuzu Trucks No.1 in NZ

NZ highest ever Olympic medal tally UK votes for Brexit Isuzu Trucks No.1 in NZ

2017

Team New Zealand win the America’s Cup Facebook hits 2 billion monthly users

NZT504-1218

ONE THING HASN’T CHANGED SINCE 2000.

Thank you for 18 consecutive years at No.1 in New Zealand.

Jacinda Ardern becomes Prime Minister

Isuzu Trucks No.1 in NZ

WWW.GOCLEAR.CO.NZ ®

5to50 We’ll make it happen for you

TR FLEET SALES G UIDE

NOV EM B ER/ DECEM B ER 20 18

There’s only one choice when it comes to used truck and trailer sales.

Truth is, you can purchase heavy commercial vehicles anywhere, so why buy one from TR Fleet Sales Centre?

What makes our used vehicles better is the expertise and experience that go into managing and maintaining every truck

or trailer that we sell. Whatever vehicle you’re looking for, if it weighs anywhere from 5 to 50 tonnes, we’ll make sure that you’ll get just what you need and if we don’t have it, we’ll find it for you.

Call us for every option possible from 5 to 50 tonnes Nick Watson

Steve Andrew

Sam Davies

027 234 3288 nick.watson@ trgroup.co.nz

027 600 5379 steve.andrew@ trgroup.co.nz

027 280 5207 sam.davies@ trgroup.co.nz

Auckland & Northland

Grant Newlove

Mark Kenworthy

Luke Baker

027 889 3000 grant.newlove@ trgroup.co.nz

027 437 6623 mark.kenworthy@ trgroup.co.nz

027 420 5591 luke.baker@ trgroup.co.nz

Mt. Maunganui & Rest of North Island

South Island

WWW.GOCLEAR.CO.NZ RUNNING ON SCR?...

Curtainsiders

Our vehicles have full service histories.

2011 Isuzu NLR85 4x2 Isuzu Curtainsider, Container Rear Doors, Manual Transmission, Car Licence, 3.4m Deck.

25,000

$

plus GST 4x2

CKB940

BPJ743

GCD738

2004 Hino FD

2003 Isuzu FVZ1400

6x2

63,000

plus GST

CEB417

FPC136

$

6x4 Curtainsider, Container Rear Doors, Plywood 8.5m Deck, Spring Suspension, Manual Transmission.

2002 Isuzu FVZ1400

6x4

6x4 Curtainsider, Tail Lift, Plywood 8.3m Deck, Spring Suspension, Manual Eaton 9 Speed R/R Gearbox.

68,000

$

2004 Hino FY

We’ll make it happen for you ®

8x4

8x4 Curtainsider, Solid Rear Wall, Alloy Rims, Air Suspension, 18 Speed R/R Gearbox, Steel 7.2m Deck.

plus GST

6x4

66,000

$

plus GST

CYN437

6x2 Curtainsider, Tail Lift, Plywood 6.3m Deck, Air Suspension, Manual Transmission.

$

68,000

2000 Isuzu CXH450

8x4

8x4 Curtainsider, Spring Suspension, Alloy Rims, Alloy Fuel Tanks, 18 Speed R/R Gearbox, Plywood 7.3m Deck. plus GST

43,000

$

plus GST

trgroup.co.nz • 0800 555 678 Auckland • Christchurch • Mt. Maunganui

WWW.GOCLEAR.CO.NZ cks Fleet/Tipper Tru

34,000

35,000

$

74,000

$

4x2 4x2 Fleet Tyre Truck, Tail Lift, Fold Down Safety Cage, Work Lights, Air Compressor, Toolbox.

2007 Isuzu FRR500

4x2 4x2 Tyre Fleet Truck, Tail Lift, Folding Alloy Safety Cage, Air Compressor, Toolbox, Working Lights.

2010 Hino 500

GKB294

plus GST

CCU632

plus GST

BZM773

$

FLC207

GBP273

FEP95

Finance available to approved purchasers.

2011 Isuzu NPR250

64,000

$

2004 Isuzu FRR33L

26,000

$

plus GST

4x2

58,000

$

2004 Isuzu FRR34M

Competitive rates

2006 Toyota Dyna

4x2 4x2 Service Body Truck, Auto Transmission, Towbar, Double Doors Both Sides, Car Licence.

25,000

plus GST

4x2

$

plus GST

2004 NPR70L

4x2 Crewcab Toolbox Tipper, Twin Roller Doors, Drop Sides, Dual Swing Tail Gate, Manual Transmission.

4x2 4x2 Double Cab Toolbox Tipper, Drop Sides, Manual Transmission, Steel Head Board, Top Swing Tail Gate, Under Body Ram. FKP687

Fast approvals

plus GST

GHF844

30+ funding partners

15,000

$

CEP213

BWN929

4x2 Flat Deck Crane, Alloy Deck, Unic URW373 E Wire Rope Crane, Max Lift 3030kg @3.31m, Max Reach 680kg @7.51m.

6x4 6x4 Box, Tail Lift, Side Door, Alloy Fuel Tank, Toolbox, Plywood Deck, Plywood Lined Walls.

plus GST

4x2 2004 Isuzu NQR500 4x2 Flat Deck Crane, 5.9m Timber Deck, Manual Transmission, Toolbox, Towbar, Palfinger PC3300, Max Lift 2055kg @1.5m, Max Reach 380Kg @6.75m.

plus GST

Flexible payment options Tailored solutions

Get your truck finance underway Contact Nilesh Bhula today or visit: www.financenz.co.nz

54,000

$

CALL NILESH

021 669 611

68,000

$

plus GST

plus GST

2012 Isuzu NPR75L

2004 FRR33L

Crew Cab Flat Deck with Lockers, Ladder Racks, Towbar, Cab Mounted Beacon.

4x2 Transporter Deck with Crane, PK7501, 5.6m Deck, Electric Hydraulic Ramps, Husky 1000lbs Winch, Work Lights, Manual Transmission.

trgroup.co.nz • 0800 555 678 Auckland • Christchurch • Mt. Maunganui

We’ll make it happen for you ®

4x2

WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... s

8x4 Tractor Unit

Our vehicles have full service histories.

2007 Isuzu EXY530

8x4

8x4 Tractor Unit, Air Suspension, Alloy Rims, Alloy Fuel Tank, Air Kit, Auto.

58,000

plus GST

LHR765

JRN174

$

ECB491

2013 Scania R500

2009 Freightliner

8x4 plus GST

2008 Scania P420

8x4

8x4 Tractor Unit, Day Cab, Alloy Rims, Alloy Fuel Tank, Auto Transmission.

44,000

$

2004 Mack CX688RST

We’ll make it happen for you ®

8x4

8x4 Tractor Unit, Alloy Rims, Alloy Fuel Tank, Air Suspension, 18 Speed R/R Gearbox, DG Spec’d. plus GST

84,000

$

plus GST

GKH534

99,000

$

8x4

8x4 Tractor Unit, Alloy Rims, Alloy Fuel Tank, Day Cab, Air Suspension, Eaton Auto Transmission.

CKL476

LPL258

8x4 Tractor Unit, Sleeper Cab, Air Suspension, Alloy Rims, Alloy Fuel Tank, AdBlue, Auto Transmission, Air Kit.

$

69,000

2012 Freightliner Century

8x4

8x4 Tractor Unit, Alloy Rims, Alloy Fuel Tank, Air Suspension, Vertical Exhaust, DG Spec’d. plus GST

74,000

$

plus GST

trgroup.co.nz • 0800 555 678 Auckland • Christchurch • Mt. Maunganui

WWW.GOCLEAR.CO.NZ s

6x4 Tractor Unit GFK505

KUK352

GGR540

Finance available to approved purchasers.

2014 TGX MAN Tractor Unit

6x4

6x4 Tractor Unit, Alloy Rims, Alloy Bumper, Air Suspension, Auto Transmission, 5 to choose from.

58,000

6x4 Tractor Unit, Air Suspension, ABS, Aircon, Alloy Rims, Alloy Guards, AdBlue.

$

plus GST

85,000

2004 Isuzu EXY 530

2004 Mitsubishi Shogun

6x4

6x4 Tractor Unit, Air Suspension, Alloy Rims, Auto Transmission, Alloy Tank.

58,000

$

84,000

plus GST

6x4

6x4 Tractor Unit, Air Suspension, Alloy Rims, Roof Kit, 18 Speed R/R Gearbox.

$

plus GST

49,000

2002 Hino FS

6x4

6x4 Hino Tractor Unit, Alloy Rims, Alloy Fuel Tank, 18 Speed R/R Gearbox.

$

plus GST

39,000

plus GST

HBQ170

LQW690

$

6x4

6x4 Tractor Unit, Sleeper Cab, Air Suspension, Alloy Rims, Roof Kit, ABS/ EBS, Auto Transmission.

plus GST

CHN923

JMS519

$

2012 Scania G480

6x4

BBS791

2012 Freightliner Century

2013 Freightliner Argosy 6x4 Tractor Unit, Sleeper Cab, 110 Inch Cab, Air Suspension, Alloy Rims.

6x4

$

149,000

plus GST

2006 Scania P420 6x4 Tractor Unit, Alloy Rims, Alloy Fuel Tank, Air Suspension.

trgroup.co.nz • 0800 555 678 Auckland • Christchurch • Mt. Maunganui

6x4

$

38,000

We’ll make it happen for you ®

plus GST

WWW.GOCLEAR.CO.NZ RUNNING ON SCR?...

KEEP IT COOL THIS SUMMER! TR F LEE LE ET T SALES SA LES G UIDE R E E FE R T R AI L ERS OCTOBE R /N OV EM B ER 20 18

There’s only one choice when it comes to used reefer trailers.

Truth is, you can purchase heavy commercial vehicles anywhere, so why buy one from TR Fleet Sales Centre?

What makes our used reefer trailers better is the expertise and experience that go into managing and maintaining every trailer that we sell.

Whatever reefer trailer you’re looking for, we’ll make sure that you’ll get just what you need and if we don’t have it, we’ll find it for you.

1999 Fairfax Reefer Dual Temp.

Fibreglass Floor

2002 Maxicube Reefer Dual Temp.

Airflow Floor

10,000

$

plus GST

2003 Maxicube Reefer Single Temp.

Alloy Plank Floor

29,000

$

plus GST

$

10,000

Nationwide delivery, finance available. Full service history on selected trailers.

We’ll make it happen for you ®

trgroup.co.nz • 0800 555 678 Auckland • Christchurch • Mt. Maunganui

plus GST

WWW.GOCLEAR.CO.NZ Over 50 reefer trailers available.

Imagine what you could do with them!

Perfect for: Mobile office! Mobile storage! Community club!

2 Axle Reefer Trailer Year

Make

Description

Single/Dual

Floor

Price

Rego

2003

Maxicube

2 Axle (Thin Wall)

Single Temp

Alloy Plank

10,000

B205L

2003

Maxicube

2 Axle (Thin Wall)

Single Temp

Alloy Plank

10,000

B655J

2003

Maxicube

2 Axle (Thin Wall)

Single Temp

Alloy Plank

10,000

B958J

2004

Maxicube

2 Axle (Thin Wall)

Single Temp

Alloy Plank

15,000

D137F

2005

Maxicube

2 Axle (Thin Wall)

Single Temp

Alloy Plank

20,000

F125W

SOLD! SOLD! SOLD! SOLD!

3 Axle Reefer Trailer Year

Make

Description

Single/Dual

Floor

Price

Rego

1997

Fairfax

3 Axle

Dual Temp

Fibreglass

10,000

1586G

1998

Fairfax

3 Axle

Dual Temp

Fibreglass

10,000

8411K

1999

Fairfax

3 Axle

Dual Temp

Fibreglass

10,000

9847L

2000

Maxicube

3 Axle

Single Temp

Alloy Plank

20,000

L553Z

2001

Fairfax

3 Axle

Dual Temp

Fibreglass

26,000

2902U

2001

Fairfax

3 Axle

Dual Temp

Fibreglass

10,000

8296Y 468AS

2002

Fairfax

3 Axle

Dual Temp

Fibreglass

25,000

2002

Maxicube

3 Axle

Dual Temp

Air Flow

25,000

604AP

2002

Maxicube

3 Axle

Dual Temp

Air Flow

25,000

786AH

2002

Maxicube

3 Axle

Dual Temp

Steel

25,000

911AQ

2003

Maxicube

3 Axle (Thin Wall)

Single Temp

Alloy Plank

30,000

B195L

2003

Maxicube

3 Axle (Thin Wall)

Single Temp

Alloy Plank

30,000

B951J

2003

Maxicube

3 Axle

Dual Temp

Alloy Plank

30,000

B266F

2005

Maxicube

3 Axle (Thin Wall)

Single Temp

Alloy Plank

35,000

F475U

2008

Fairfax

3 Axle

Single Temp

Alloy Plank

45,000

M795P

SOLD!

SOLD!

4 Axle Reefer Trailer Year

Make

Description

Single/Dual

Floor

Price

Rego

2002

Fairfax

4 Axle

Dual Temp

Fibreglass

35,000

304AW

2002

Maxicube

4 Axle

Dual Temp

Air Flow

29,000

A571R

2002

Maxicube

4 Axle

Dual Temp

Air Flow

29,000

A736Z

2002

Maxicube

4 Axle

Dual Temp

Air Flow

29,000

A598T

2003

Fairfax

4 Axle

Dual Temp

Fibreglass

40,000

A133U

2003

Fairfax

4 Axle

Dual Temp

Fibreglass

40,000

B757H

2003

Fairfax

4 Axle

Dual Temp

Fibreglass

40,000

B755H B758H

2003

Fairfax

4 Axle

Dual Temp

Fibreglass

46,000

2004

Fairfax

4 Axle

Dual Temp

Fibreglass

39,000

D641T

2004

Maxicube

4 Axle

Dual Temp

Fibreglass

45,000

C925Y

2004

Maxicube

4 Axle

Dual Temp

Fibreglass

45,000

D585A

2004

Fairfax

4 Axle

Dual Temp

Fibreglass

45,000

D718F

2004

Fairfax

4 Axle

Dual Temp

Fibreglass

45,000

D844K

2004

Fairfax

4 Axle

Dual Temp

Alloy Plank

51,000

D532P

2004

Fairfax

4 Axle

Dual Temp

Fibreglass

45,000

E196F

2004

Fairfax

4 Axle

Dual Temp

Fibreglass

51,000

D537P

2004

Fairfax

4 Axle

Dual Temp

Alloy Plank

45,000

D540P

2004

Fairfax

4 Axle

Dual Temp

Fibreglass

39,000

D656T

2004

Fairfax

4 Axle

Dual Temp

Fibreglass

45,000

D699F

2005

Maxicube

4 Axle

Single Temp

Alloy Plank

56,000

H401A H602H

2006

Fairfax

4 Axle

Dual Temp

Fibreglass

55,000

2006

Fairfax

4 Axle

Dual Temp

Fibreglass

61,000

H462F

2006

Fairfax

4 Axle

Dual Temp

Fibreglass

55,000

H665A

2006

Fairfax

4 Axle

Dual Temp

Fibreglass

55,000

H673A

trgroup.co.nz • 0800 555 678 Auckland • Christchurch • Mt. Maunganui

We’ll make it happen for you ®

SOLD!

SOLD!

WWW.GOCLEAR.CO.NZ RUNNING ON SCR?...

Swinglifters/ cks Refrigerated Tru

$

89,000

W5859

M901Z

U341H

Our vehicles have full service histories.

139,000

plus GST

$

$

plus GST

17,000

1994 Patchell

3 Axle 20/40 Leg Over Swinglifter, Alloy Rims, Alloy Tank, Radio Remote.

3 Axle Step Skeletal, Steel Rims, Black Plastic Guards, Drum Brakes.

4802K

EMS875

2012 Hammer 155HS

2 Axle Mini Lifter, 2x20 Foot and 1x40 Foot, Radio Remote, Alloy Rims.

G4753

2008 Steelbro SBSS227F

$

27,000

12,000

$

plus GST

42,000

$

plus GST

1989 Steelbro SBS33

1998 Steelbro SBSK339D

3 Axle Flat Deck Semi Trailer, Spring Suspension, Drum Brakes, 13m Deck, Twist locks, Steel Deck.

3 Axle Step Skeletal Semi Trailer, Air Suspension, Drum Brakes, Alloy Light Bar, Full Load Landing Legs.

plus GST

2008 Hino FD

4x2 4x2 Refrigerated Body, Floor Fibreglass, Trifold Rear Doors, Wall Thickness 50mm, Front Mount Thermoking TS-200e, Single Temp, Power Standby.

ETF717

EUS963

plus GST

108,000

$

79,000

$

plus GST

2009 Hino FY

2008 Isuzu CYJ

8x4 8x4 Dual Temp Reefer, Double Side Doors, Rear Container Doors, Glass Over Ply Floor, Air Suspension, Alloy Rims, Auto Transmission.

30+ funding partners

GDU837

GCJ994

8x4 8x4 Temp Reefer Unit, Double Side Doors, Container Rear Doors, Alloy Floor, Air Suspension, 18 Speed R/R Gearbox.

plus GST

Fast approvals Competitive rates Flexible payment options Tailored solutions

110,000

$

2011 Scania R480

98,000

$

plus GST

8x4 8x4 Dual Temp Reefer, Double Side Doors, Rear Container Doors, Glass Over Ply Floor, Air Suspension, Alloy Rims, Auto Transmission.

Get your truck finance underway Contact Nilesh Bhula today or visit: www.financenz.co.nz

CALL NILESH

021 669 611

2011 G480 Scania

8x4 8x4 Single Temp Refrigerated Curtainsider, Air Suspension, Alloy Rims, Ply Deck, Auto Transmission.

We’ll make it happen for you ®

plus GST

trgroup.co.nz • 0800 555 678 Auckland • Christchurch • Mt. Maunganui

WWW.GOCLEAR.CO.NZ A CONTEN TR T

EX

CONTENTS

TR

.NZ L.

.

W

NZ

CO

WW

Video A U C K IN G D I G I T

28 Iditarod – Kiwi style Boundless ability

Our own legendary Hayes logger

CO

NZ

.NZ

Video TR

L.

– industry news

.

W

42

Road Noise

WW

16

Editorial

A CONTEN TR T

13

EX

regular columns

A U C K IN G D I G I T

– Gordon Hayes

48

Just Truckin’ Around

50

Top Truck – Pete’s new life

52

Trucks of New Zealand Post – Jail mail

72 78 82

Aussie Angles

66 What a wonderful…ERF – celebrating our recent past

– Beefy B-double

Business Update –

Master drive now master class

RTF Conference

–

Highlights Pt 1

Official Sponsor New Zealand Trucking

December 2018

11

WWW.GOCLEAR.CO.NZ RUNNING ON SCR?...

EDITOR

Dave McCoid ADVERTISING ENQUIRIES NZ Trucking – North Island

Ph: 027 492 5601 Email: editor@nztrucking.co.nz

Matt Smith

Ph: 021 510 701 Email: matt@nztrucking.co.nz

Chris Merlini

Ph: 021 371 302 Email: chris@nztrucking.co.nz

Truck Trader Frank Willis

– North Island

Ph: 027 498 9986 Email: frksyl@xtra.co.nz

NZ Trucking – South Island Truck Trader – South Island Heavyn Parsons Ph: 027 660 6608 Email: heavyn@nztrucking.co.nz SUB EDITOR

OFFICE ADMINISTRATION

CONTRIBUTORS

PUBLISHER

Faye Lougher Niels Jansen (Europe) David Kinch Carl Kirkbeck Faye Lougher Craig McCauley Jacqui Madelin Howard Shanks (Australia) Will Shiers (UK) PRODUCTION MANAGER

Ricky Harris

Georgi George

Long Haul Publications Ltd OFFICE

Long Haul Publications Ltd PO Box 35 Thames 3500

54 Driving tomorrow

C/O Purnell Jenkison Oliver 611 Mackay St, Thames 3500

– Hannover 2018

ART DIRECTOR

John Berkley DIGITAL IMAGING

Willie Coyle

DIGITAL MANGER/CONTENT

Louise Stowell

New Zealand Trucking magazine is published by Long Haul Publishing Ltd. The contents are copyright and may not be reproduced without the consent of the editor. Unsolicited editorial material may be submitted, but should include a stamped, self-addressed envelope. While every care is taken, no responsibility is accepted for material submitted. Opinions expressed by contributors are not necessarily those of New Zealand Trucking or Long Haul Publishing Ltd. All rights reserved.

62 The winds of change – Tracy’s nasty present

This magazine is subject to the New Zealand Press Council.

Complaints are to be first directed to: editor@nztrucking.co.nz with “Press Council Complaint” in the subject line.

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76 86 88 90 92 94

ABC Audited circulation 7092 as at September 2017 Nielsen audited readership 95,000 as at 01–2016

Safety MAN update Fuel for Thought Product Profile –

96

Health and Safety Legal Lines NZ Trucking Association

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Northern Forklift

98 100

104 106

Road Transport Forum New Rigs New Bodies and Trailers TTMF – Member Profile What’s on/ Cartoon The Last Mile

WWW.GOCLEAR.CO.NZ EDITORIAL

Smile and wave

adapted masthead.indd 1

NASA

W

elcome to the last issue of 2018, and you’ve really got to ask the question, ‘What happened to that year?’ There’s been so much on in every part of the industry, whether it be makes and models, technology and information, propulsion, or the great unknowns that are vehicle autonomy and climate change; there’s something at every turn.

The road ahead in trucking has never been more uncharted. What trucking will even look like 25 years from now is almost impossible to predict. At the RTF conference this year Paul Mackay from Business NZ talked about a working group in Parliament currently looking at ‘The future of work’. Aside from trying to gain an understanding of what work itself will look like, and where it will be undertaken in the next one to two generations, it’s also an attempted crystal ball gaze into how we maintain an even keel given the predicted levels of technology driven lifestyle disruption, and displacement, evidently heading our way.

Bringing things back to a more local and ‘in the moment’ flavour, there’s likely to be a continuing trend toward consolidation – we’re seeing that all the time – and driving will be an industry in dire need of young blood for some time yet, with the over 54s about to tick off another year of playing a lynchpin role in the economy, while many under 30s remain oblivious to the crisis. Infrastructure will remain in deficit when it comes to satisfying our

expectation of it, and as a society we’ll throw gadgets at symptoms instead of facing the sometimes hard questions around causation. Even closer to home, the industry’s representation will likely come under increasing self-analysis in terms of identity, delivery, and place.

That is simply a global trend.

It’s been a great year at Long Haul and Matt, Margaret and I are always humbled by the incredible, dedicated, and above all passionate people who work so hard to bring you all the best print and digital content we can.

Surround yourself with great people and you’ll have a great business. We’ve got plenty in the pipeline coming your way over the next couple of years, that’s for sure, and extend our sincere and heartfelt thanks to all of you for your support of a Kiwi business driven by a passion for the industry whose

history we’re recording.

So as the weekends toward Christmas roll around, the days get longer, and thoughts turn to the holiday period, we here urge you to take a little extra time making the critical decisions, especially on the road. Decisions that affect the quality and safety of your life and the lives of those around you.

To the left is a picture that’s probably worth a thought next time you think it’s vital to pass the truck in front of you before the passing lane runs out, or pull out from an intersection into a gap that’s not really there. It’s a picture of Earth taken from Voyager 1 when it was 4.3 billion miles from Earth. Just so you know, Earth’s not the big white line circle, Earth’s the dot in the middle of it.

That minute you want so badly? It’s not that important. You’re better to realise we’re all just specks on a dot, that we’re in this together, so just smile and wave.

Have a most wonderful festive period, and please, please, please, wave to the truckies. They’re working their hearts out to help make it the best holiday you’ve ever had.

Take care.

Dave McCoid Editor

8/02/2012 11:02:47 a.m.

New Zealand Trucking

December 2018

13

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ROAD NOISE NEWS

New CEO for Road Transport Forum

R

oad Transport Forum chairman Neil Reid is pleased to announce that Nick Leggett has been appointed as RTF CEO to succeed Ken Shirley, who retires at the end of 2018.

Leggett has had a very distinguished career in local government, serving two terms as Mayor of Porirua City from 2010. Leggett was first elected to council in 1998 at the age of 19, and in 2010 was the youngest mayor in New Zealand.

For the past year Leggett has been executive director of the New Zealand Alcohol Beverages Council.

“I look forward to working closely with Nick, who will have responsibility for leading the national body of the New Zealand trucking industry in a time of significant change for the

sector,” said Reid. “There are both significant challenges and exciting opportunities facing the road transport industry in the coming years across the political, regulatory and business environments.”

Leggett said that he is looking forward to the challenge of leading a group that he has long admired for their strong and effective advocacy.

“The Road Transport Forum and its constituent associations have a proud history representing a sector that is at the heart of so much economic activity,” said Leggett. “I am excited to carry on that good work and assist road transport operators to get the most out of their businesses and meet the challenges coming their way.”

Shirley said he has thoroughly enjoyed the past eight years working for the

No regional fuel tax for Wellington

T

ransport Minister Phil Twyford said Opposition Leader Simon Bridges’ claim that the Government was in discussion with Wellington councils about a regional fuel tax was categorically wrong.

“The Government has explicitly ruled out a regional fuel tax in Wellington,” Twyford said.

“The Wellington councils have asked for a regional fuel tax. I have ruled it out. Like many councils around the country, Wellington was left with a massive infrastructure deficit from Phil Twyford the former government.

These councils are desperate for funding to build muchneeded transport infrastructure.”

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New Zealand Trucking

December 2018

Nick Leggett assumes the role of CEO Road Transport Forum from 1 January 2019.

industry that literally drives the New Zealand economy.

“I wish Nick and the industry every success in the future.”

Minister welcomes re-evaluation

M

inister of Transport Phil Twyford said the NZ Transport Agency’s re-evaluation of SH2 Waihi to Tauranga, Otaki to North of Levin, and Whangarei to Warkworth has produced the best solution for their local communities.

All the routes will receive four lanes of capacity in total, when combining the improved existing highways with the addition of new two-lane highways and urgent safety improvements.

“NZTA is prioritising urgent safety improvements to these roads to make them more forgiving of human error. Drivers will always make mistakes and the government’s job is to stop those mistakes turning into tragedies.”

Twyford said a total of four lanes of capacity along these routes will help meet future traffic volumes.

“These re-evaluated projects will help grow our regions, get the best value for our transport dollar, and save lives on our roads,” he said.

The nine other re-evaluations are ongoing and all will be completed in December.

WWW.GOCLEAR.CO.NZ DELIVERING BETTER.

Sika New Zealand is the country’s leading concrete admixture supplier.

To keep up with fast-rising customer demand, the company purchased a FUSO HD FS3147 8x4 Hi-Top two years ago and have been so impressed they’ve recently ordered another one.

Fitted with a flat deck and a hydraulic pump, the HD FS3147 tares at 11,200kg and has been put to work carting admixtures throughout the North Island.

Manufactured by Sika in Auckland and Christchurch, the admixtures are transported in 1,000-litre IBCs, with a typical load of 12 weighing up to 17 tonnes.

Technical Sales Representative Don McPike describes the HD, which runs on airbag suspension, as a pleasure to drive.

NZT502-1218

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“I’ve been a truck driver most of my life and still occasionally get behind the wheel.

The cab is well laid out – you just jump in and drive. For what we do, the 346kW engine also has more than enough power.

“It took me a while to adjust to the automated manual transmission, but it definitely makes life easier when you’re driving around Auckland; the other drivers all enjoy it too.”

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ROAD NOISE NEWS

TRT and Hiab partner up

H

iab has entered into an agreement with Tidd Ross Todd Limited (TRT), and from 26 November TRT will be Hiab’s new partner in New Zealand, handling the full range of Hiab equipment and

services.

TRT will be the sole distributors for HIAB cranes, Zepro tail lifts, Multilift demountables and skiploaders, Jonsered log cranes and recycling cranes, and Moffett truck-mounted forklifts.

TRT has four business divisions – cranes, manufacturing (including heavy transport trailers), truck and trailer parts and service – and their comprehensive, nationwide sales and service network makes them ideally placed to manage Hiab’s distribution in New Zealand.

A key part of the delivery will be stocking genuine aftermarket parts and supporting nationwide fitting agents and service outlets.

“TRT has an experienced team with the internal systems and structures in place to manage all aspects of our distribution and maintenance,” said Steve Coonan, Hiab head of sales and service SEA and importer markets.

“This partnership will give New Zealand businesses access to specialist advice, equipment and maintenance all from one company at multiple locations.”

TRT Engineering director Robert Carden will be leading the integration.

“We are committed to a seamless, focused service for Hiab customers,” he said.

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ROAD NOISE NEWS Democracy in action

Truckies in protest against fuel taxes

“E

nough’s enough” was the call from truckies taking part in the protest against rising fuel costs on October 15.

Petrol prices have hit record highs this year, after the Government’s latest 3.5c excise tax increase and Auckland Council’s 11.5c regional fuel tax.

RNB Transport owner Rob Ryan said he decided to organise the convoy of up to 100 trucks that left Silverdale bound for the central city because he wasn’t prepared to just sit back and watch fuel prices soar.

“Pretty much everyone was moaning about it, and I think everyone else was scared to do it. Somebody said to me on a social media page, ‘stop whinging about it, why don’t you do something about it?’ So I thought, ‘you know what? I will.’”

Rob said he’s had a bit of flack regarding the protest, but it won’t stop him from organising another one if he has to.

“I had a couple of phone calls from associations that I belong to, asking what I was doing. If they’re not with me then that’s fine, but I’m not going to stop it because there are a lot of pissed off people.

“This is about our country, this is about people; it isn’t just

Rob Ryan said enough is enough in regard to fuel prices rises and the government needs to be sent a message.

about me or RNB, this is about everybody. The fuel price increases affect everything.” Rob emphasised that everything is either picked up or delivered by a truck. “Everything will be impacted.”

The slow-moving protest and short park-up in the central city was all about getting the Government’s attention.

“We can only start small and hopefully get people behind us to do it again. And we will do it again if no one’s listening,” said Rob. “We got amazing support from the public. We got the odd bird from a couple of people, but hey, you’ve got to expect that!

Not everybody’s behind us and we don’t expect that. But at the end of the day, we’re out there for a cause. Enough is enough, stop these increases in fuel because you’re going to do nothing for this country.”

Rob said he was fully prepared to repeat the protest run on 15 November if nothing changes.

Safety MAN wins award

T

he Safety MAN road safety truck has been recognised recently by Brake, a non-profit charity established in 1995 that operates internationally from its bases in the UK and New Zealand. Brake coordinates Road Safety Week, and annually the Brake awards recognise the achievements of those working to reduce the number of road crashes, celebrating and sharing best practice in managing road risk.

The Australasian Road Safety in the Community Award 2018 (sponsored by Bridgestone) was presented to the NZ Trucking Association – Safety MAN Road Safety Truck. The award is awarded to the organisation that has worked hardest with its community to improve road safety for all road users.

“The Safety MAN has been a huge undertaking for the small team at the NZ Trucking Association,” said NZ Trucking Association CEO Dave Boyce. “Launching in August 2017, since then more than 16,000 people have visited the Safety MAN. The programmes have been evaluated independently and have been proven to be saving lives and serious injuries on the road. These awards have been a great reward for the team and sponsors and great profile to get people talking about Road Safety.”

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New Zealand Trucking

December 2018

Bridgestone NZ executive Bill Dyall and NZ Trucking Association CEO Dave Boyce.

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ROAD NOISE NEWS

TIL buys Specialist Lifting and Transport Group

N

ew Zealand freight and logistics company TIL Logistics Group Limited has bought Specialised Lifting and Transport Group (SLTG), allowing it to compete against Australian businesses currently quoting for heavy haulage and specialised transport and lifting jobs in this country.

The freight and logistics business paid $15 million in cash in addition to an issue of $4m in TIL shares at $1.50 each for SLTG. SLTG comprises a group of leading New Zealand businesses providing heavy haulage and specialised freight services – Tranzcarr Heavy Haulage, Machinery Movers and Huge Movers.

TIL Logistics Group CEO Alan Pearson said heavy haulage was very specialised work, both in terms of equipment and people.

“We are very pleased with this recent acquisition, which offers a number of meaningful synergies, expands our network and allows us to offer our customers a broader range of services,” he said.

“The New Zealand freight industry remains highly fragmented and TIL is well positioned to lead future industry consolidation. We have a very disciplined approach to acquisitions, which must meet strict criteria and demonstrate the ability to add considerable long term value.”

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ROAD NOISE NEWS

New dealer principal for NZ – IVECO

I

VECO has appointed Jason Keddie to the position of dealer principal – New Zealand.

Prior to taking on this position, where he will be responsible for retail dealership and wholesale operations, Keddie was IVECO product support manager for Australia and New Zealand. Before that, he held senior consulting positions in the automotive and commercial vehicle sectors and OEM regional management and retail operations roles.

IVECO Australia and New Zealand business director Bruce Healy said Keddie was an ideal candidate to head New Zealand operations.

“As well as having relevant industry background, Jason is extremely

Jason Keddie.

familiar with the IVECO model range courtesy of his time as product support manager, so can strongly relate to the fleet maintenance and management challenges affecting commercial vehicle operators.”

Keddie said he looked forward to the challenges and opportunities of the new role.

“The brand is well represented in New Zealand by a fantastic selection of models that are becoming increasingly popular with buyers, and with our new headquarters, dealership and parts warehouse facility opening soon in Auckland, we’ll be able to provide customers with even higher levels of service and support.

“There are exciting times ahead for IVECO New Zealand, and I’m delighted to play my part.”

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New Zealand Trucking

December 2018

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ummins Inc. and Isuzu Motors Limited have signed a letter of intent to jointly evaluate opportunities to deliver globally competitive products.

In the commercial vehicle space, power sources are increasingly becoming more diverse and emissions regulations continue to grow more stringent around the world. Significant investment will be required to deliver the best next generation diesel and natural gas based powertrain solutions as well as alternative powertrains, connectivity and autonomy that end customers demand. Collaboration and strategic partnerships will be essential to share increased investment costs and win in the market.

Each company has committed to assigning a team of individuals to explore potential opportunities in product technology development, service and other areas of collaboration with the potential for a longer-term partnership for the next generation of diesel and natural gas based internal combustion powertrains as well as new powertrain technologies such as electrification.

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ROAD NOISE NEWS

Reviews underway and a tougher stance coming

T

he NZ Transport Agency has an extensive review of compliance files underway and is toughening up its enforcement regime, with an increase in the number of suspensions and other legal action expected to follow as a result of review findings to date.

In late September the NZTA board engaged law firm Meredith Connell to review 850 open compliance files.

Meredith Connell is now leading the regulatory function within the NZTA. The NZTA regulates all vehicles on the roads and licenses people working in the transport sector. In response to the file review and issues identified through the investigation of recent heavy vehicle certifier suspensions, agency chief executive Fergus Gammie said it was clear major improvements were needed.

“For many years, the NZTA has operated a high trust, devolved regulatory regime, working with a network of qualified professionals to carry out services and focusing on ongoing education to address issues.

“It is clear that our approach has not been sufficiently robust to categorically ensure the highest levels of regulatory compliance. The Transport Agency has been too reliant on self-regulation and has not devoted enough attention or resources to ensuring compliance. We want to be upfront with the public. We know we have to do better, and we accept our responsibility to fix it.”

While this review is ongoing, it has already identified a range of non-compliance across the regulatory areas overseen by the NZTA. Of the 850 open compliance files, 152 have been prioritised around risk to safety. Work will continue on the remaining files.

“We have taken an exceptionally firm and prudent approach, deliberately casting a wide net to review files from all of the

regulatory areas for which NZTA is responsible, encompassing issues from the very minor to the very serious. I assure the public this review is thorough and far-reaching.

“The public can expect full accountability and an increased number of enforcement actions taken to ensure compliance.

The Transport Agency has now instigated a risk-based approach to addressing any non-compliance where public safety could be at risk, giving priority to the most urgent cases.

Where suspension is necessary to ensure public safety, the Transport Agency will take action.”

Gammie said increased enforcement actions would be immediately visible as final decisions were made on each file regarding the appropriate corrective action required, and the NZTA team was committed to swiftly improving how regulatory compliance is enforced.

The NZTA was in the process of hiring additional compliance inspectors to cover heavy vehicle certifiers and Warrant of Fitness (WoF) and Certificate of Fitness (CoF) certifications. Certifiers and licence holders will be required to quickly address issues identified, or face action. On top of this, the NZTA is proposing to establish a newly focused regulatory division, with increased resourcing and capability.

The NZTA has recently appointed two additional heavy vehicle engineers and two additional auditors, with a third being recruited. Recruitment is also underway for 17 additional WoF and CoF inspectors.

“We are calling on both our regulatory partners and those sectors which we regulate – such as the heavy vehicle industry and transport operators – to continue to work alongside NZTA and to accept their own roles in ensuring regulatory compliance,” Gammie said.

POAL investing in the Waikato

P

orts of Auckland is building a major freight transport hub at Horotiu, north of Hamilton, and announced that Open Country Dairy will be its first freight customer.

“We are thrilled to have secured Open Country Dairy as our first major tenant. The hub’s earthworks are now complete, and we’ve started building a facility for OCD that will be operational in 2019,” said Ports of Auckland CEO Tony Gibson.

The Waikato Freight Hub is a key part of Ports of Auckland’s rail-connected North Island freight hub network that links Kiwi businesses with New Zealand and global markets.

“This new facility will give Waikato farmers a more

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New Zealand Trucking

December 2018

efficient and environmentally friendly way to send their exports overseas, improving their competitiveness and sustainability,” said Gibson.

“This is part of Ports of Auckland’s strategy to support regional growth with freight hubs in South Auckland, Mount Maunganui, Manawatu and now Waikato. All are located next to rail and are in regions that generate significant volumes of exports that need to be efficiently transported to a major port.”

Gibson said the freight hub network would contribute to lower freight costs, reduce carbon emissions, and offer a wider range of shipping services to North Island exporters and importers.

NZT505-1218

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IDITAROD - Kiwi style Story by Dave McCoid

Photos and video by Dave McCoid and Matt Smith

Few challenges on the planet unify man and beast like Iditarod, the 1500-odd kilometre dog sled race held annually between Anchorage and Nome in Alaska. But you don’t have to go that far north if you want to see big hounds undertaking feats of endurance under the guidance of a master handler; you can find it right here at the top end of our own beautiful land.

A

sk any truck-head in New Zealand where you can find a Mack Titan and most would direct you somewhere in the vicinity of Murupara or the like. Not so if you ask that question in Northland. Whangarei-based Shane Laurence recently put an interesting variant of Mack’s mightiest badge to work in his Aysha Logging livery. A Super Liner Titan, the truck will cart logs out of the Far North to sawmills, and the export facility at Northport. Regulars to our pages will recall the last new Mack Super Liner wearing the stunning Aysha colours taking the Top Truck prize in the July 2014 issue of New Zealand Trucking magazine, and you’d be forgiven for thinking that would be a near impossible act to beat. Well, maybe not.

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New Zealand Trucking

December 2018

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New Zealand Trucking

December 2018

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An extra 50mm in cab height and the Southern Cross grille set this truck apart visually. Above: It’s official!

First things first

A Super Liner Titan? Yes, a Super Liner Titan – it’s actually registered as that. Let us explain. Firstly, ceasing the vendor engine option on big Macks eliminated the need for the longer Titan-specific hood. Mack now uses the Super Liner bonnet on all Titans going forward, meaning they now share cab and bonnet. Secondly, the Titan is a more…‘malleable’ beast when it comes to custom building. You can start with a 90 tonne GCM machine and by adding things like bigger rear ends – up to the indestructible Sisu hub reduction set-ups – auxiliary transmissions and other beefier bits and pieces, you can build a behemoth able to wear a GCM plate starting with a ‘2’ and ending in ‘hundred and something’. King House Removals, Fulton Hogan, and the legendary Gibbo Dahngee all have Titans specified to various degrees of outrageous ability.

There’s a ‘but’ though. A Titan with a GCM above 90 tonne falls under a different warranty package on the reasonable expectation that life will get a little arduous at times. In the case of the Aysha machine, a 90 tonne GCM was ample, as is a Super Liner spec undercarriage. The big differentiators between the standard Super Liner and the Super Liner Titan are therefore the cab height and the badges. It’s worth noting a 50mm increase in cab height doesn’t sound a great deal, but it’s striking when they’re alongside each other at the trailer gantry, or you’re climbing aboard the Titan variant Being the outstanding people they are, those crazy kids at MTD Trucks Palmerston North, renowned for maverick number 8 wire exploits on their precious pups, wanted to do something a little bit more for Shane, so ‘The Last Stand’

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New Zealand Trucking

December 2018

– that’s the truck’s name – got a Southern Cross special edition grille to boot. The result? Well, look for yourself; the drool will flow quickly.

The lands that governments forget

Northland is a shit of a place on trucks. We always complain about the roads in Auckland’s northern hinterland but there’s no disputing the fact that as you continue up, the road quality pretty much continues down. You’d think with only one cruddy under-cooked railway line winding its way from Auckland to Whangarei the bitumen arteries and veins would be topnotch. Wrong. There’s no question part of Northland’s longsuffering economy is directly correlated to its lack of transport infrastructure. Like the South Island’s West Coasters, in Northland you’ll find so many genuine people battling their guts out to make a go of it, and feeling pretty abandoned by central government. The fact that it was a Northland operator who stood up at the recent RTF conference and gave Transport Minister Phil Twyford the most impassioned summation on the administration’s shortcomings says it all.

To make matters worse, if you’re going to log in the north, there’s even less on the plus side. Although the Pouto forests are built on the sand dunes like Woodhill, others, like Opouteke and Mangakahia, are the equal of anything you’ll find on the Coromandel, East Cape and Nelson, not to mention the private woodlot work that goes on. Switch-back roads and single lane bridges that take four or five bites to get on to. They maybe the basis of great work stories but it can certainly be character building stuff at the time.

WWW.GOCLEAR.CO.NZ Because of work profile and infrastructure, the Aysha Titan – like its Super Liner siblings – is set up as a classic 6x4 and 4-axle trailer, stickered at 45 tonne. It’s always cool when you see this configuration in a log truck nowadays, especially when they have central tyre inflation (CTI), because you instantly know that at some point, life for this man-machine duo gets very real. So let’s see who is …

The big dog’s master

So you have a tortuous task and track, but one mother of a dog.

If the dog’s not going to run amok then you’ll need a master ‘musher’, or in our speak, operator. Enter the scene 62-year-old Geoff Heywood. To gauge the respect Shane holds Geoff in, when Geoff had a wee health issue that parked him up for a bit recently, his dog was pretty much parked for a lot of the time too. “Buggered if I’m going to be the first one to put a mark on it,” Shane told us a couple of months back.

The Titan is called ‘The Last Stand’, a subtle hint from Geoff that this may be the last one.

“Yeah, that’s the idea,” Geoff laughed, “but Shane reckons I’ve got at least two more left in me. We’ll see.”

Keeping 20m and 45 tonne upright in Northland requires a certain ‘demeanour’ shall we say, and Geoff has it in absolute spades. Geoff is so calm and unflustered he makes the Dalai Lama look like a raving halfwit. Here’s an interesting comparison: the last 6x4 and 4-axle log truck carting out of a tortuous region we ran in was Shane McFarlane in the Satherley Legend, and from our observations on respective days, Geoff and Shane are two peas in a log truck pod. Both men make such a mockery of the broader public’s ignorant belief structures in regard to truck drivers that they should be paid ambassadors of the industry. If truck driving means your kids turn out like either of these two men, then get them in the cab as soon as you can.

Wheel dog!

The wheel dogs are the biggest and strongest in the sled team, closest to the load, and first to take the weight on starts and climbs. Yep, the Titan’s a wheel dog all right. When we’re talking about aerobic fitness, the Titan packs one of the biggest lungs in the game. The 16.1-litre, 6-cylinder Mack MP10 has been around every block you can imagine and is a more than well-respected engine capable of bewildering performance figures. It’s a Euro 5 motor using SCR to effect the clean outcome. Sporting a single head with overhead cam and multi valve layout, unit injectors, and a variable vein turbo charger, there are obvious bloodlines to the D16 Volvo family, but like all products of this nature, it’s tuned and developed by Mack for Mack. Physically she’s a whopping piece of iron, especially when you’ve got into the groove of staring at 13-litre and smaller engines.

It’s certainly worthy of sitting under a bonnet with a Titan name badge. In fact, when specced to its highest settings, the MP10 makes the Super Liner and Titan the most powerful off-the-shelf bonneted trucks your coin can buy.

The MP10 is in that ‘it doesn’t matter’ family, meaning put whatever you like behind me I’ll get it to where it needs to go

One of Northland’s main arteries linking service towns and its biggest city. You’d have to wonder where the RUCs all went.

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Tapping it out into Northport.

The perfect representation of a modern US-style dash. They still work just fine for drivers.

Behind the Silver Bulldog The Mack cab’s a wonderful place; well, we think it is. It’s snug, serviceable, and above all else, cool. Bonneted American trucks have come an extraordinary distance in terms of ambience, in no small part due to the influence of European partners or owners, but in the Mack, and the Kenworth for that matter, all that makes the US brethren gravitate to Uncle Sam’s machines is still there. There’s no point in trying to ascertain whose philosophy is ‘better’, that’s like saying apple pies are better or worse than crème brulees – it’s pointless, they’re both puddings; which one you like is up to you. As apple pies go though, this is an extremely good one.

Inside it’s finished in burgundy with pleated and button Ultraleather vinyl, and colour-coded paint on the door frames.

The main dash is a heavy grey plastic wrap with a woodgrain

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finish. Being the mDRIVE there’s no gear stick, so it’s all clear space between driver and occupant. There’s an upholstered storage unit with a hinged lid between the seats, a cubby in the back wall, under-seat storage on the passenger side, door pockets, and little storage compartments above the windscreen and in the hood lining. It sounds a lot and it’s ample, but this is a bonneted US truck with a day cab – if you’re away for a few days you’d need to be frugal. The lighting is superb. OEMs seem to know the global driving demographic is aging and need the light when doing the admin in the evening.

Dash-wise it’s all American. The austerity club in the dashboard design department at Volvo HQ must look and shake their heads, but it’s a thing of true beauty. All the

WWW.GOCLEAR.CO.NZ in a timeframe equalled by only a select few. The peak power of 511kW (685hp) hangs around from 1500 to 1800rpm and the torque peak of 3150Nm (2300lb/ft) turns up at 1000rpm and is there until 1550rpm. Mack say the sweet spot economy-wise is 1250 to 1450rpm, and that’s exactly where Geoff drives it – hour after hour after hour.

It’s a great comparison with last month’s test truck, The MP10’s a big lump of grunt. the UD QUON with the 11-litre GH11 rated at 343kW (460hp) and 2200Nm (1623lb/ ft). When we say comparison we’re not in any way demeaning the QUON, they’re utterly different machines for completely different roles. What we mean is it’s a demonstration of how much easier it is to get a big bore motor to hang around the critical numbers for longer. UD among others have done great things eking performance out of their smaller burners, but the peak stats are often a moment in time. Not so the big bangers.

In the MP10 the whole time you’re churning out 3150Nm you’re never under 336kW (450hp). Four hundred and fifty horsepower was a kick-arse truck in 1985. The MP10’s a real blacksmith in its ability to bend steel and for that reason it does have something in common with its more modest Volvo group stablemate in that you can’t get the MP10 in 685 trim with a manual stirrer (you can in 600 spec). It’s a driveline preservation thing. The company’s mDRIVE TmD12O23 12-speed transmission is where you’ll need to be, but if you want crawler gears you’ll need an auxiliary, as there’s no hint yet from the big Vikings at the front of the longboat re crawler gears in the mDRIVE. When it comes to useable, fall-in-love-with AMTs, the Volvo Group I-SHIFT derivatives are near the top of the pops. Owner Shane is not a convert as yet, and said in a classic

Burgundy interior and buttoned diamond pattern.

It’s definitely a Titan when you’re

Nowadays there’s plenty of lighting.

talking entry.

gauges are in front of Geoff with Mack’s Co-Pilot telemetry and diagnostic screen top and centre, and the warning lights in a pair of screens either side that sort of look like a Bulldog’s deep droopy eyes. Shift buttons, switches, climate, and the ‘wireless’ are on the wrap, as is the CB and CTI controller. Huge bouquets to the Big Foot guys for the job they did installing the CTI box. There’s no entertainment, navigation/phone control display as yet. We’d imagine it won’t be far away if you know what we mean. Would be cool if cruise and wipers were built into the steering column wands but they’re fine right where they are.

Being a log truck, every available space overhead has an RT or bush radio. Indicator and dip are on the left wand, and on the right is the menu selector for Co-Pilot. The steering

adjusts for telescope and rake and its only function is directional control of the machine…praise be.

Entry’s an interesting thing. It’s a haul into the Titan cab, three steps with the last one into the cab proper a real haul.

The view from the summit is worth the climb. The bonnet rakes away and is remarkably absent from the visual field; nothing like the Super Liner of olden times. The elevated air intakes are well tucked away, far better than say a T6 or 9 series Kenworth, and the mirrors are classic West Coasters, heated and electrically adjustable, with spotters for stump and logend detection. You’d think she’d be a visibility landmine, but not so. It’s an open and airy cab, and with normal ‘look twice, act once’ protocols, you’ll be fine at intersections.

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From the front!

You’re sitting in the ute and into the fuel stop wheels a Mack Super Liner to die for. Brakes on, the door swings open and out jumps six-foot-something of Shane Laurence. He sees you walking his way…

“Dave! Sorry mate, she’s all bloody go. I’ve had a hell of a day. Trucks, drivers, she’s a battle. What do you think? She’s a retirement truck isn’t she? No gear lever! I don’t know. Geoff loves it.”

Straight away you can see why Aysha Logging has 20 trucks, many of which are blinged up. If Shane were in the army he’d be SAS. No middle ground. We’re not here to play tiddly-winks, he’d scream for the biggest machine gun and be over the top, headlong into the fray. He has a plan and will execute it no matter what. He’s a do as I do leader and fools have no place in his regiment.

Twenty minutes later you’re in the company hut; he’s knocked off.

“Do you want a beer?”

“Yep.” There are notes on paper, notes on the back of the hand, cell phones, questions coming from all directions. They’re all answered. Instructions are issued clearly; there’s a formidable intellect driving the inner workings. It’s like we said – he’s a lead from the front guy. There’s an air of the late Matt Purvis about it all. Matt was the co-founder of Taupo icon Total Transport Ltd and was the consummate director of people, trucks, and loads – all with a positive mindset. That’s how you’d describe Shane.

He’ll listen to what a driver has to offer, and as big as he is, he’s not too big to alter course if the suggestion makes sense. That’s respect for staff right there; not some ridiculous certificate for walking in the marked paths faultlessly for a month.

But he’s not from driving stock. Born in Auckland, Shane is the son of a rigger/scaffolder. He left school at 15 and while working for the Waipu Timber Company he was instructed to

booming crack-up ‘Shane’ kind of way, “It’s a retirement truck!”

Geoff on the other hand laughed – in an understated ‘Geoff ’ sort of way – and said, “My knees and shoulders are a decade older than his”.

Behind the mDRIVE are a set of Meritor RT46-160GP axles at 20,900kg capacity, 3.58:1 final drive, and locks on both axles. The front axle is the 7500kg Mack FXL 16.5 on parabolic springs and shocks, and in the rear is Mack AP460 Air Suspension at 20,900kg capacity also. Other ‘forward no matter what’ features include traction control, Mack’s Grade Gripper hill start assist, and a Big Foot CTI installation.

Trees and a windy road

We jumped in with Geoff at Ruakaka. The drive-in weigh, trailer gantry, tyre shed, Caltex diesel stop, and coffee facility on Marsden Point Road just off SH15A is a fantastic set up with plans afoot to take it many levels better. We’re heading for Pouto forest on the dunes at the southernmost tip of the

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Shane Laurence, cast from the old school mould.

get his HT so he could move the company bulldozer.

Following that he did a stint on stock trucks for Somners Waipu Ltd. United Carriers brought out Somners where he transferred from stock to logs. He then brought his own log truck and contracted to Paragon. Aysha Logging Ltd was formed with the work comprising both corporates and woodlot.

Today he’s 52 and the fleet comprises 20 trucks of mixed breed, including Macks, Freightliners, Scanias and a Kenworth. That’s an impressive achievement for a standing start in the industry. Half the company’s work is their own, and half is contracted.

“Drivers are the issue in the industry. Getting good drivers.

It’s a bloody problem Dave. Shit! I’ve got to go and organise some guys for tomorrow.” And with that, the glass half full, charismatic, and good Kiwi bloke that is Shane Laurence jumped in his ute and was gone. Gone to sort the troops for another day.

Kaipara Harbour’s northern arm. State Highway 14 is the main artery from one of Northland’s largest service towns, Dargaville, to the region’s only city, Whangarei. By Northland standards it’s a motorway on account of it having dual fog lines almost the whole way. That’s the ‘pros’ list done. As far as ‘cons’ go, it’s narrow – very in some places – shoulderless, twisting, has many camber-less or off-camber corners, and undulates with the contours of the land. In the 50-odd kilometres between Maungatapere and Dargaville there’s only one passing lane and a slow vehicle bay. The road has log truck traffic on it constantly as well as workers commuting to and from Whangarei in the morning and afternoon, plus all the other usuals like freight trucks, school buses, and those gems of motoring mayhem, tourists. After Dargaville things change.

The 66km regional highway to the forest gates is narrower still, steeper, more undulating, and windier. Ironically, once through the gates, the situation gets a little more docile, thanks to the forest’s sand dunes home. The 160km from the gantry to our

WWW.GOCLEAR.CO.NZ skid took us two hours and forty minutes, and that’s with 685hp and no hold-ups.

Interestingly, the power of the Titan is as evident when it’s empty as it is when loaded. Geoff and I were chatting, and we came upon a tractor in a steep winding section just south of the forest. The farmer pulled over in a patch where we could see far enough in front and Geoff gave the big dog a flick on the throttle. We kept chatting but then we realised we’d just been baulked and passed a tractor on a steep pinch of road in 16 tonnes of log truck that took off in a way no Hillman Hunter could ever have dreamed of. It was contemporary car-like liftoff, and on reflection we’d felt the acceleration push us back in the seat.

A rattly ride into the skid – you’d never sneak up on anyone in a log truck. The Titan is kitted out with Kraft log gear, the truck has new bolsters and the trailer was fully refurbished in preparation for the truck’s arrival. It’s a typical Aysher-looking outfit…mint.

Commence the modern log skid loading procedure. Trailer down and hooked up, driver back in cab and looking at his tablet that’s Bluetoothed to the scales. Two heel boom grapple loaders fire on the load. There’s no egress from the cab until the wood’s on, and with grapples grounded, the driver checks to make sure he’s happy. Once she’s all kapai, pull away up the road to chain while the next in line backs into position.

Unleash the beast

Actually no. Lights, camera (us, not Geoff ), action, and we’re away with no fanfare whatsoever. Geoff jumped in, pressed ‘D’ on the dash, gave the throttle a brush, and the Titan just buggered off. Admittedly the road and skid were as dry as an Arab’s gym shoe, but in 2018, leaving a skid with threequarters of a thousand horsepower and ‘cleverness’ conducting operations means efficiency replaces theatre. Dialogue like ‘C’mon girl’, is now replaced with ‘Man, what a lovely day’.

The MP10 is less ‘unleash the beast’ and more of a ‘strong

The bush is a tough gig as the heat of summer comes; the heat haze is rising up north already.

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A man and his best friend. The last stand? We’ll see.

silent type’. While it appears to be docile the bitumen is disappearing under its tyres at a deceptively rapid rate.

“It was right up there on trip times from the first load,” said Geoff. “You just can’t tell.” And he’s right. Considering we’re in a bonneted truck, the engine note is lazy and subdued, made even more apparent by the quietness of Mack’s PowerLeash engine brake. Case in point, Mosquito Gully on the Pouto road. In-cab noise under load climbing, 71dB. In-cab noise on the other side descending with the PowerLeash ‘ablaze’…

71dB. On the flat at 90km/h and 1450rpm, 69 – 70dB. It might be a Super Liner Titan, but it’s not going to scare the wildlife any time soon. Back to Mosquito Gully. It’s always frustrating in turf that’s on the roads less travelled. Mosquito Gully is typical in these parts, a one-kilometre snake up out of a gully…think Tarawera on the western side with a bit more venom maybe? Something like that. Geoff never took a lunge at it; that’s pointless here, there are a zillion of them to climb and you’re not going to get that extra load in anyway, two’s it. The Titan bored into it, and hooking up and around the climbing right hander where the steepest pinch is, it got to 33km/h, in 8th gear and 1300rpm for but a moment, and then it just hauled arse with the speed increase kept in check by the wisest of right feet.

We noticed the mDRIVE would downshift at 1200rpm in the guts and glory of a pull, but hang on to 1000rpm if the end was in sight. That’ll be down to throttle finesse.

Geoff said the engine brake on the MP10 has impressed him, in terms of noise, or lack thereof, and retardation. “It’s really good eh, it holds you back all right. Bloody impressive.”

(That’s the Geoff equivalent of the Dallas Cowboys

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Cheerleaders and the Royal Edinburgh Military Tattoo combined.)

It’s no surprise the MP10’s got a good engine brake; it’s another benefit of displacement. At 2000rpm the retardation is 375kW (503hp), and being an overhead cam, if you let her spin up to 2300rpm, she’ll give you 435kW (570hp).

Power’s a wonderful thing. It’s safer because you don’t have to worry about cornering speeds. You just slow down to the appropriate posted speed, and then accelerate back up to cruise once you’re clear. The Titan’s ability to do just that is mindnumbing. However, it’s certainly not a truck for anyone even

Partners in pups Mack salesman Carl Capstick has sold Shane all his Macks.

“My observation of Shane is his work ethic. To see what he has built the fleet into with sheer hard work and determination, attracting drivers who work with him rather than for him. Shane is a driver, mechanic, engineer, mentor. A business owner and one of this world’s down to earth good blokes. He’s always got time in his busy world to talk to you. He’s a true survivor of the industry, weathering the highs and lows and volatility.”

WWW.GOCLEAR.CO.NZ The MP10 man. Quiet and immensely capable.

How often is it you meet a quiet unassuming guy or gal, going about their work diligently, without fuss or bluster, or an ‘I am’ sign hanging around their necks, only to find out they are ones who are the real deal.

You couldn’t level that observation on anyone with more accuracy than Geoff Heywood.

Our minds went back to the unassuming and humble Troy Bellamy at Uhlenberg’s and his Peterbilt Crazy Horse. Geoff’s that kind of guy. Once again we thought about exclusive clubs, and Geoff too has hewn out a pretty cool niche in trucking folklore.

Firstly, there are not that many drivers wheeling a Titan badge around the main arteries, and secondly, it’s not his first big hound. Geoff’s on his third Mack in the Aysha colours; prior to this truck were a pair of Cummins powered Super Liners. It’s an interesting observation that not only are both men – Geoff and Troy, and let’s throw Shane back in again – remarkably similar in demeanour, but also all three of their trucks are kept in immaculate condition. You can’t help but realise there’s a pattern forming here. So, what makes a Geoff Heywood?

Sixty-two-year-old Geoff is a true man of the north. One of three boys, he was born in Mangawhai to dairy farming parents. Geoff wasn’t overly interested in farming and could often be found going for rides in the Europa fuel tanker following deliveries to the farm. Postschool he did his time as a mechanic at the local Ford dealer in Wellsford, and after that, with the driving bug seriously irritating him, he took a job on a Ford Trader spreader, progressing on to a D Series in time.

“Spreading is certainly a great

Geoff Heywood. The perfect match to a truck of this calibre.

Calmness and discipline are natural traits; temptation is not in his vocab.

grounding in traction, and just what a truck can and can’t do,” said Geoff.

Following that he set off for Australia where he spent two years on the spanners again before coming home and into another stint driving spreaders.

From there it was into International Trucks in Whangarei, again as a mechanic.

“That was when Northland Dairy had all the Internationals, T-Lines and S-Lines; it was a busy workshop. There was always something going on.”

Twenty years ago, Geoff climbed back in the cab and has been there ever since. He started with Tahunabased Scott Transport, based up north.

After Scott’s he went to Paragon Log Haulage and into the log trucks, where he’s pretty much stayed ever since.

Geoff’s been with Shane a total of seven and a bit years, a two-year stint that was followed by a break when the

work died off, and he’s now been back into it five and half years.

When he’s not working Geoff is tinkering away on the ongoing restoration of his ‘84 Chevy pick-up.

He and wife Diana enjoy taking it for runs on a Sunday and going out to the coast for a coffee and to relax.

“It’s not immaculate, but it’s cool,” said Geoff. “We’ll get there.”

They have two girls, Jodie and Katrina. They’re both grown up and do not appear to have any trace of diesel in their veins…but wait…all is not lost.

Grandson Lucas most certainly does.

“He can’t get enough of the truck. He helped me wash up on the weekend,” said Geoff with a grin.

Can you imagine having Geoff Heywood to mentor you into the industry? Some kids have it made from the start!

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WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... showing a hint of over-zealous hammer lane antics, especially in this neck of the woods.

But none of that appears to be the MP10’s number one party trick. That honour goes to consumption, and its numbers will sit the big displacement, big power knockers back on their haunches. Yes, the truck runs 50 percent loaded at what is a modest weight for this league of wagon. But the roads are as unforgiving as you can imagine and a crankshaft speed variation graph would resemble a Richter scale gone mad; and yet Geoff ’s average fuel burn is 1.95kpl (5.50mpg). Again, it comes back to the driver, and in that regard, you couldn’t handpick a better match to the machine if you tried.

“The mDRIVE helps you keep it in the sweet range,” said

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Geoff. But that’s modesty speaking also. You have to be the sort of guy who has the outright discipline to keep all this energy in check.

On the DEF side of the ledger, Geoff says the tank holds about 150 litres and he puts a hundred in a week. Daily distance is about 550 to 600km.

There’s one word that describes the Titan’s ride: firm.

The cab’s on rear bag and shocks, and rubber up front. It’s absolutely flat through corners, and communicates the road’s story with little subediting up to the ISRI Big Boy driver’s saddle. It’s a slightly more robust ride than the Legend was, probably on account of the front axle being a bit more under you and not right out front; come to think of it, there’s shades of T610 about it. The air suspension seat allows Geoff to float along. “It’s smoother and quieter than the last Super Liner,” he said.

For us, bonneted US trucks are ‘home’ in the sense that they’re our yardstick trucks by which all other rides are subliminally referenced. In this Northland country your truck has to communicate back to the driver exactly where it is and how it’s feeling, and in that sense there’d be few if any that are better.

Handling and braking was on point, as you’d expect in a bonneted US gig, with the silver dog (silver due to Meritor diffs) poking his nose exactly where Geoff pointed him. The modern steering wheel is so small it looks almost odd; however modern steering and front end geometry is truly a wonderful thing. There are drum brakes all round with ABS. It’s a pendulum brake pedal.

WWW.GOCLEAR.CO.NZ Two of Aysha’s big hounds. Terry Trubshoe in Geoff’s previous truck about to pass Geoff waiting in the turn bay.

Below: Gone are the days of standing on the log frame placing the logs by hand signal.

Geoff will get a chance to check things once the loading’s done.

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Mack Super Liner TITAN 6x4R Tare:

10,820kg (operational ready to go)

GVM:

34,000kg

GCM:

90,000kg

Wheelbase

6700mm

Engine:

Mack MP10

Capacity:

16.1 litre

Power:

511kW (685hp)

Torque

3150Nm (2300lb/ft)

Emissions:

Euro 5 (SCR)

Transmission:

mDRIVE TmD12AO23 12-speed

Clutch:

Sachs CL801 single plate 430mm

Front axle:

Mack FXL 16.5

Front axles rating: Front suspension:

Tyres:

Front 385/65 R22.5 Rear: 11 R22.5

7500kg

Electrical:

12 volt

Parabolic leaf springs and shock absorbers

Chassis:

11mm thick frame

Rear axle:

Meritor RT46-160GP at 3.58:1. Diff locks on both axles.

Additional safety:

Traction control Grade Gripper hill start assist

Rear axle rating:

20,900kg

Cab exterior:

Rear suspension:

Mack AP460 Air Suspension

Brakes:

Drum with ABS

All-steel cab with air bag and shock absorbers mounting at rear and rubber front mount. Twopiece screen with peep window. Heated and motorised mirrors.

Auxiliary braking:

Mack Powerleash engine brake

Cab interior:

Fuel:

2 x 350 litre

DEF tank:

150 litre

Burgundy interior trim, pleated Ultraleather, full gauge pack, HVAC system, woodgrain dash, Mack AM/FM/CD tuner with USB connector, ISRI Big Boy seat

Wheels:

Alcoa Dura-Bright

For us the Titan has all the real tenets to qualify it as one of the safest trucks you could buy for this operation. Mack gets the fundamentals absolutely bang-on. It’s strong, powerful, and communicative – through seat of the pants feel, not via some gadget. It’s an old-school driver’s truck. If you’re the kind of driver who sees a truck as a glorified computer game on wheels, then you might struggle. This machine speaks in different ways.

We arrived back at the intersection of State Highways 15 and 1 at the Otaika Valley. This, ladies and gentlemen, has to be one of the worst intersections on the national network.

According to Geoff she’s about to get the roundabout treatment, but only after a local uprising following the original decision by the NZTA not to do anything as the benefitcost ratio didn’t stack up. Two minutes here trying to get out can have beads of sweat forming on the brow. The fact that 50-plus heavy trucks a day execute the right-hand turn makes a mockery of the safety BS proffered from the political pulpit. It should have been gone a decade ago. The fact the benefit-cost ratio didn’t stack up speaks volumes of the men and women driving the trucks who have to deal with it.

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Extras:

Stainless visor, high air intake snorkels, bug deflector, twin 6” stacks, stainless kick-plates

Once free of that nightmare, the run into Ruakaka seems surreal in its ease compared with the last four hours. Another indication of the Titan’s ability is Smeaton’s Hill on SH1 that was crested in top at 70km/h and 1200rpm. All you can do is smile.

Summary

So where are we left with the Super Liner Titan? Is it too much truck for the job? Nope, certainly not. Is it too much truck for some drivers? Yes, it most certainly would be. Like we said at the start, it’s an endurance race up here, survival of the fittest machine, and like sled dogs, the most capable machines will perform to their optimum in the hands of the best handlers.

There’s a decade or more of racking, twisting, braking, and hauling on roads that will continue to be our representation of a Third World transport network for some time to come. At the end of any endurance event there needs to be a winner and in that regard Shane Laurence’s decision to back the biggest, strongest dog with one of the best dog handlers in the game should most definitely pay off. 

WWW.GOCLEAR.CO.NZ YOU’LL KNOW YOU’RE MACK.

Whether it’s your first or your fiftieth, getting handed the keys is something special. Which is just as well, because our team’s worked hard to make sure your Mack is exactly what you need to get the job done.

NZT506-1218

Let’s get you behind the wheel.

Call 0800 683 683 or visit macktrucks.co.nz

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Our own legendary Hayes logger Story by Craig Andrews Photos as credited

In a career spanning more than five decades, Gordon Hayes has carted logs from every inch of the deep South’s log country. Craig Andrews talks to a humble man, whose working life few will match in terms of effort, and attitude.

Gordon Hayes and the trusty Foden Alpha he’s driven for Dynes Transport for the past 1.3m kilometres. A

T

here are not many people in the logging game down south who haven’t heard of Gordon Hayes. The Hayes have been involved in the logging industry for decades in one way or another.

It was through his father, Gordon Sr, that young Gordon Hayes got his start, but grandfather Ted Hayes also worked in the native bush of the Catlins all of his life.

It’s been more than 50 years since Gordon Jr started out in the logging industry and almost all of it has been spent carting logs. ‘Gordy’, as he’s more commonly known, got his start in 1965 aged 14, working part-time for his dad. When he was 15 he quit school to help his dad cut posts full-time.

But memories of helping his Mum help his Dad cut posts go back even further.

“Mum was driving the tractor between the school bus runs and would be winching out trees with it. Whist waiting for the signal to start pulling trees, she would be knitting a jersey for one of the seven kids they had. Dad used to get annoyed after the go-ahead signal was given as she would just sit while she finished off a row,” says Gordy.

The family harvested trees suitable for posts, but some were too big and they were sold to Gorton’s Sawmill in Milton.

Gordon Sr put a 1948 Dodge to work carting the logs. It was a secondhand unit bought off Everitt’s scrap metal dealers in

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HAYE S C OL L E CT I ON

wonderful work life with no regrets.

The 1960 J6 Bedford. Running a tare of six ton with a payload between 10 and 14 tons.

HAY E S C OL L E C T I ON

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New in 1973, the Fuso cost $32,666.

M I K E B E AT H

H AY E S C OL L E C T I ON

Pictured here in Waipori.

Left: The 1979 R 686 Mack with 285hp, a new semi and the Fuso’s trailer. Right: The last truck Gordy was to drive for the family business. A 315hp R Model, it was the second R model the family owned and one of the ‘Banana boat’ Macks originally destined for Peru.

Dunedin for £250. Gordy had the job of delivering the logs that were too big for posts, using the 5-ton, 6-cylinder, petrol engine machine. It was a challenge. From the back of the cab to the end of the deck was only six feet and it often carted 18-foot logs so the front wheels would lift up often. “The old Stoney Creek Bridge north of Balclutha was the worst,” he laughs. He often carted logs into Otto Forsyth’s mill near Glenomaru towards Owaka where the late Terry Burling had his mill. “Otto wasn’t a good payer,” says Gordy. Gordon Sr would sit on top of his load at the dumpsite and wouldn’t unload until he saw some money. Otto would then bring a cheque, but would then postdate it for another six months.

They persisted with the Dodge for around two years and then updated it with a secondhand J6 Bedford bought from Gorton’s Sawmill. This one had a 300 cubic inch Bedford Diesel motor that was rare at the time as most were petrol.

It punched out a mighty 19kW (26hp) at 2800 rpms. It had 86,000 miles on it when Hayes bought it and most of the major components had already been replaced. Like most Bedfords at the time, it was punching well above its weight and doing things it wasn’t built to do, like pulling a single axle pole.

Gordy couldn’t get into top gear even on the flats. “There was black smoke everywhere,” he says.

In an attempt to get more performance, they took it in to

Murray Gilmore in Balclutha. Murray did a bit of tweaking and when taking it up the Balclutha hill he admitted to not being able to see the town behind him due to black smoke. But the result gave Gordy top gear. “Nothing lasted long on the Bedford,” says Gordy.

To help with the struggling Bedford, in 1967 Gordon Sr bought a secondhand Austin off Wilson and Kennard in Milton. This one punched out a staggering 63kW (84hp) at 2600 rpms. Gordy’s brother Trevor was driving it and it also pulled a single axle pole trailer. “Not long after it turned up, its diff fell to bits,” laughs Gordy.

Both trucks and drivers toiled for six years on the demanding work and in 1973 their father bit the bullet and bought a new T93 Fuso. “He was tired of small trucks breaking down.”

Gordy was to be its driver and Trevor went back into the harvesting crew. Other makes had been looked at before settling on the Fuso. He looked at a D-Series Ford for $13,100 and also a K-Series Dodge for $18,400, but decided on outlaying $32,666 for the bigger Fuso. Todd Motors were not interested in trading the two smaller trucks for the Fuso, so Hanson’s in Dunedin bought the pair for $600 each. There was a two-week delay on the new truck as W.E Perrin in Owaka had recently taken delivery of the same model and broken its windscreen so the windscreen had been flogged out of the New Zealand Trucking

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Above: One of three SAR Kenworths that Dynes ran. This 1981 model is one of two that ran with ‘D and O’ on the door. Gordy spent five years driving this one. Following the SAR Dynes this 1984 Kenworth (right) was Gordy’s for the next nine years. It’s still with the Dynes fleet today.

Hayes truck in the meantime.

A lot of money was spent on the new truck and the old pole trailers were converted into a 2-axle drawbar unit. Peter Shanks was the engineer who Gordy describes as a “bloody good engineer”. With chassis rails made from the poles it passed a COF, although the poles were eventually replaced with conventional rails.

The Fuso was a good truck, but at 104,000kms it dropped a valve, which they were prone to doing.

Along with the new truck in 1973, they started doing some export logs for the Dunedin City Council-owned City Forests.

Gordy was driving the truck and Hayes still had one full-time gang harvesting, sometimes two when demand required. Loads for mills were carted as far south as Waiwera South, to Colin Stuart’s mill. Colin was Campbell Stuart’s father; Campbell being the man who started Stuart Timber, which still operates today near Tapanui.

The Fuso served the family well for five years. The gearbox was out around a dozen times Gordy recalls. “The clutch was always slipping, as the gearbox leaked oil.” The Fuso left the company in 1979, traded on the first of the two R-Series Macks that the Hayes were well known for.

The Mack R686 RS (New Zealand’s Cavalcade of Trucks; A South Island Album p23) was a 213kW (285hp) model that Gordon Sr paid $96,000 for. It came with a new Domett Fruehauf semi-trailer and pulled the Fuso’s old 2-axle trailer behind that in A-train configuration.

Gordy was expecting the Mack to be a great ride. “‘The Greatest Name in Trucks’ was forefront in my mind,” he says.

Ted Pope was the Mack salesman from Invercargill and they both travelled to Palmerston North to pick it up.

Gordy’s thoughts of a good ride quickly went out the window. “Inside the cab sounded like a machine shop.

Unbelievable. The ride was poor. There were no cab springs.”

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Ted had said that nobody else had complained, but over the years Gordy learnt from other operators that they had all complained.

That Mack was a good truck. The gearbox did a bearing at 72,000kms and knocked teeth off the top two gears. It was off the road for a week. It did a camshaft at 200,000kms, which surprised them, as they weren’t known for doing that, and a diff housing cracked due to a poor casting. “It was paper-thin,” recalls Gordy. It was patched up but leaked throughout the time Hayes owned it. It only had 318,000kms on it when the accountant advised them to sell the truck and get a new one, so in 1984 the second of the R-Series Macks was put to work for the Hayes, pulling the same two trailers. This one was a 235kW (315hp) unit and was one of the cancelled banana boat models that were destined for export. It had a Jacobs engine brake, which Gordy preferred to the Dynatard in the earlier Mack. This one cost $146,000 and like the first Mack, it served them well.

But the mid 80s was hard going and the inconsistency of the logging industry meant that by February 1985, having done a couple of years on the new truck, Gordy decided to leave the family business. “Every three months a boat load of logs would sell, and sometimes it wouldn’t sell, so we spent the three months trying to find work,” he says. The Hayes decided to on-sell the Mack and it went to Samson’s in Dunedin, with Bruce Patterson driving it. It continued to do logs with them under the name Hayes Transport, still carting for City Forests.

M I K E GA R R E T T

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A 1995 F90 MAN with 422hp. Gordy was a big fan and reluctant to give it up for the Foden.

Gordy took a short break from driving to run the de-barking machine and cleaning up export logs for Odlin’s near Mosgiel.

This didn’t last long and some time in May 1985, a Dynes Transport SAR Kenworth pulled in and started unloading logs.

Its driver was Les Roberts and he had a conversation with Gordy about a job going at Dynes. Les was handing in his notice that evening and asked Gordy if he wanted to go back carting logs, driving a “decent” truck. Les rang Jim Dynes that evening and told him he was finishing up, but he had another driver sorted for his unit if he was interested. “If he’s any good then he can have the job” were Jim’s words. Les said to Gordy “Give Jim a ring at some stage to say gidday”. So he rang him a few nights later to say ‘Gidday’ but Jim was too busy sorting out a new truck and his reply was, “I’ll see you around sometime.” Ten months later Gordy finally met Jim at Port Chalmers when Jim was carting woodchip. Drew Ritchie, who worked at the port, said to Gordy, “Do you know who that is? That’s the man who’s been paying your wages for the last 10 months.” A quick introduction and they were on their way again. It would be another two years and two months before Gordy would see Jim again.

Gordy’s SAR Kenworth, ‘Papa Blue’, was a 1981 model and pulled a 3-axle Bailey bridge trailer. Detroit powered, it was de-rated to 287kW (385hp). It was one of two SARs based in Mosgiel, although there were three SARs in total. Two were running in a partnership with Odlin’s with ‘D and O’ signwriting on. They carted into one of two Odlin’s Mills on the Taieri.

In mid-1988 Jim called and advised Gordy that the work was stopping with Odlin’s and that if he wanted to keep his job he would have to move with the truck to Tapanui where it was now going to be based. Gordy’s family were happy to move to Tapanui so they went, although the downside was Jim’s

guarantee of only two years’ work at the most.

The Statecraft mill at Conical Hill was government-owned and there was ongoing talk of it being closed. So instead of buying a house in Tapanui the Hayes decided to rent. “It just made sense as it was potentially only going to be two years.”

The mill changed name to Prolog, and then Earnslaw One bought it. For the next 21 years, Gordy carted logs into the Conical Hill mill.

Gordy drove the SAR for five years, three in Mosgiel and two in Tapanui, before Jim decided to sell the truck. Gordy’s next truck was to be a K124 Kenworth. It was new to Alf Barnett, who clocked up around 800,000kms carting mostly timber to Christchurch. It was one of three in the existing fleet set up for logs around the same time. The other two were W Model Kenworths that had come from the woodchip fleet and were set up with bolsters and new Roadcorp Roadrunner trailers. It’s a theme repeated in the Dynes fleet over the years.

The K124 was six years old when Gordy got it. “I spent nine years on that truck, clocking up 400,000kms carting mostly into the mill.” There was the odd trip down to Rayonier at Mataura but mostly logs out of the Blue Mountains to Conical Hill. “It was a good old truck. Fairly rowdy, but nowhere near as bad as the first R-Series Mack.” It was rough riding all the same, which Gordy put down to the way the trailer sat on the back when being piggy-backed. “It was bad every now and then so they adjusted it so it sat back further and then it was just bad all the time,” he laughed. By 1999 he had had enough of the truck and put a request in to Peter Dynes for something else to drive if it came along.

A 1992 MAN F90 with (278kW) 372hp came on tap so Gordy took that. It was another 6-wheeler pulling a 4-axle trailer. It was new to Warren Lennon and Gordy inherited it off Lou Barkley. It was comfortable, which was just what he

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Gordy says were wise words. He’s a bit too humble to wanted. A year and a half on the MAN came to an end and acknowledge it’s also the way the truck has been driven in a Peter offered him another F90 MAN, but this was a 1995 demanding line of work. model with 315kW (422hp). New to Sandy Gamble, it was “Doing this sort of stuff is what I’ve been taught to do. I’m well looked after, but it was heavy at 11,000kg tare and pulling constantly thinking for ways to look after my truck. It’s taking a 4-axle trailer. the things that I’ve been taught and trying to improve on “I loved the bloody thing,” says Gordy. “Again, it was nice them.” and comfortable and had a great retarder.” The truck came new He was offered the role of being a driver trainer within the as a tractor and towed a Bailey bridge semi, but the chassis company but was just as happy to keep driving. “I don’t like was twisted after an incident and it came back stretched as a telling people what to do,” he laughs. rigid truck. “The 3-axle Bailey bridge wasn’t a great trailer. You Gordy takes his time on the rough road and it’s a testament struggled to legally load them. The clean tare was 19,300kg to his driving that the Foden has no rattles. He has turned and after a week in the bush on dirty roads it was up to 20,000 down new trucks, happy to keep the old girl, mostly for kg. And hard on tyres. The 4-axle ones weren’t as bad, as the sentimental reasons and also to see it through to his retirement, last wheels steered,” says Gordy. The maximum gross on them which he knows is looming although he hasn’t set a date yet. was 40 ton.

At 67 he still enjoys his work. “I’ve never been bored with Gordy was on the 422 MAN for about a year and a half with 50 years on logs and I would do it forever if I could.” He’s little trouble. A number of the MANs gave grief and parts never had to share a truck, which were expensive, so they were all he believes to be very important eventually disposed of. as that gives an extra incentive to Peter rang one day and told him look after it. he was getting a new 8-wheeler It will be 33 years at Dynes Foden Alpha pulling a new 4-axle Transport this year, and he rates Ali Arc Highway Hound trailer. them highly. “The Dynes have Gordy liked the MAN a lot and was been great for me. I rarely hear reluctant to see the end of it. “Once from them or see them. They leave I’m on a truck, I tend to want to me to the job and I just get on stay on it and get the best out of it.” with it and they haven’t had to go Regardless of this, he accepted the crook at me too often,” he laughs. new truck in 2002.

“Jim, Anita and Peter Dynes have The Alpha is the same truck that Gordy doing what he loves to do best, on a run been tremendous.” he drives today for Dynes and one through Waitahuna.

He’s a man at the top of his that he’s happy to see his driving game and he’s one of those drivers who always offers a wave days out on. in true truck driver fashion. He loves the industry and as The Alpha has a C12 Cat motor de-rated from 321kW mentioned earlier, it’s something he could do forever. He (430hp) to 306kW (410hp) to help prolong its life. The truck struggles to find a downside with the work, but he believes was less than a year old when the cylinder head started leaking the roads could be better. Not the gravel ones, but the main water due to numerous cracks appearing. “Someone said it was roads. “The highways are quite bumpy in places and could be just because it was made in Britain,” Gordy laughs. better. It must be hard on gear with all the lumps and bumps As much as Gordy would appreciate an extra hundred on our main roads.” And he does feel a bit for the young horsepower, he thinks the de-rating is one of the reasons the ones, and those in general who are trying to get a truck and truck has now covered 1.3 million kilometres. Prior to a full trailer licence. It was so much easier back in his day. “I don’t rebuild in 2016 at 1.1m kilometres, the bottom had been recall having to answer any questions when I got my trailer replaced as a precaution at 620,000km, and a reconditioned licence and we threw some logs on it to make the whole unit gearbox thrown in at around 950,000kms after Gordy noted it weigh three and half tons. A quick drive around the Tokoiti was making the odd noise.

Cemetery, a quick hill start and a short reverse into the back At this point a lot of the logs being carted were chip logs of the Milton pub, which was four times wider than the truck. and export. When the Ernslaw One Conical Hill operation And that was it!” finally closed its doors for good in 2009 Gordon was gutted, There are not many forestry blocks in the region that Gordy not just for himself but also the employees and the town of hasn’t been into over the years, but it’s coming to an end Tapanui, even though there’d been ongoing layoffs over the and he will leave with no regrets. The industry will miss him years leading to the closure. “I loved carting into that mill. I though. He’s one of a number of the old-school operators who enjoyed the short hauls and gravel roads.” are nearing the end of their driving time, and it’s experience In 2016, he and the Foden moved to Dunedin. “I only went that can’t be replaced. Asked about his pending retirement, he to Tapanui for two years; 28 years later I moved away.” Gordon says, “I think I will retire this year or when I finally get good had two daughters at university so he wanted to support them at it.” as well.

The last words come from Peter Dynes, CEO Dynes The Foden is still on its original diffs, which he attributes Transport Tapanui Ltd. to the way they have been built as well as engaging the inter“If drivers could be cloned then Gordy Hayes is the man axle lock and diff locks every time you think it’s necessary. “It’s you should be cloning from. He’s the benchmark which the better to have both diffs taking the strain than just the one,” he standard should be set at. In the age of autonomous trucks, it’s says. Former Dynes mechanic Tony Lawrence recommended Gordy’s driving standards that they should be based on.”  the power divider always be on when on the gravel, which

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STRAPLINE

Just Truckin’

Around

Chris Hoult It was late afternoon recently when Milly McCauley caught up with Fulton Hogan driver Chris Hoult in Richmond, near Nelson. Chris’s current truck is a 510 horsepower DAF CF85. He drives locally in the Nelson, Tasman, and Marlborough regions carting aggregates.

The DAF joined the Fulton Hogan fleet in September last year and he has put 80,000km on the clock.

Chris started his driving career with the Waimea County Council in 1985 undertaking road construction and maintenance work driving a D-Series Ford.

In the ensuing 33 years, he has witnessed a lot of change in the industry. The biggest issue he sees facing the transport industry is a lack of experienced drivers. Chris’ vexing question was speedway or circuit racing? He replied “V8 Super Cars are pretty good, Go the Holdens!”

Ed Cheetham Ed Cheetham was all smiles when Dave McCoid caught up with him in the Trevor Masters yard in October.

A week or so before he’d been handed the keys to a brand new Kenworth K200 and 5-axle log trailer. The Kenworth runs a Cummins X-15 and 18-speed manual Roadie, with Rockies on air out back. Ed’s been driving trucks for the best part of 20 years, most of it in and around the Coromandel, greater Waikato, and Bay of Plenty, and he says it’s still the day-to-day freedom that he enjoys most about trucking.

Asked what he sees as the biggest issues facing the industry Ed said you have to be mindful of the work/life balance. “It can be tough on families.”

Ed’s vexing question was a biggy in the context of all that is a Kiwi lifestyle. Hamburger or a pie? Ed said, “Pie, as long as it has bacon in it”.

Enjoy the new gig Ed.

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Around the world

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Just Truckin’ Around the world Jasper Quirinus van der Meer The crowds gathered around a unique Scania at the Truckstar Festival held in Holland recently made Paul O’Callaghan’s job of getting an uncluttered photo challenging. Jasper Quirinus van der Meer made the finals with in his stunning 2018 Scania R650 tag axle, which went on to come first in the refrigerated/ conditioned truck category. The truck tows a Pacton trailer fitted with a tail lift, and the unit really stood out due to its unusual shade of grey. Jasper says is called Nardo Grey, the same as his Audi RS6.

The V8 powered truck with straight through pipes has been treated to a full custom interior and transports flowers for FLOR XL all over Holland. Forty-six-year-old Jasper has been a truck driver for 27 years and is now on his fourth Scania.

Jasper loves the freedom of the open road and the fact that he can maintain a healthy work/life balance by working relatively close to home. When he left the show on Sunday night he was heading straight for the flower market at Aalsmeer to load up.

When asked who he’d like to meet most he said Peter Sagan, a Slovak professional road cyclist, considered one of cycling’s greatest talents. 

Jasper and Heidi van der Meer, along with son Storm and daughter Lola. Jasper’s R650 flower truck took top prize in the refrigerated category.

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TOP TRUCK

Stephen Day and the Peterbilt he has poured his heart and soul into.

Dirty deeds Story and photos by David Kinch

Cabover Peterbilts are somewhat rare in New Zealand, so when you see one you tend to remember it. The SD Haulage 362e Pete is without doubt one of those trucks!

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T

his 2000 362e model Peterbilt cabover has had a colourful life here in New Zealand and could easily be the subject of an ‘After Lifer’ article.

However, when Stephen said, “I’ve always dreamed of having my truck as the poster in New Zealand Trucking magazine”, we just had to make that dream come true.

As a young boy growing up, Stephen Day was always around trucks because his mother worked at Ian Wedding’s yard in South Auckland. Stephen left school at 15 and

WWW.GOCLEAR.CO.NZ started working at Wedding’s yard also, washing trucks amongst other jobs.

Stephen began his own trucking journey with his first job at Topsoil and Sand Supplies in Te Kowhai, where he worked and saved hard. In 2015 at the age of 25, Stephen had enough money together to buy the Peterbilt. The truck came from Barker Contractors Ltd in Waipawa. Wasting no time, Stephen rebuilt the head on the 373kW (500hp) ISX Cummins, which at that stage had one million kilometres on the clock. For the next year he worked the Pete on a truck-only contract with Topsoil and Sands; however six months after purchasing the truck, Stephen returned to Barker’s to buy the trailer.

Originally imported from South Africa as a right-hand drive tractor unit, the truck was owned by Colin Unsworth, who ran in Owens colours towing a curtainside B-train. Interestingly the Pete won the New Zealand Trucking magazine Top Truck in July 2001 so is no stranger to the limelight. In 2004 the truck was purchased from Jaks Trucks by Stu Golden, who turned the truck into a tipper. Stu sold it in 2008 and from there the Peterbilt went through a few owners.

Stephen recently replaced the old ISX with a new 463kW (620hp) Gen 2 Cummins Signature crate motor. The original gearbox has also been replaced with a remanufactured 22 Series 18-speed Roadranger gearbox and a new clutch.

In September 2017 Stephen ordered a new truck bin and trailer from Transfleet Trailers in Auckland, the company that did the original set of bins for Stu Golden. The bins have slippery deck liners which have been added to help reduce wear and tear and increase productivity. The trailer has the latest Hendrickson integrated axles.

A custom bumper, powder-coated by Boss Powdercoating in Hamilton, was made from an offcut from the new trailer headboard, narrowed by 30mm and then folded to suit the

The duo at work together. Stephen’s about to embark on his plans for the interior. We wait with bated breath.

shape of the truck. With the custom visor, outstanding paint work by Shane O’Connor, and subtle final touches by Cliff Mannington at Trucksigns that include skulls amongst the pinstripes, the 362e Peterbilt has taken on a dark but classy look.

Both units have had plenty of lights added to go with the bullet lights on the cab, the bumper, and the West Coast Mirrors.

By November 2017 the rig was ready to roll and get back to work hauling out of the Stevensons quarry in Huntly to the Longswamp section of the Waikato Expressway project located between Hampton Downs and Te Kauwhata.

The interior is still a work in progress, but Stephen already has a plan in place. This is one young trucker who deserves recognition for taking pride in his ride. 

The new truck bin and trailer set the looks off beautifully.

Stephen’s truck won the July 2001 Top Truck prize when it was new and running in Owens colours for Colin Unsworth.

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TRUCKS OF NEW ZEALAND POST

Jailbar jar‑heads During the Second World War the purchase of new vehicles for the Post Office was largely suspended, with many of the existing fleet requisitioned for military use. Postwar, many ex-military trucks were transferred to the Post Office and other government departments.

These included GMCs and Canadian Military Pattern Fords and Chevrolets. Maintenance on these was high, and before long newer Ford V8s entered the fleet.

These were used in many roles, including mail delivery and lines work. Some were also used as breakdown trucks and a few fitted with fifth wheels to tow low loader trailers. 

the breakdown truck was in Wellington.

Designed when solid beam front axles were the norm, the breakdown truck was fitted with a cantilever arrangement instead of the more common lifting jib. This posed problems when it came to lifting vehicles The photographs show two examples of

that had independent front suspension.

Jailbar Fords in service in the early 1950s.

The solid steel front bumper was also a

Fitted with a 22kW (30hp) side valve V8, the

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HANNOVER 2018

Bristling with tech but at the end of the day you still need something big to shift something big.

Driving tomorrow Hannover 2018 Autumn in Europe and an even numbered year, that can only mean one thing for anyone involved with the road transport industry… Hannover!

W

hile some may pretend it is not so, the design and manufacture of heavy road transport vehicles is dominated by Europe, and this domination is focused within Germany.

Two of the world’s major truck and bus manufacturers are

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headquartered within Germany, and so it is only fitting that the Hannover show is considered to be the world’s leading truck show.

This is the show that gives the transport industry the guide as to what the leading manufacturers of trucks and equipment have in store for us, and equally for us to have the ability to talk with top level industry leaders. The transport world comes to Hannover, and even a country as far off as New Zealand has a lot to gain from seeing what is trending in the world stage, as evidenced by the number of Kiwis in attendance.

This year the days leading up to the show came at the end of a very hot summer, and the surrounding countryside had suffered from a lack of rain. German fields tend to be unfenced and cropped, and they were dry. The last crop before winter,

WWW.GOCLEAR.CO.NZ sugar beet in the north, was struggling to produce an adequate return, with small beets. The weather was hot.

So was the show. A step forward from 2016, the advance of software and technology had leapt ahead. Autonomous vehicles and platooning were then in the early stage, and the research and development has matured in two years. Both are now very realistic and capable, although both remain limited through government and social constraints, but not technical limitations.

With a theme of ‘Driving Tomorrow’ it is only appropriate that the challenges of tomorrow’s world were dealt with at Hannover. In New Zealand we face driver shortages, shortages

of labour in many of our suppliers, issues of safety, and environmental care.

These issues are not just New Zealand issues, and the whole world is grappling with them to different degrees. Driver shortages in part have contributed to the rise of autonomous vehicle technology, and platooning. Safety concerns overlap with autonomous driving, and give rise to the huge increase in ‘driver assist’ safety technologies from every manufacturer.

In some cases this is led by the manufacturers themselves, and in others, suppliers to industry have some exciting developments. This report focuses on the manufacturers.

Left: New mirror-less tech at Mercedes-Benz. Right:The view from the driver’s seat, note the screen on the A pillar. Compliance will mean it’ll be a while before we see a Trekka in the screen.

Left: Electric Actros. Right: The rear end on the distribution truck of tomorrow. The grease gun probably won’t get a lot of use, not that it does now in all reality.

Daimler, Mercedes-Benz In the centre of the huge Daimler stand (Mercedes-Benz Trucks & Buses, Fuso, Freightliner, Bharat-Benz, Beijing Photon Daimler) was the new Actros. While the outside of the cab has a familiar shape, the inside is very different. Picture yourself in an S Class and you get the idea. The top spec display model was all leather and touch screens, and while we can expect lesser spec models to have less leather, the touch screens

will be in most models due to Mercedes-Benz selling trucks here branded Actros that are branded Arocs and Antos in Europe. While these are not substandard in any way, they are specified differently from the premium Actros product.

Behind the gloss of the paint and leather there are some highly sophisticated safety and operational systems designed to assist drivers in their daily task.

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HANNOVER 2018

eCanter’s still on a global rock-star like roll out, and E-Fuso’s coming next.

Active Drive Assist is the latest incarnation of the system already fitted to the Actros, but now much more refined. In layman’s terms it will slow and accelerate vehicles in traffic, and keep them between the lanes. In city driving Active Brake Assist 5 is now sensitive to pedestrians where previously it reacted to larger obstacles. Side Guard Assist is designed to stop the vehicle if there is a pedestrian or cyclist in the driver’s blind spot. Both systems work well, and we can expect these systems in New Zealand sometime next year, albeit in small numbers initially.

Head of Mercedes-Benz Trucks, Stefan Buchner, noted there are more than 60 new innovations in the new ranges of vehicles, and detailed four. The mirror cam, which removes the exterior mirrors from the truck (or bus) and replaces them with a mirror-shaped screen inside the cab on each A pillar. That will reduce wind resistance, and have an effect on fuel consumption. He noted the Multimedia Cockpit and Active Brake Assist mentioned above, and Level 2 autonomy designed for the safety and comfort of drivers. In a twist away from the manufacturer dictating equipment, Buchner emphasised the customer demand for safety was driving production, and that he felt grateful for that as an individual on the street, not as a head of the world’s largest truck maker.

Mercedes-Benz Trucks is a clear leader in production terms (more than 20% ahead of the next manufacturer Navistar, now part-owned by Volkswagen), and also a leader in revenue terms with a turnover of about 25% of New Zealand’s GDP (around $50 billion and $180 billion respectively).

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The company dominated this show. Not just the huge stand, but in all of the peripheral activities that were part of the wider vehicle supply and support functions. There was a recruiting stand, with staff and vehicles looking for new employees, a finance stand, another dealing with vehicle leasing, and another dealing with service contracts.

Traton Traton Group is the new name for Volkswagen Truck and Bus. Effectively it is the holding company for the constituent parts, VW Caminhoes e Onibus, Scania, MAN, RIO. They also hold a 16% stake in Navistar, with potential to take a much larger shareholding. (Navistar has had some difficult years, but is number two in the world for numbers of trucks and buses sold [in USA and Canada/Mexico]. If Volkswagen took over Navistar totally they would be the world’s biggest by a small margin.). The name comes from a combination of TRAnsport and TONnes of freight moved.

Traton has also reached a strategic technology agreement with Hino, but without any ownership. Hino is owned by Toyota, and VW and Toyota are fierce rivals in the car market, with each challenging the other for world number one.

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Scania PHEV for local distribution. Electric capability helps with quiet zones and entry is as easy as it gets.

Scania For this year Scania was in the VW hall, which has increasingly filled with Volkswagen companies. The space they used was less than previous years, perhaps constrained by the hall boundaries.

Not constrained was Scania’s vision of where transport was going into the future, and they raised more questions than answers. In a major study Scania identified the changes that would be needed to reach zero fossil emissions by 2050. The pathway showed a range of options (electrification being the main stream) but warned that the cost of infrastructure investment to achieve that will be four or five times higher than at present. They expect the cost of ownership of battery electric vehicles to reach parity with diesel vehicles by 2031, but didn’t expect to achieve full adoption of fossilfree powertrain technologies until 2040.

On its stand Scania presented a PHEV (Plug-in Hybrid Electric Vehicle) truck for local distribution. This vehicle offers a 20-minute recharge time when needed. It has a range of 10 km in full electric mode, and a low noise

Hino

For the first time to our knowledge, Hino had a truck at Hannover. It was a Japanesebuilt rigid unit and it was parked well away from the main stands, and outside the main open area. A very low-key exhibitor this time, but as number seven in the world but with a low European presence, there is obviously interest in growing their slice of the pie.

Hino, and rival Isuzu, previously stood apart from the mainstream heavy vehicle technology development path, and a new strategic technology agreement with Volkswagen will correct that deficiency for Hino.

As part of this agreement there was a Hino Poncho EV bus on the RIO stand in the Traton Hall.

level of 72db. This allows the truck to operate at night within cities with low noise limits, and to enter and leave restricted areas on fully silent, zero emission electrical power. The electric power rating is 130kW. Scania Zone is a new software product which geofences sensitive areas and reduces the truck performance to comply with those limits without the driver having to monitor these details. City zones may well have all or some restrictions on emissions, noise or speed, and the truck will either adapt or advise accordingly.

The Scania AiCC software for platooning is designed to use map data to predict gaps between vehicles and adjust the distance between the first and following vehicles to enable lower fuel and brake use.

The Scania Interlink Medium Decker coach is powered

by LNG, and has a range of 1000 km, opening up possibilities for alternative fuels previously limited by range. This is a 54-seater, 320hp unit suited for medium distance transport.

RIO RIO was announced at IAA 2016 as a new organisation. They sprang out of MAN, and relished their independence in a growing VW commercial operation. In the years since they have introduced their technology platform to Traton vehicle users in Europe (MAN and Scania mainly) and gone out to other mixed fleets with their ‘black box’. They offer an increasing array of digital services like maintenance reports, fuel consumption, vehicle tracking, and many others. Their strategy appears to be a brand-neutral delivery to the greater market, and doubtless the back story will be to enable Traton products to reach a greater market while maintaining an independent face of telematics (in New Zealand terms think Navman or EROAD).

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HANNOVER 2018 Trailers Kogel expect to build 18,000 trailers in 2018, which puts them well ahead of the total New Zealand market by a huge number. In the past I have looked at their equipment, and while nothing suits New Zealand conditions because of different dimensions and loading requirements, I had looked at their gear with interest, noting that it was always heavier than anything we run here.

This year they have a new skeletal semi-trailer that telescopes to handle containers from 20’ to 45’, and weighs around 4550 kg empty. That is starting to get close to our needs, even if the single tyres give it a weight advantage.

In connectivity terms they have now added a telematics unit to trailers to allow customers to pull data out of the trailer. This effectively means easy access to EBS and brake data, plus loading, location, and maintenance data.

For curtainside vehicles all of the lashing points are inside the body, removing the hassle of wet and dirty straps and ratchets.

MAN’s big thumper was making its presence felt.

MAN Their theme was ‘Simplifying Business’, and their focus was listed as ‘MAN is transforming itself from a commercial vehicle manufacturer to a supplier of intelligent and sustainable transport solutions’.

Lots of thinking had gone into the last mile vehicle for city use. MAN expects cities around the world to double in size by 2050. This is the continuing trend to urbanisation that is happening in New Zealand as well. Auckland now has almost half of New Zealand’s population, and the issues of congestion and tight contested delivery space here are only a fraction of the complexity of some of the larger world cities.

The driver was considered with low height trucks, and easy stepping into and out of the cab. Their CitE electric concept truck at 15 tonnes gross weight was the highlight of the MAN display. This is designed for easy access, ergonomic seating, large side doors for the driver, lots of cameras giving the driver 360-degree vision, and blind spot warning devices.

In the city area the blind spot warning system is becoming more important, and MAN has built a retrofit device for existing MAN vehicles.

MAN has used an adapted version of the platoon and autonomous concept to provide safety vehicles for motorway work. Around 44% of truck accidents on the German

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motorway system involve rear end crashes on the inside lane, or hard shoulder. The aFAS (automatic driverless safety vehicle for motorway networks) system allows the rear vehicle of a work crew convoy to be unmanned, and therefore safer in the event of a rear end collision. The aFAS vehicle follows the attached vehicle in front fully autonomously, and stops in the event of a malfunction. In a country with almost 13,000 km of motorways this is a bigger problem than in New Zealand, which has about 350 km of motorways.

In the autonomous area MAN showed a ‘combined’ autonomous truck doing off port and on port deliveries in Hamburg. Off port the truck is driven by a driver, and on port the driver steps out at the gate, and the truck navigates the complex port environment on its own. When unloaded and reloaded, the truck returns to the driver at the gate, and a conventional delivery is made.

They are also running two trucks daily in a platoon between sites in Munich and Nuremberg. The service has been operating since June without incident. This is predominantly a motorway run of 170 km, and being independently monitored

by Fresenius University.

MAN sees the urban future as dominated by alternative drive technology.

WWW.GOCLEAR.CO.NZ Iveco This stand was significant for its lack of transport’s lifeblood – diesel. The vehicles on the stand (a much bigger stand than 2016, having taken over and expanded on the space that Scania always used) were all powered by alternative power trains.

Electricity, natural gas, and bio fuels were all on display. What was not clear was the ability to put lots of these alternatives into daily use. This is of course limited by both supply and acceptance. The irony was that methane was a key fuel for IVECO, and we have lots of cows producing this fuel in New Zealand. Containing that fuel would be a complex challenge.

IVECO is using farms to produce methane from cow poo, and noted that there were more than 7000 farms in Germany. I guess that’s a lot of poo.

Further north in Trondheim, Norway, IVECO was working with a bio methane plant that can currently produce gas for heavy trucks. They termed it ‘Field to wheel’ and see this form of bio engineering as a future fuel source in much larger quantities. They predict natural gas to have a 30% energy share in Europe in the near future.

Iveco identified battery supply as a real issue, and while they were

There were no diesel powered trucks on the IVECO stand. Stralis mixer with CNG.

developing electric vehicles, they asked the question, “Will cobalt and lithium become the new coal?” That leads to a major energy concern, being electricity is only clean if it is produced from a clean source. For us in New Zealand that is not a concern we currently have, but were we to

increase electricity demand we will be left with needing additional supply, and with no idea where that supply will draw its generation from.

Iveco showed a long haul Stralis, powered by natural gas, with a range of 1600 km. That will address a lot of distance limit concerns.

DAF This year is a milestone too for DAF, as it celebrates 90 years in business. It’s hard to believe that DAF started as a workshop to serve the mechanical needs of a brewery owner in 1928. The business grew as Hub van Doorne set up with his brother, and changed the name to van Doorne’s Aanhangwagen Fabriek, abbreviated to DAF, and manufactured trailers and other general engineering. After World War II DAF started making trucks, buses, trailers, and even cars.

In Hannover this year they proudly displayed a DAF 1600 truck in original 1967 livery, based in their then site in Zeeland.

Their modern trucks on show are a long way away from that 1967 vehicle. The CF and LF electric innovation trucks are more than 50 technological years away from 1967.

These mid-range trucks have gathered a popular following, and the electric versions will hope to build on that. The LF rigid uses Cummins electric technology and has a 220 km range. The CF tractor unit uses VDL E-Power technology, and has a range of around 100 km. The Hybrid CF model uses their MX-11 engine and ZF electric power, with a 75kW peak, with an electric range of around 40 km.

DAF is very proud of its record as number one truck in the UK, and as the largest import seller in Germany.

DAF LF with Cummins electric technology, and the CF with VDL E-Power technology.

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HANNOVER 2018 Volvo

(image page 54) Volvo rightly celebrated 25 years of their successful FH model.

From the launch in 1993 until now 1,000,000 have been sold, and the 1,000,000th unit was handed over on the show site.

Volvo had two electric models on display, an FL and an FE, with GVW weights from 16 to 27 tonnes, and a range up to 300 km.

Also on display were units powered by LNG, offering similar performance to diesel units, but with lower emissions by a significant factor.

In connectivity terms Volvo too is offering software solutions.

Also revealed was Volvo’s future transport solution, which involves regular and short distance journeys with high volume goods being undertaken by electric autonomous vehicles.

The lack of noise and emissions make increasing urban limitations more palatable. Vehicle location accuracy is within centimetres, and the units are all controlled from a central control site.

Their Heavy-Duty FH16 heavy haul unit was a beast to behold with power at 560kW (750hp) and 3550Nm (2618lb/ ft) of torque, and the I-Shift with crawler gears. A very limited market, but a great looking truck.

Hyundai Hyundai was due to show a hydrogen powered truck this time. We couldn’t find it.

As a fuel, hydrogen will potentially be significant in that it has zero emissions, and a really usable range.

They plan initially for a 400 km range, and then a sevenminute refill time – a significant advantage over the first generation of electric trucks – while operating in the 18 to 32 tonne weight range. Their website says they have an agreement with a Swiss company to sell up to 1000 trucks, and a network will be established to provide hydrogen fuel.

The blue oval on big wheels again. The Ford Otosan F-Max won the 2019 International Truck of the Year while at the show.

Ford The surprise of the show for me was Ford. From a factory in Turkey they released the new F-Max truck on Tuesday 19 September. The following day they were awarded the 2019 International Truck of the Year. Long after Ford left the mainstream truck market in Europe and the USA they continued to produce trucks in Turkey, as Ford Otosan. They started building under licence in 1960, and became co-owned by Ford in 1977. Evolution has led to the new F-Max. Fitted with a 12.7-litre in-line 6 engine at 373kW (500hp), it has a ZF 12-speed automated manual gearbox, and it looks good.

It carries some sophisticated connected software and has a service network centred around its home in Turkey, but covering a large chunk of eastern Europe and the Middle East. I doubt we’ll see it in New Zealand any time soon, but for fans of the blue oval it will be a welcome return.

Is the horsepower race over?

Adoption of technologies to reduce emissions to zero by 2050 will surely happen, but uptake and transfer to all these technologies by 2050 will depend on factors beyond the control of vehicle manufacturers. A significant change will have to occur in the method of energy transfer from ground reservoirs to mobile vehicles. Currently the transfer of energy, via diesel, is a fast and efficient process, with the infrastructure costs borne by the oil companies and transferred to users through pricing. In an electric world the demand for electricity will increase exponentially, and so will the need for infrastructure to store and transfer that energy.

That will change everything in terms of cost allocations and demand. In New Zealand we store our electricity in dams, and generate more as needed. With a huge increase in demand that may no longer be possible. The role of energy delivery will transfer to our existing power companies, or their replacements, and will see a different energy landscape.

While there was a huge focus on electric and alternative power plants, it is good to remember this technology is not widely available yet, and anyone in New Zealand looking for an electric truck is going to have to go to the back of a

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very long queue. There are difficulties for every manufacturer in gaining a supply of batteries and this will cause delays for many enthusiastic potential electric truck owners here.

Mercedes-Benz top brass Through an introduction made by Mercedes-Benz New Zealand we were privileged to have meetings with senior Mercedes-Benz executives, Stefan Buchner (head of Mercedes-Benz Trucks) and Sven Ennerst (Daimler head of truck product engineering, global procurement, and Daimler Trucks China). As you would expect, both are extremely positive about their product, but unexpectedly both were well aware of the New Zealand market. Given the small size of our market, we can be flattered those who head a company like Mercedes-Benz are aware of a market at the bottom of world markets, by number at least. New Zealand represented 0.2% of Daimler sales last year.

Stefan was well informed about the New Zealand market and model conditions, and keen to get the new Actros here as soon as possible. While he wouldn’t be led on Actros 4-axle vehicles, he did acknowledge, with a smile, that Mercedes-

WWW.GOCLEAR.CO.NZ Benz wanted the safety features available in all models. He cautioned the limiting factors would be governmental as well as supply. The new Actros uses cameras instead of mirrors, and approval was needed for that to be allowable in New Zealand.

A huge emphasis had been placed on listening to what customers want, as well as meeting safety requirements they requested. He singled out the new Side Guard Assist as one of many improvements available in Mercedes-Benz trucks.

The radar technology in this system can detect more than 60 single pedestrians at a time, identify the potential risk, and convey that to the driver. Side Guard Assist has been designed for maximum effect in cities, particularly crowded and congested city centres. He noted that the increasing focus on connectivity, along with efficiencies, would change the transport world, even in the furthest corners. We discussed the unusual models used in New Zealand, e.g. Arocs construction vehicles applied to highway use, and Stefan indicated there would be safety improvements to these vehicles coming also.

A common theme throughout our discussion was the desire to listen to customers and respond accordingly. Stefan also noted the huge resource deployed in the development of safety products would be seen in products across the whole Daimler product range, and given Daimler is the world’s largest heavy vehicle supplier, that can only be a good thing.

Sven has visited New Zealand before. Unsurprisingly, given his job also involves future planning, he has a strong eye on the future, and the real time innovations and developments that will occur in the next few decades. It is a vision few of us are able to see as clearly, and we tend to work on today and the near future as our customer needs are more real time.

A look into Sven’s future suggests Daimler cannot afford to ignore its competitors, or any potential future power source.

Equally though, Daimler recognises the near future requires they continue to develop the efficiency of diesel power plants, while working with suppliers and regulators to provide for electric and other fuels in parallel. It was clear electric vehicles cannot exist in numbers without a holistic view that includes discussions with grid and electricity suppliers.

Crowded cities require different approaches, and electric vehicles with a range of around 150 km and a network of high-speed chargers will have a place in the near future.

He saw a need for all parties involved to work shoulder to shoulder to address the CO2 reduction targets required.

We took this to mean vehicle suppliers would do as much as they could, but without the support of the infrastructure providers, uptake could not proceed rapidly. Given our slow infrastructural uptake in New Zealand, we will not see any rapid uptake of electric vehicles.

Sven saw the introduction of electric vehicles in phases, as technology allowed a move from city distribution, to short haul, then medium haul, and finally long haul. He said they already have a large number of eCanters in use in Germany, and the uptake depended on collaboration with their commercial partners as well as the national infrastructural suppliers.

I asked for a timeline for diesel. It was met with a grin, but it was clear diesel still had a major role to play for the medium term, and diesel development would continue at the same pace as current, alongside development of other motive sources.

Weigh Right Programme Information for heavy vehicle drivers and operat

The NZ Transport Agency’s Weigh Right Programme is installing heavy vehicle scr at 12 commercial vehicle safety centres (formerly weigh stations) throughout New Here is what you need to know.

How vehicle screening technology works When it comes to weight compliance, heavy vehicles that aren’t screened as potentially overloaded can continue their journey uninterrupted.

Heavy vehicles screened as potentially overloaded will be directed into a commercial vehicle safety centre to have their official weight checked on the weigh bridge.

Further information and questions and answers can be found at: www.nzta.govt.nz/weigh-right-programme

Email weighright@nzta.govt.nz

WeighRight RightProgramme Programme Weigh Informationfor forheavy heavyvehicle vehicledrivers driversand andoperators operators Information

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Further information and questions and answers can be found at: Further information and questions and answers can be found at: www.nzta.govt.nz/weigh-right-programme www.nzta.govt.nz/weigh-right-programme Email weighright@nzta.govt.nz Email weighright@nzta.govt.nz

12 12

NATIONAL SITES NATIONAL SITES DELIVERED DELIVERED2018 BETWEEN BETWEEN 2018 AND 2020 AND 2020

2019 - Rakala, South Canterbury 2019 - Rakala, South Canterbury

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The winds of change Story by Faye Lougher Photos by John Heron

The Diamond Reo with 250 Cummins and 13-speed Roadranger at the Northern Territory/South Australia border. Start of the dirt. Only 700 miles of it to go.

New Zealand Trucking contributor John Heron was driving trucks in Darwin when tropical Cyclone Tracy struck on Christmas Eve 1974. He told Faye Lougher what it was like to be living directly in its path, and the role the cyclone played in shaping his life’s journey.

J

ohn had lived in Australia since the late 1960s working as a jack-of-all-trades for Simon Transport of Toowoomba, based in Darwin.

“It was wet season and Christmas, and the buffalo hunters can’t shoot because the plains are too wet,” John says.

“I quit Simon’s in the wet season and I was helping the buffalo company shift things into town.”

John says it had been blowing most of the day, but the full force really hit about 6pm.

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“We were watching The Untouchables on a black and white TV. The lounge we were in had big windows and out past that was the flight path for the airport. Just before the power went out, we could hear this noise and we looked at each other and said ‘shit’. A BOAC VC10 crossed just outside the window – we could see the people in the plane. The wheels were up and the pilot was giving it full noise and trying to get off the ground. He was so far off course it was not funny. This was just outside the window and I will never forget it.”

Later that night John went to bed in his caravan, but after its roof caved in he thought it was time to get out and he went to check how everyone else was.

“It was pretty scary, things were banging and crashing and you couldn’t see anything. I climbed the outside stairs to the front door of the house and got it open but couldn’t understand why it was still piddling down with rain. I shone my torch up into the blackness and found there was no roof.”

John searched the house but initially couldn’t find anyone.

“I went back downstairs and they were all hiding in the downstairs toilet and shower. Nine of us and a dog spent the night there, listening to the storm raging on, with timber and iron from houses crashing against the wall. The house was wrecked upstairs – it even pulled the wallpaper off the walls.”

The eye of the cyclone went through during the night and in

WWW.GOCLEAR.CO.NZ A nasty piece of work Christmas time is a special time, especially in Darwin, the capital of Australia’s Northern Territory. In Darwin it’s not only the festive time it is for most of us, but also a time of remembrance. Forty-four years ago this Christmas Eve Tropical Cyclone Tracy tore the city apart, destroying 70% of the houses, killing 66, and leaving 25,000 of the 47,000 inhabitants homeless, with nothing but the clothes they stood in. In the wake of her overnight rampage was AUS$837 million worth of damage (AUS$6.4 billion in today’s dollars). Tracy is the second-most compact Tropical Cyclone recorded, with gale force winds extending only 48km (30 miles) from her centre. But she lacked nothing when it came to punch, with winds in the 205km/h range sustained for up to a minute, and 175km/h winds lasting 10 minutes at times.

Where John’s new caravan ended up. Note the piece of wood sticking out of the station wagon roof. It’s two pieces of 4X2 nailed together and went through the roof, the back seat, and the floor pan, stopping at the concrete floor.

the morning when the wind dropped they ventured outside to assess the damage.

“I had never seen such devastation; there was not a house left standing,” says John. “My nice new, custom-built caravan was now upside down on top of two cars that had been in the neighbour’s garage. Everywhere you looked there was rubbish and the roads were impassable.”

Anyone who has been to Darwin, even recently, knows just how remote Australia’s northern-most city is when it comes to access by land. Even in today’s world the relief effort required following such an event would be a mammoth undertaking.

John says the first week they were on their own as help was more than 2000 miles [3200kms] away, but being a truck driver in the outback with a bunch of buffalo hunters meant they could take care of themselves.

“Water was the main problem, but a neighbour’s swimming pool was cleaned up for fresh water.”

John says everyone pulled together to start with; they had no other choice.

“Civil Defence was non-existent, everyone was looking after themselves. We didn’t know what was going on, we only realised something was happening when the army and navy started arriving.”

A total of 66 people were killed and many more were injured,

and 70% of the homes were destroyed. John says the biggest air evacuation in Australian history began, with more than 40,000 people evacuated from Darwin.

“The RNZAF was there for about a fortnight, but they could only land in daylight. Communications were limited as the incoming planes and ground staff only had hand-held radios. When the planes were on final approach to Darwin Airport they would call up on the hand-held and get people who were clearing the airport to move so the planes could land. There were no other communications with the ground as all radar and radio was destroyed. There were civilian aircraft as well as military Starlifters, and the civilian airlines broke a record for carrying passengers.”

There was also the largest concentration of Australian naval ships since the Second World War anchored in Darwin Harbour.

John stayed and helped with the clean up, then was offered a truck to take a load of damaged copper solar panels and fittings, with three cars on top, to Adelaide, about 2200 miles [3540kms] south of Darwin.

“The truck was a Diamond Reo 6x4 with a 250hp Cummins diesel and a 13-speed Roadranger gearbox, pulling two 38-foot [11.5m] trailers. It was hard yakka as the truck had suffered some damage in the cyclone, with a cracked windscreen, broken

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John’s first road train with a load of wool on. A B61 Mack with 250C motor and 16-speed quad box.

mirror, a whack in the passenger’s door and the batteries were cracked. The Cummins had a decompression lever so I put a wire on it so I could work it from inside the cab.”

The US Army built the road from Darwin to just south of Alice Springs during the Second World War, and while it was bitumen, John says it was only 12 feet [3.6m] wide with big drop-offs.

“Darwin to Katherine is just over 200 miles [320kms], but the road is slow and winding, up and down as it goes through tropical rain forests. After Katherine the road is a lot flatter and faster as you start to cross the great outback plains. The road was very busy as the Government had every road train it could get to shift emergency supplies to Darwin.”

John says it took him two full days to get just north of Alice Springs and by then it was late at night so he camped in the truck on the side of the road.

The following morning he headed into Alice for breakfast and to check the truck over before heading for the South Australian border.

“It was not long before I hit the dirt road and had just over 700 miles [1126kms] of dirt to go. The corrugations in the dirt were bad with the extra traffic, and the two graders working the 700 miles couldn’t keep up. I had to keep the Diamond

above 40mph [64kph] so it could ride across the top of the corrugations.”

Another few hours sleep on the side of the road and then John was bound for Coober Pedy, where he says the only bit of bitumen was the main street.

“I fuelled up and checked the truck and had a shower and a feed, but wonder why I bothered as half an hour down the road it was so hot, about 100°F-plus [37°C] and some of the dust came in the cab and stuck to my sweaty skin and turned to mud, and I was as dirty as I was before I showered.”

Next stop was Pimba, and then Port Augusta.

“I made good time so my first drop was the Holden panel van that was on top. They lifted the van with a spreader frame, and as they swung it off my truck, bugger me, it slipped in the frame and hit the deck from 15 feet [about 4.5m] nose first and it rolled onto its roof. It was a write-off as the chassis was bent. This panel van had gone through Cyclone Tracy without getting a mark on it, and I carried it for more than 2200 miles [3540kms] over one of the roughest roads in Australia without putting a mark on it, and they dropped it. If that wasn’t bad enough, it was COD and I had to collect the freight on the van.”

After unloading the rest of his freight the following day, John

John’s first interstater, an International R 190 with petrol motor and Eaton diff. The truck is

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loaded with a full load of Victa lawn mowers.

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An R Model John drove during

John Heron with the 1980 Kenworth

his time at RFL.

W924 he is restoring.

made the slow return trip.

He stayed on in Darwin for about a year and says the rebuild, like Christchurch, was slow.

“I’d been home to New Zealand for a trip and when I got back to Darwin I started getting depressed. Basically I didn’t have a lot; I’d lost my caravan and everything in it.”

John decided to move back to New Zealand and went straight back to truck driving.

“RFL had an ad in the paper and I was one of 108 who applied for the job. I enjoyed the life, you were your own boss.”

He started off in RFL’s Johnsonville yard doing local work, and then when a line haul driver left he applied for that job.

The new role took him as far north as Auckland and as far south as Dunedin.

“We were pretty lucky guys in those days, we did a lot of work for Watties. Anything that was under temperature control, such as frozen foods, meat and ice cream.”

John stayed with RFL for 11 years before heading in an entirely different direction, buying a garden and pet centre in Paraparaumu with his partner, Pat. “It was the oldest garden centre on the coast. I had a little truck to do my own work and I also did casual work for others.”

In his youth John had attended Flock House, an agricultural and farm training school in Bulls, so after leaving the garden centre he and Pat went farming.

“At the time we were leasing 100 acres of motorway land

while we decided what we were doing. We were there five years and then bought a farm out the back of Feilding. We initially had about 130 acres but grew it by taking on leases, and had about 600 at our peak.”

After driving for so many years, John says farming was a challenge.

“I don’t think I enjoyed it as much when I was younger, but I do now. I was the one who did all the building and work on fences and the digger and so on, and Pat looked after the genetics and the animals. We had to help each other at times.”

The farm had the largest herd of purebred Texan Longhorns in New Zealand, but after the devastating Manawatu floods in 2004 John says they were virtually bankrupted.

“I got a job with John Mills of Halcombe and I drove for him. The road was blocked so they had to come and pick me up and drop me off at night. Pat was working two jobs, and I had odd jobs driving bits and pieces.”

John says while he enjoyed farming, for a long time he did miss driving for a living.

“Not now – I’m 71 and have bad arthritis. I’m okay once I am in the seat but it’s the getting in and out. The arthritis came from an accident at RFL where I was run off the road. I was in an A-train and it did a somersault and I spent two and a half hours pinned by my knees.”

Now semi-retired, John and his son Cameron are restoring a 1980 Kenworth W924 first owned by Colin Hunter of Hunter Brothers Rotorua. 

Going home empty with Simon Transport. Two road trains into one. The one on the ground is a V12 Detroit with a 13-speed Roadranger. The one on top has a 335 Cummins and a 13-speed Roadranger.

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RETRO TEST “And I say to myself,

What a wonderful…ERF” Story by Dave McCoid and Carl Kirkbeck

Retro Tests for your pleasure Welcome to the first of a new, semi-regular series we’ve called Retro Tests. We’re going to sample trucks from the great era that spanned the early 70s, through until the early 90s, roughly…there are no hard and fast rules. To some degree we aim to investigate just how far we’ve come (if we’ve come that far at all), but the main thrust is to have a bit of fun, go on a nostalgic trip, enjoy a few laughs, and rekindle some fantastic yarns and memories from a great period in our transport history that’s now gone.

The main delivery media for the Retro Tests will be video, with print as the support; in other words, opposite from the magazine’s main test. We hope you enjoy watching and reading them as much as we do putting them together.

TR Group’s pristine ERF E14 and a trip from Christchurch to Auckland via Nelson. Is there any better way to kick off the Retro Test series?

“A

re we right?”

“Yep, yep, yep, Houston we are go.”

“Righto, I’ll shoot up the road and get you coming out of the city.”

Select the gear, let the clutch out, the NTE Cummins drops a note or two, a toot, a wave, and we’re off. From that moment you know the next three days meandering home in this magnificent machine are going to be special ones.

By the second set of lights you know some other things also.

You know you have a new friend, a beautiful old tart, easy and cooperative, a pleasure to drive. You know again just how fantastic the NTE Cummins sounded from the inside as well

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as the outside, and with all that, you’re reminded how truck driving once was. It was more engaging, more inclusive, and a far more communicative act between driver and machine.

A sister truck to this one was tested in the April 88 issue of New Zealand Trucking. Running under the Transpac banner, ‘Malt’ Mackay ran a nightly freight run ex Napier to Hamilton and return, towing a hard-side B-train at gross weights of around the 38 to 39 tonne mark. Malt had replaced a loyal S-Line and was after a similar spec with more comfort. Like the Fodens and S26 Scammells of the era, the ERF delivered just that. The non-American American truck with Euro comfort. Malt also commented on the ERF’s ease of operation.

The conclusion on the day? The E-Series was a significant improvement on the C-Series in terms of comfort, appointments, ergonomics, and looks, and aside from a bit of a gap between the high and low range, the driveline was well set up for the task at hand.

Zoom forward three decades and here we are sitting in TR Group’s magnificently restored E-Series ERF, loping along in Christchurch traffic. There’s an utterly gorgeous note emanating from under the engine tunnel, you’re trying to just

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Leaving Springs Junction.

keep it rolling and not stop at the lights so you can just let her die back, ease on the throttle and have that baritone note come through the cab in waves.

Back in the day, this truck too spent the first six months in Transpac’s livery. It was one of the founding units at Truck Rentals Ltd, and then TR Group when it was formed in 98.

Following its sale a short while later, the truck had a mixed life before ending up parked in a puddle in Napier in the mid2000s, having been traded for a paltry $8000.

But TR Group’s Neil Bretherton arrived on the scene filled with Braveheart-like passion, and rescued his old mate from his watery depression, and the rest is history…well it’s a sidebar actually, just have a read of that on page 68.

The ERF instantly rekindles the culture of the truckies’ wave. But they’re not waving at the driver. They’re waving at the truck.

“I drove one of those.” “Dad drove one of those.” Uncle, granddad, maybe even mum or auntie. They wave. It’s a beacon of the past, to great times, when you knew your dad because you rode with him in the weekends and holidays; when New Zealand was undoubtedly the world’s most cosmopolitan

trucking nation – probably still is – when trucks had to be driven, and when the only real KPI was getting whatever was on the back delivered.

Driving out along the Balmoral straights south of Culverden you really are aware of what a nice place this is. Like nana’s old 70’s couch that’s way comfier than it’s supposed to be. Yes, as the test said then, at cruising speed you can still easily hold a conversation across the cab. It’s nowhere near as quiet as the cutting edge now, but it wasn’t back then either. The cab bobbles around a wee bit, probably wouldn’t get top marks by today’s standards, but could you drive it all day? Yeah, easy. Did we get sore backs at any stage? Nope.

The dash has a slight wrap and everything falls to hand. The gauge set-up is cool, with the needle regiment pointing left and straight when life is bliss, except for the tachometer and odometer of course.

The big ‘yikes’ by today’s benchmark is the steering wheel position, mounted in that ‘Blighty trucks of the 70s’ dead flat position. What sort of gunja were those old designers on back then? It leaves a twenty-to-four as the only real option for relaxed tillering. This is a country that invented the bouncing

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There’s no coffee cup holder, but in those days we didn’t spend the thick end of half a house deposit every three years on flash caffeine, and you’d have to say the four-drawer cassette holder is not as handy now as it was then. Hang on, maybe it is. What was space for 40 cassettes is now a place for 140 induction cards…perfect!

Carpet on the engine tunnel, vinyls, plastics, and rubbers in an instant-coffee beigey-brown kind of tone…‘nooiiiice’. Gotta love the 80s.

Running gear wise she’s all there. The 14-litre NTE Cummins motor in the 88 truck produced 284kW (380hp) at 1900rpm – although the TR one’s 400hp by all accounts – and 1654Nm (1220lb/ft) of torque at 1300rpm. Behind that is the Roadranger RT14609A 9-speed transmission, and further back, Rockwell SSHD diffs. Front suspension is semi-elliptical taper leaf springs and shocks, and rear is Hendrickson RTA380 suspension.

But all that’s largely irrelevant. She’s retired, her days of meaningful earning well behind her. The ERF drove beautifully, and slipped in and out of gear like a dream. She was still lively and full of beans, keen to have something heavy on board that needed delivering. Sadly, the ute and all its guff probably gave her 3 tonne at best.

The 88 review said the 9-speed was well suited apart for the gap through the range change. The prophecy of the increasing uptake of such gearboxes we now know didn’t come to fruition, and the all-conquering 18-speed, matched to a new generation of motors, would sweep the scene, giving the best of both worlds. Drive it how you like, whether you’re a traffic light gear-jamming junkie or a chilled-out skip-a-roo, there’s always a ratio just waiting for you. There’s no doubt the 9-speed would

“The Rolls Royce of trucks” Many moons ago, the early 90s to be precise, Ron Carpenter needed one of his ERF E-Series trucks relocated from Christchurch to his property in Palmerston North. At the time, Neil Bretherton was at university in Christchurch. Ron’s son Andrew and Neil had been mates through school and so Ron called Neil and asked if he could bring the truck home.

“So I brought it up,” said Neil. “It was the greatest trip of my life. I left Christchurch at one in the morning to catch the six o’clock ferry and drove up with the window down the whole way. I remember Andrew saying to me when the truck was parked in a paddock in front of Ron’s place, ‘You know, this is the Rolls Royce of trucks’, and in my mind it’s never changed. This truck is the epitome of a truck.”

Over the years Neil kept track of E-Series ERF number plates, harbouring a desire to track down one of the original ERFs and bring it back to full glory.

“I think it was 2007 down in Napier and I saw this thing sitting behind a workshop in a huge puddle, and I thought, ‘That’s our old truck.’” It wasn’t just any old truck, it was the truck that Neil had driven to Palmerston North all those years ago.

Neil bought the truck and for the next 10 years it would serve as the company yard tug in TR Group’s Penrose yard. As the 25th anniversary of the company loomed, the planned restoration was undertaken. The truck is in its original Truck Rentals Ltd livery.

As he casts a glance at the ERF sitting beside us there’s a glint in Neil’s eye.

“This is my truck in terms of a bonding experience.”

From the south’s rivers of blue to the north’s silt and estuarine clay ‘delights’. Crossing the Waihou at Kopu and almost home.

The complexity of the modern truck cockpit is best exemplified by the simplicity of the ERF. A functional easy-to-use workspace that you could still spend a working day in.

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Scaring the Kereru on the Shenandoah with you know what.

Two grand old ladies.

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Edwin Richard Foden’s best mate, Jake As a schoolboy I was out for the day in an LW Kenworth logger; we are in the midst of unloading at Thames Sawmilling Company near Thames when above the din a rumble resonates right through us. I turn towards the entrance of the mill trying to glimpse what it was generating this diesel-based orchestral wonderment.

Into view came Graeme ‘Gunner’ Wright in his MW ERF. The moment you mention ERF in front of any diesel junkie, whether they tend to a Euro or Yankee flavour, they will immediately recount a love for the brand’s ability to combine the Jacobs heads on a Cummins, with a Donaldson muffler, and produce a wind instrument that would cause Beethoven to go back and rewrite the 1812. A note so enjoyable and addictive that some operators even today tinker with their late model Euro 5 units – sometimes at huge risk – just to try and get somewhere close.

While bureaucrats continue to acknowledge your

struggle in today’s world where GCMs are up 12 tonne on the 88 test truck.

Steering and handling wise she was spot on. Her recent birthday of all birthdays gives you taste of the truck as it was.

Having a pendulum brake pedal and the bobbly cab meant we went through an initial familiarisation period, but once acquainted with this truck you just never want to leave.

What an absolute joy rolling through the Lewis Pass, Shenandoah, and a day or so later letting her babble her way over the Whango’s and then barrelling along past the endless grape vines of Marlborough (no pun intended). The bulk of the North Island was done in the dark, but that beautiful engine note was emotional comfort food for a trucker rolling through the peaceful night.

Three days after we left Christchurch it was a reluctant farewell to our old yellow friend. She absolutely hadn’t missed a beat the whole way. You had the sense that three of us had been on an adventure, Carl, me, and the ERF. Have we come

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The truck that started a love of the British Jacobs Brake symphony for Carl.

product’s effect on society with the placement of ‘No Engine Braking’ signs at the entrance to their municipalities, we salute you Edwin Richard Foden with a 21 ‘Jake’ salute.

Carl Kirbeck

far since Malt Mackay’s test in 1988? Well, there’s still an engine, gearbox, and diffs with suspension and chassis rails, and a shed with a window at the front. Boffins will hold you ‘captivated’ with the technology they’ve injected, making trucks more productive, and safer. The sad part about all that though, is they won’t hear a word you’re saying when you’re trying to explain to them the unexplainable – that in all their cleverness they’ve left something behind. Something that’s still very much alive in an old, beautiful, yellow ERF parked in a shed in Penrose. 

Thank you TR Group We’d had the idea for the Retro Tests for a wee while and it was the wonderful team at TR Group who offered the ERF to kick us off. Thanks so much to everyone in the TR family for their time, patience, and generosity in getting this first one on the road.

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AUSSIE ANGLES

Backblocks

B-double Story and photos by Howard Shanks

Providing a comprehensive freight service to rural communities in the sparsely populated Darling Downs means Auchenroad Haulage needs to be all things to all people.

F

or equipment to last when their regular runs are throughout the backblocks of Queensland, Oakeybased Auchenroad Haulage owner Shane Wadley believes top quality components are a must, a philosophy he applied when he purchased a Barker Trailers B-double curtainsider from Brown and Hurley.

We met up with the new B-double curtainsider at the tiny town of Goombungee, a quaint little Queensland town, home to Leicht’s CIA engineering works, renowned for their robust – and as they say – ‘Intelligent livestock equipment’. They’re proud of their heritage and the fact all their products are locally designed and predominantly built from Australian-made steel.

It is here at Leicht’s CIA the Auchenroad Haulage B-double was loading cattle crushes for delivery to rural centres in western NSW. “We not only need to grab all we can, we also need to do it better than any of the other highly competitive multinational carriers, hence the need to be clever at what we do by being both flexible and nimble as well as specifying the best equipment,” Shane explained. “We even go to the length of operating only the most up-to-date equipment in the far north of the state, to make sure our drivers aren’t left stranded and isolated on the road due to a breakdown brought about by inclement weather or bad road conditions.”

The floor on this trailer set is heavy-duty checker plate, and it needs to be too, to support the heavy steel cattle crushes along the rugged western interior run where the road conditions are considerably rough.

Each trailer runs a winch track with ample winches to ensure each load is securely fastened. Both trailers have spare wheel carriers, while the lead trailer has one toolbox on either side and the rear trailer has one toolbox and stainless steel water tank on the right-hand side, and twin toolboxes on the left.

Judging by the lack of dirt and dust inside the deep toolboxes, they are relatively well sealed.

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Auchenroad Haulage’s new Kenworth T909 and Barker B-double curtainsider.

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The decks on the Barker B-double are made of heavy-duty checker plate to cope with the weight of the cattle crushes.

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Safety plays a huge role in the Auchenroad Haulage operation. The various step innovations are practical and intelligent safety for the real world.

Safety hasn’t been compromised either, with a fold-out step ladder at the rear of the back trailer and fold-out steps on the front trailer to enable easy access to the trailer floor.

The rear trailer has the media doors with a safety catch located between the coaming and rope rails to restrain the doors when they are opened.

The curtains are by Melbourne-based Polyweld, and made from premium quality Mehler Polymar truck curtain fabric and feature a gate and coaming rail wear strip, full length vertical webbing, and reinforcing in all four corners.

The ride height is controlled by a Colas suspension control valve, which also allows for a manual raise and lower feature of the deck height. The main advantage of specifying a Colas valve is that it takes the place of many components, fittings and plumbing, and can be used for both single and dual suspension valve systems.

As an added safety feature the Colas valve has a reset to ride height function. When the handle is ‘popped’ out the trailer will automatically return to the ride height as determined by the ride height control valve. This eliminates operator error by resetting the valve when the vehicle is moving.

Jost forged alloy wheels are half the weight of conventional steel wheels and they are backed by a five-year warranty.

Each trailer is fitted with Right Weigh scales that are attached to the trailer’s air suspension with each trailer’s axle group displayed on a digital reader.

BPW axles, Eco Plus hubs, air bag suspension, EBS, and disc brakes are used on the unit.

“In my opinion, there’s no substitute for quality, such as BPW which is used under most of our trailers, and their gear doesn’t need to be serviced too often,” said Shane.

The list of high-end components combined with the optional extras put this B-double unit in the premium price bracket, but according to Shane, it’s money well spent.

“We purchase only the best of parts and equipment and look after those components to prolong the life cycle of the fleet.

That means replacing items such as bushes, bearings and seals before they cause damage. This way we minimise the chance of a breakdown.

“Downtime can be massive for us, not just in repairs but also

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cost to our customers. We need the confidence of knowing our vehicles can consistently run on time.”

Up front of the B-double is Kenworth’s T9 powered by a 410kW (550hp) Cummins with 2500Nm (1,850lb/ft) of torque running through an Eaton RTLO20918B transmission.

The rear end is Kenworth 8-bag Airglide with Meritor RT46160 at 4.11:1 ratio. The stainless treatment is by Klos of Melbourne.

“Our focus is to purchase and look after the best transport gear on the market as we promote safety in the working environment to all our ground staff, drivers, and to our customers. The technical innovation that comes with the likes of the BPW package on these Barker trailers has never let us down, and for us, that’s the bottom line that is keeping Auchenroad Haulage at the forefront of our industry,” Shane concluded. 

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ROAD SAFETY TRUCK In October, The Safety MAN Road Safety Truck won its first award, for ‘Road Safety in the Community,’ at the 2018 Australasian Brake Fleet Safety Awards in Auckland. David Boyce, CEO of NZ Trucking Association, accepted the award and thanks Brake for the recognition and Bridgestone for sponsoring the award. The NZ Trucking Association staff and volunteers put a lot of passion and personal time into running the Safety MAN and it is fantastic to see the initiative recognised for the great work being done in the community and within the industry. None of this would be possible without the industry sponsors that have come on board and made road safety a priority in their business.

Keeping people safe around trucks is the Safety MAN’s fundamental goal. In September the Safety MAN visited Alexandra for the annual Blossom Festival, to give festivalgoers an interactive road safety experience.

Close to 1000 people participated in the Share the Road with Big Trucks programme and left with tips that may just save their life one day. The people of Alexandra have a great respect for trucks and the industry which shone through during the truck parade, organised by Platinum Safety MAN Sponsor, Heavy Trucks.

The annual Positive Ageing Expo in Christchurch also had a strong turnout and the Safety MAN exhibited for its second year, with more than 900 participants in the Share the Road with Big Trucks programme. Sharing safety tips with elderly road users is an important job as they are arguably one of the most vulnerable groups on the road. One woman explained her story of accidently undertaking a truck as it was trying to make a left-hand turn. She simply did not realise that trucks often sweep into the right-hand lane so that they can make it round a sharp turn. She was very grateful for the information and this may just prevent a crash in the future.

If you would like the Safety MAN to visit your school, event or transport company, visit the website and request the truck online.

PULL OFF THE ROAD

When you pull over, make sure you pull completely off the road. Trucks take up the en�re lane.

Check your mirrors first before slowing down to pull over Make sure you are completely out of the lane so the truck can pass safely Don’t pull out in front of an oncoming truck, they can’t stop quickly!

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BUSINESS UPDATE

Master Drive now Master Class Story by Carl Kirkbeck Photos by Carl Kirkbeck and Izaak Kirkbeck

Three years down the track following TR Group’s outright purchase of Master Drive Services Ltd, New Zealand Trucking magazine received an invitation to pop along to Hampton Downs Motorsport Park to revisit the fresh new look, see where things are at, and find out what’s just down the road.

T

wenty-six years ago Master Drive Services Ltd was established as a Private Training Establishment (PTE) accredited by the NZQA, specialising in education and hands-on training for the commercial transport industry. In 2014 TR Group Ltd purchased a majority stake in the business with the mindset to continue building on its ethos and industry following. In 2015 the balance of the shareholding was acquired, making Master Drive a fully owned part of TR Group.

Culture and vision

In 1992 there was one simple goal for the fledgling TR Group – to become world class in truck and trailer rental and leasing.

Many new companies set out with aspirations of grandeur, but settle instead for mediocrity, rooted in lack of heartfelt passion for what it is they do. That’s not the case at TR. Twenty-six years on, the original vision still holds true and permeates all aspects of the business.

Neil Bretherton, general manager of TR Master Drive Services, said TR Group’s guiding principles are based on building long-standing relationships through genuine care for the customer’s journey, and by assisting them with the people, products and services they need. It was those philosophies that were front of mind throughout the acquisition of Master Drive Services Ltd.

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Natural progression

Eight years ago the majority of the TR fleet was equipped with a gear lever and a clutch pedal; now the tide has turned and AMTs prevail. “Like it or loathe it, the fleet now reflects this shift,” said Neil. In addition there has been acceleration in the uptake of other technologies in all areas of the vehicle, which comes with one inherent problem – the end user. No matter how ingenious and user friendly it may seem, manufacturers are not able to ensure operators, often on the other side of the globe and who have just been thrown the keys to a new high-tech rig, will be able to sit down for five days and absorb a driver’s manual resembling the Encyclopaedia Britannica.

There are two opportunities here that TR Master Drive Services aim to address: firstly, the safety of the driver and their understanding and competent use of in-cab technology; and secondly, the profitability of the client leasing the gear.

“There is a direct connection between how gear is driven and the operating costs of vehicles,” said Neil.

Heavy investment

Since TR Master Drive Services was established, the level of investment has been substantial. The investment has brought about a reinvigoration that has left no stone unturned. The services resulting from new equipment, training aids, more driver training specialists, and updated facilities and systems across the country, are gaining a new level of respect and traction from the clients and wider industry.

The flagship programme of TR Master Drive Services has always been the rollover truck used for the heavy vehicle stability and control programme. This too has also gone through an extensive upgrade process. The tractor unit has

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The rollover rig in full flight with outriggers engaged.

been swapped out for a late model unit featuring a wide array of new technologies that drivers will be exposed to on a day-to-day basis. The trailer has also come of age through a partnership with Transpecs that saw the entire combination kitted out with the latest axle, brake, suspension, and electronic technology.

“At all of our stability programme courses the Transpecs team take clients through a theory session on the technology on the tanker. We then let them experience it for themselves from the driver’s seat. Its real, hands-on, experiential learning that’s a real eye-opener for operators,” said Vinnie Green, driver training specialist from TR Master Drive Services Hamilton. “For example, we have heard true horror stories out there on the road with regard to incorrect use of EBS, and you have to ask yourself why. Is it a lack of education? The Stability Tanker programme gives us the tools to address this issue and many more.”

Future paths

35kph and we have lift-off. Note the water level in the sight-glass.

TR Group has not yet finished with the redevelopment of the TR Master Drive Services offering. All new lease vehicles come with a free training voucher for use on one of TR Master Drive Services courses, and the uptake of this offer is steadily increasing as more operators realise the value of having their drivers upskilled.

The variety of courses now offered is impressive, covering all manner of heavy vehicle courses including licence endorsements, health and safety, operator coaching, driver assessment and upskilling. There are also courses aimed at light four-wheel drive vehicles. This diverse spectrum of courses has

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Driver training specialist Vinnie Green (right) engaging the class with real life experience to promote understanding and learning.

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been made available throughout the country with branches in most major centres, as well as options available now to complete an increasing number of the theory portions online.

“The electronic online option is proving popular for many, allowing individuals to learn in their own environment at a time and pace that they are comfortable with,” said Neil.

“E-learning also allows us the opportunity to deliver our courses in multiple languages. Customised programmes are also available to clients where specific areas of concern or niche requirements need to be addressed.”

The vision TR Group imagined for Master Drive Services appears well on its way to being realised. Offered to both internal and external clients, the programmes are delivered in an inclusive, practical, and professional manner, developing confident, capable and professional operators able to return a safer and healthier bottom line for either their own business, or that of their employer. 

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ROAD NOISE NEWS

RTF Conference 2018 Selected presentations Forsyth Barr stadium in Dunedin was the venue of the 2018 RTF conference. Over the next two months we’ll feature six presentations on topics likely to affect the industry significantly in the coming 12 to 24 months.

PART 1

Cameron Bagrie thought the absence of incentives that would stimulate growth and activity was starting to be felt.

Cameron Bagrie’s presentation focused on the global economy and disruption.

“Change is the new normal and I’m interested in how firms are viewing this disruption. The ANZ Business Outlook Survey found technology ranked number four on firms’ observed list of disruptions. Number one was natural disasters, and number two staffing challenges – in fact finding staff is one of the biggest challenges today.”

Bagrie said the demand for skilled labour in the next 30 to 40 years would intensify not just nationally, but also internationally.

“The logical lever for everyone to pull is to bring in more migrants. That’s not going to be easy if every country around the globe tries to play that card.”

He said the New Zealand economy tended to follow what happened globally and there was typically a 10-year cycle, with things going awry about year 10. He doesn’t believe anything’s imminent, but warns people to watch out for 2019.

“Most people are fully aware of the challenges this forced industrial revolution is bringing: electric vehicles for this industry, self-driving trucks. They’re starting to think seriously about the roading network demands going forward.

“A net 36% of firms expect to get disrupted in the next five years – lower than the number of firms that have been disrupted. Firms expect the pace of change to be slow, but it’s going to accelerate. New Zealand firms have the good old kiwi attitude, ‘she’ll be right. I’ll address it when it turns up on my doorstep’.”

While that may be a safe option, Bagrie said it could be a risky one.

“If you let the disrupters get distribution capability, by the time they get that capability, your ability to respond – i.e. to innovate to respond to that disruption – is minimal. In fact you don’t have any ability.”

While New Zealand’s economic growth was okay, Bagrie said things were slowing.

“It’s not a downturn, it’s a moderation. I don’t think a

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Cameron Bagrie Economist

downturn is around the corner, but people are nervous about it and at the same time they’re getting whacked with high costs. I call it grumpflation – you’ve got grumpy growth and rising costs.”

Bagrie said the US and global economies were looking good, but there was a lot of uncertainty over the economic direction of China.

“There’s increasing concern over China, and that is a country we’re going to be economically aligned with. China’s one of our biggest economic risks over the coming two to three years.”

Higher wages need to be linked to productivity growth, because wage inflation without productivity lifts risks manifesting in general inflation. Higher US interest rates would continue to weaken the New Zealand dollar, putting pressure on margins within certain sectors and resulting in price rises.

“Another thing is protectionism. We’re a small, open trading nation; a lot of the goods that whip around this country via the transport network are trade export related. Trade protectionist policies are not going to be good for New Zealand.”

Bagrie said New Zealand was in a pretty good space and doing the right things, but was going through an extensive process of change.

“If you go through a process of change you’ve got to take people along for the ride. One of the big missing ingredients at the moment is that the business sector is not getting taken along for the ride.”

Paul Mackay Manager Employment Relations Policy Business NZ Paul Mackay addressed the conference on employment law changes just over the horizon and their potential impact on the economy. We use the word potential, as at the time of

WWW.GOCLEAR.CO.NZ If delegates were a little weary when Paul Mackay got to the lectern, they were wide awake three minutes into

PAU L MA C K AY B US I NE SS N Z

RTF

his address.

The target industries in the FPA radar are the ones with a lower median hourly earning – and guess who’s sitting in that bracket.

It’s a renaissance for the union movement under the new administration. The government’s strategy is that rising wages will promote consumption and therefore economic activity. The issue is, domestic debt may be the tripwire on where they think the money will go, and if all this causes too much disruption, history tells us small business borrowings will only head skywards.

Make sure you do your homework well.

the conference select committees and consultation processes were still hammering out the detail. However, the theme of where the government wanted to move was most evident, and those in attendance who remember the upheavals, disruption, and compromised productivity of three and four decades ago appeared to be squirming uneasily in their chairs.

The overarching themes are a significant re-empowerment of the union movement that’s been in the doldrums for many years and largely retrenched to the state sectors, and preference for collective agreements with passing-on provisions whereby non-union members whose work is comparable with the union member are covered by the collective agreement and as such compensate the union for services rendered. Other areas under investigation or changed already are fair pay, pay equity, a reconstruction of the Holidays Act, and provision for 10 days leave as a result of someone being affected by domestic violence.

Looking at what might be on the horizon in a fraction more detail, the Employment Relations Amendment Bill, and ER (Triangular Relationships) Bill strengthen the rights of unions to access workplaces, have delegates do union work, build collective bargaining coverage, recruit, and protect existing members. In addition, it regulates the timing and duration of meal breaks, and removes exemptions for small businesses that contract certain services, and we all know about the 90-day trial already.

Unions can initiate bargaining earlier than employers can, and the right for employers to opt out of a Multi-Employer Collective Agreement (MECA) negotiation will be removed, now having a duty to conclude collective bargaining unless there are genuine reasons not to.

Employers must pass on information about unions to ‘prospective’ employees. There’s also the possibility of a statutory redundancy entitlement in the wind. Statutory redundancy has been implemented in some European jurisdictions, with the result being a dramatic increase in the insolvency rate.

Where the MECA encompasses employer parties and their employees, Fair Pay Agreements (FPAs) bind an occupation or industry in its entirety. On the left is a graphical representation of the two.

Steve Divers Director – Career Pathways for the road freight transport industry SWEP’s Steve Divers had big plans at last year’s RTF conference and it was encouraging to see a number of industry initiatives were starting to show promise.

“We are heavily reliant on everyone in this room and all those industry partners, because there is no one person or group who can fix this issue.”

Divers said going into schools and talking to kids about careers in road transport had been a challenge because the industry had nothing to deliver.

“The Level 3 Gateway programme in schools has now been approved by NZQA. That means we’ve got a programme we can deliver in schools at years 11, 12 and 13. We can keep kids in school, they can spend one or two days in your business to

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Steve Divers

Debbie Despard

is joining the dots to get truck driving to where it needs to be in terms of a recognised

gain experience – at no cost to you – and they also get NCEA credits.”

Divers said that by the time the students leave school, they should have their car licence and knowledge of the transport business.

“And then they can progress to the Level 3 qualification, which is the rigid or heavy combination qualification offered through MITO and seven tertiary institutes. At Toi Ohomai they can go to Level 5 [the New Zealand Certificate in Commercial Road Transport].”

Last year was the first time in four years that the number of class 5 licences rose, from 1800 to almost 2000, but the industry was still 800 to 1000 off where it needs to be.

“But I don’t want that to be a negative. We are tracking up, we’re making progress, and that was very much about the media attention last year. Every association and those in the companies were talking to the media about the shortage and that’s generated a conversation and people are listening.”

Divers said in the past 12 months things started to change, and the two keywords were patience and persistence.

“We’ve wanted to run, but we’ve had to go at a bit of a walking pace. There was no point in us developing something everyone in the industry would just say, ‘well, that’s not going to work, I can’t use that, it’s not a practical solution’.”

SWEP did a stocktake of training programmes and looked at securing funding to increase the coverage of training organisations, something that took time.

“I’d love to have been part of a group that could do that in two months, but it’s almost impossible to do that. Over the next few years we need more people under the age of 25. The turning point comes about age 21, 22, when the majority of those have some form of car licence. That’s very late for us, we want to be tackling those kids at 18 or 19.”

Divers wants more operators to take advantage of the accelerated licensing process to fast-track drivers from class 2 to class 5 in-house.

“It’s there currently, but no one’s using it. There are two requirements: you need an operator rating of four or five, and you must have a reporting process. It’s taken us a few months but we now have one for the industry to use and we are beta testing this at the moment. If you want to train people in your business, this is the thing to do.”

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FAY E L OU GHE R

occupation.

Debbie Despard Senior manager Regulatory Compliance, Road Corridor NZTA Debbie Despard spoke of the impending Weigh Right Programme, citing safer roads, smarter regulation, and a more level playing field for industry as the key benefits. The programme has two main thrusts: the one that has everyone talking is the high-speed weigh in motion, but there’s also a customer-centric heavy vehicle permitting system.

Twelve strategic locations have been identified for the weigh in motion kit. They’ve been chosen on the basis of almost half the country’s road freight passing through these locations.

Eight new facilities will be built and four existing weigh stations will be upgraded. Collectively the new sites will be called commercial vehicle safety centres (gotta get the ‘S’ word in somewhere). Rolled out in four ‘tranches’ (possibly meaning when the cash is in the tin as tranche usually infers a portion of money), the locations are: Tranche 1 – 2018/19: Stanley St Auckland, Paengaroa BOP, Glasnevin North Canterbury.

Tranche 2 – 2019: Ohakea Manawatu, Taupo, Rakaia South Canterbury.

Tranche 3 – 2019/20: Napier Port, Tauranga Port.

Tranche 4 – 2019/20: MacKays Crossing Kapiti Coast, Bombay Auckland, North Shore Auckland, Marsden Northland.

Explained quickly, cameras identify approaching trucks, the weighbridge weighs them and the database identifies either a potential issue or not. If there is, the ‘all trucks stop’ sign lights up and closer inspection is done. If not, then there’s the potential for the truck to be able to pass.

Despard took a flurry of questions on accuracy and physical impact of the weighbridge on the trucks, many of which she was unable to address, citing the questions not being her area of expertise. Coming to the RTF conference with answers to some of those sorts of questions in the NZTA Weigh Right ‘magazine’ might have been the go.  Programme.

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FUEL FOR THOUGHT

Get the vehicle specification right

By Russell Walsh

Russell was employed by the Energy Efficiency Conservation Authority (EECA) for two years from 2014 and was involved with their Heavy Vehicle Fuel Efficiency Programme

Y

our best bet to consistently achieving optimum fuel economy, next to driver training, is to get the specification of the truck right. Even the best driver will struggle if the truck they are driving is not suitable. Specifying a truck for New Zealand conditions is always going to be a compromise, but understanding the basics can give you a good shot. Using the right truck for the job means there will be less engine and transmission wear and less wear on the tyres and brakes.

First things first

We need to know what the intended use of the truck is. Is it going to be involved in local running or predominantly line haul type work? Time spent idling can be a significant factor in

fuel use, especially for local/metro trucks. Other considerations include: • Where it will operate? Especially the type of terrain it will travel over.

• What will it carry?

• What are the legal constraints that could restrict your choice?

• What access will you have to for maintenance?

• How much horsepower do you really need?

Engine output

Some will say the more horsepower the better, but it is easy to over-horsepower a truck. As horsepower is largely a product of engine size, the larger the engine the more fuel it will use.

However, we need to be careful that we don’t go too far the other way and use something that is entirely unsuitable.

There are formulas for working out the optimum power requirements for a job, but these are complicated and require

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knowledge of such things as the power required to overcome air resistance, rolling resistance, lift-off and gradability.

A far simpler method, that still seems to work quite well, is to use the old industry standard of 10 horsepower per ton.

This is slightly higher than the European standard but is better suited to our operating conditions. So, if you are running at 50 tonnes GCM, 373kW (500hp) should be sufficient to give you a good power to weight ratio. You may like to add a little more to give a level of flexibility, but avoid the temptation to go too high because every additional 4kW (5hp) you use above the working demand can result in a 2% increase in fuel use.

Transmission choice

You must decide the optimum transmission type for the job.

The days of manual transmissions that rely solely on the driver to select the correct change point are fast disappearing. Modern automated and fully automatic gearboxes are just as efficient as manual ones. Electronically controlled transmissions are far better at selecting the optimum ratio for the driving situation than humans, with many integrated into the vehicle’s high-end operational and safety systems e.g. economy roll functions, descending control, and ESC.

Rear axle

Often you don’t get much choice in selecting the rear axle ratio as suppliers tend to provide those that give the best allround performance, but it does pay sometimes to do the sums, remembering the principle of gear fast – run slow.

Tyres

Bringing it all together

Speccing any truck is a science; it should not be about what looks good but what works well. Even the most experienced and well-trained driver will have trouble consistently turning in good fuel use figures if the truck they drive is not up to the task. 

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Many of the compounds used for today’s tyres allow for a lower rolling resistance compared with their predecessors.

Tyres with a lower rolling resistance can reduce fuel use by 5% or more and are worth considering. However, their effect on fuel consumption will be negligible if they are not kept at the recommended pressure.

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PRODUCT PROFILE

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onventional powered forklifts and pallet trucks are not known for being light and compact, but a new lithium battery pallet truck from Hangcha is changing all that.

Northern Forklifts Ltd managing director Dexter Hyland says he’s excited about the Hangcha CBD12-LI as he believes lithium power is the direction the forklift industry is heading towards.

“Apart from being lighter, a lithium battery has some specific advantages. A normal lead acid battery requires a full charge cycle of a minimum of eight hours, and if you don’t adhere to the proper charge cycle you can shorten the life of the batteries considerably. A lithium battery can be charged to 100 percent in two hours from flat and they don’t object to a short opportunity charge.”

Due to the smaller and lighter batteries, the pallet truck only weighs about 130kgs instead of about 220kgs for a standard battery type.

“It can replace any powered pallet truck that handles a load of up to 1200kgs, but we see them as being really good in the back of a truck because they are light and small and easy to manoeuvre. The guys who do freight around the city have to move pallets around all the time inside the truck to get things organised. With a powered pallet truck you don’t have to heave and pull, so from a health and safety point of view, it removes the risk of strained backs because the power is doing the job for you. No fumes, no need to store fuel or anything like that, no refuelling issues, just plug and play basically.”

The Hangcha CBD12-LI has a three and a half hour constant run time, but Dexter says in real life they will run for a day because they aren’t typically used non-stop.

“If you are running a double shift and need two batteries, it’s really easy to swap them over. But given the fact you can opportunity charge them, the chances are you won’t ever need two batteries.”

The lithium battery has a minimum life of 1200 charge cycles and comes with a three-year warranty. Unlike lead acid batteries, it can be left on standby for up to a year.

“The other advantage is you don’t have to take the pallet truck to the charge point. The battery just drops in and out the top so you just pull it out and plug it into the charger.” 

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The battery and charger.

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HEALTH AND SAFETY

It’s a busy time of year T

with personal problems, they may be able to make allowances at work to accommodate the worker’s needs. This may be adapting a worker’s hours or duties, allowing them time off to meet with external support agencies, etc. It is important to be guided by the worker, taking into account the needs of the of us. business.

The time of year brings happiness at the improved weather Stress is a very complicated issue. It may arise from a single and the thought of summer and a break. It also brings more source or from many sources. In my work pressure to get everything done experience, people tend to blame well, and in a timely manner. This work their stress on the one thing they pressure combined with the additional have control over. For example, a financial pressure of Christmas and How can Safewise person having relationship problems holidays can become quite stressful for help? may blame the hours of work. Stress, some people.

We work with organisations that dealt with quickly, is relatively easily While managers cannot control a need more health and safety managed. This must be done with worker’s stress outside the workplace, knowledge, or more time, than sensitivity and consideration, with all they can, and should, be managing the they have in-house. For more conversations documented.  work so that it creates as little stress as information, check the website possible. This means planning journeys www.safewise.co.nz so that there is limited backtracking and adequate time to allow for delays. Loads must be planned so that the order is Tracey Murphy is the owner and correct, and that all goods are compatible. Drivers, and other director of Safewise Limited, a health workers, must take their breaks and remain within legal hours. and safety consultancy. She has more Communication is key to successfully managing busy times. than eight years’ experience working Although it can be challenging to have meetings, they pay off with organisations from many different by all parties understanding the work activities. industries. Tracey holds a Diploma in Health and Safety Management and A manager who knows his or her workers will be able to a Graduate Diploma in Occupational notice early signs of stress; changes in timekeeping, work Safety and Health. She is a Graduate performance, short tempers, etc. These should be addressed as Member of New Zealand Institute of soon as possible to help the worker, and to make him or her Safety Management and is the Waikato safer at work. While the manager may not be able to assist Branch Secretary. Tracey is also he sun is shining – most of the time – the days are longer, we are thinking about Christmas plans and holidays. At the same time we are mentally winding down – perhaps – workloads are increasing for many

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LEGAL LINES

A cautionary tale

I

recently came across the sentencing decision of R v Taukava [2018] NZHC 2290 and I wanted to share it with you because it made me think about the risks we take in life. Fortunately, some of those risks end up being inconsequential but that can be partly due to luck. Then there are other times when our luck runs out and those bad judgment calls can have a really serious and long-lasting impact on not only our own lives, but also the lives of others. This is one such case with a very tragic ending.

The events

It was raining on the evening of 25 January 2017 when Mr Taukava was driving a heavy truck and trailer unit north on State Highway 1 just outside Taupo. He admitted that during this trip he was not getting sufficient rest and he was suffering from the effects of fatigue. During the journey, his vehicle had reached speeds of 104 kilometres per hour and the maximum speed he ought to have been travelling was 90 kilometres per hour.

Immediately prior to the crash Mr Taukava was travelling at a speed of approximately 97 kilometres per hour as he approached a right-hand bend on a downhill section of State Highway 1. He endeavoured to slow the vehicle by allowing the truck to decelerate on its engine retarder. Justice Wylie noted that it was common knowledge in the trucking industry that applying deceleration to the two driving axles in wet road conditions increases the risk that the driving wheels will lock.

Mr Taukava was aware of this risk and acknowledged to the police that the retarder should never have been used in the wet because it could be “lethal”.

As he approached the bend, he lost control of the vehicle.

He was not wearing a seatbelt at the time and when he lost control of the vehicle, he was thrown to the floor of the cab. This meant that he was unable to regain control of the vehicle. The vehicle crossed the centre line and went into the southbound lane in the face of oncoming traffic, colliding with a southbound motorcyclist. As a result of the impact, the rider received severe injuries and died.

Approximately three months before the incident Mr Taukava had deliberately disabled the vehicle’s electronic braking system (EBS) by removing a cable that connected the EBS between the truck and the trailers. As a result, the system was disabled at the time of the accident that caused the motorcyclist’s death.

Mr Taukava told the police that there had been a fault with the EBS on the truck so he had unplugged it to prevent the fault alert continuing to appear on the dashboard, and in any event, he did not think it was working.

Personal circumstances

Mr Taukava had a number of historic convictions that were unrelated to the current offending. However, he did have numerous infringement notices for driving a heavy motor vehicle in excess of the maximum permitted speed. The court took the view that Mr Taukava had not learnt the lesson that

speeding in any vehicle, let alone a heavy truck, was foolhardy and dangerous, so his sentence was increased by three months.

It was accepted that he had huge regret and sadness about the incident and remained traumatised by the events of the day. Mr Taukava had even asked the police whether he could approach the victim’s family to express his sorrow and heartfelt remorse for what had occurred. The court received a letter from Mr Taukava, his wife, a man who he lived with when he was a child, and various members of his family, which all confirmed that he is a family orientated man who had a great rapport with his children. A discount of two months imprisonment was given to recognise Mr Taukava’s genuine remorse and a further discount of nine months imprisonment was given to reflect his pleas of guilty.

The aggravating features of the offending:

• Excessive speed – driving at a speed of approximately 97 kilometres per hour when approaching the right-hand bend and previously reaching a speed of 104 kilometres per hour.

• Not having adequate sleep or rest – admitting that he had not taken the required rest periods while driving the truck.

• Mr Taukava’s conduct – inappropriately using the engine retarder before the crash, knowing the risk associated with this course of action. Disabling the vehicle’s EBS and failing to get it repaired.

• Not wearing a seat belt – resulting in being thrown to the floor, which prevented Mr Taukava from remedying the situation once the vehicle started swerving across the highway.

The sentences imposed:

• Manslaughter by the unlawful act of dangerous driving: two years and 10 months imprisonment.

• Two charges of making a false statement in a logbook, failing to deliver his logbook to his employer and not having 10 hours rest in a work day: four months’ disqualification from holding or obtaining a licence to drive any goods transport or heavy transport to be served after Mr Taukava has been released from custody after serving his sentence on the lead charge. 

Please note that this article is not a substitute for legal advice and if you have a particular matter that needs to be addressed, you should consult with a lawyer. Danielle Beston is a barrister who specialises in transport law and she can be contacted on (09) 379 7658 or 021 326 642.

92

New Zealand Trucking

December 2018

Danielle Beston

WWW.GOCLEAR.CO.NZ RAGE

ENGINEERING

4 Kepa Road, Ruakaka • Ph 09 432 8210 or Matt mobile 022 354 3501 email matt@rageengineering.co.nz • www.rageengineering.co.nz

PASSION FOR INNOVATION

INTERACTIVE CLIENT COMMUNICATION

NZT515-1218

DESIGNED AND FABRICATED FROM THE FLOOR

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NZ TRUCKING ASSOCIATION

The Baby Boomer generation is about to retire

T

he Baby Boomer generation is about to retire. Is your business prepared for this huge change in the workforce demographics? If you think this won’t affect your business, then you need to consider the following: • The Baby Boomer generation was born between 1946 and 1964 and is now aged between 54 and 72 years of age. This group makes up close to 30% of the total workforce.

• Nearly 1,000,000 people currently in the workforce are aged between 45 and 64 years of age.

• By the year 2032 more than 22% of New Zealanders – that’s over 1,000,000 people – will be aged 65 years or older.

• Half of the New Zealand workforce is over 40 years of age.

• The average age in the New Zealand trucking industry is 54 years of age.

• The trucking industry already has a significant shortage in its workforce, especially truck drivers, and this situation is only going to get worse.

This is going to cause massive disruption to the trucking industry over the next 10 years.

As this aging generation leaves the workforce, they will take with them a significant amount of knowledge, skill, wisdom, relationships, accumulated institutional knowledge, and a tremendous work ethic. This knowledge and experience vacuum is going to be hard to replace. In many cases the Baby Boomers in your workplace are going to be your most experienced employees. The loss of this talent has the potential to seriously affect your business’s financial position.

Many businesses already understand this upcoming issue, but most have neither a programme nor an initiative in place to address it. You cannot afford to sit back and wait for central government to sort the issue for you; it’s not going to happen.

You need to start planning now.

Preparing for this change in your workforce demographics is going to take some planning. The sooner you start on this journey, the better prepared you will be. Start now by hiring the next generations; they may not have the skills and experience that you require at present, but you need to make a significant investment in training and professional development programmes. Take the opportunity to get your Baby Boomers to mentor your next generation of employees.

This will not only make them feel valued, but it also gives them the opportunity to pass on their years of skills and experience before it is lost. Start by implementing a buddy system between your younger and older employees; this will enable your younger employees to gain valuable skills and

real-world experience as they learn from your older employees.

Your experienced staff will be able to help identify the potential and talent in your next generation employees and be in a good position to help develop their growth within your business.

Do a core skills audit of your business and identify the individuals who hold all the institutional knowledge. From this you can work out how you are going to transfer the experience and knowledge to the next generation. Encourage team building and brainstorming sessions that allow your employees the opportunity to contribute and have their ideas considered.

Encourage collaboration and debate between your employees; this will help them to understand each other and develop relationships.

Your next generation of employees is different from the Baby Boomers. They have a different outlook on life, they have different goals, expectations, a social conscience, and want flexibility and a work/ life balance. As an employer you are going to need to adjust and adapt your workplace environment. This generation doesn’t want to work 14 hours per day, 70 hours per week. They want a life away from work, and if you are not prepared to be flexible, then they will move on to the next employment.

This younger generation thrive on feedback – just make sure it is constructive. They are tech savvy and are not afraid of new technology. Many will have significant student loans.

They understand the value of education and will value further training. They want to contribute and be part of something.

They are concerned about the environment and have a community conscience.

Start engaging with this younger generation. Tell them your business story, your values and what gets you out of bed each morning. Develop a social media and website presence that is focused on their career opportunities and development potential within your business. Engage with the wider community through initiatives like the Safety MAN Road Safety Truck, which regularly visits schools and community events, promoting road safety and career opportunities within the trucking industry. 

This generation doesn’t want to work 14 hours per day, 70 hours per week. They want a life away from work, and if you are not prepared to be flexible, then they will move on to the next employment.

94

New Zealand Trucking

December 2018

NZ Trucking Association can be contacted on 0800 338 338 or info@nztruckingassn.co.nz

by Dave Boyce, NZTA chief executive officer

WWW.GOCLEAR.CO.NZ DIESEL TRANSFER EQUIPMENT 200 LITRE AND 400 LITRE DIESELPOWER • 12V DieselPower self-priming pump • 4m wiring harness with alligator clips • High quality auto shut-off nozzle • Lockable filling cap with 2 keys • Suction foot screen filter on internal suction line • 4m of ¾” delivery hose with swivel and crimped fittings • 30 min duty cycle, 30 min on/off • Baffled tank (400L)

BONUS

40L/ MIN OPEN FLOW

200L AND 400L DIESELPRO TRANSFER UNITS

PORTABLE JUMP STARTER KIT

• • • •

1,086

$

SQDN200-7

•

BONUS

•

PORTABLE JUMP STARTER KIT

•

1,400

$

• •

SQDN400-7

12V PIUSI self-priming pump 45L/Min open flow High quality auto shut-off nozzle 5m of ¾” delivery hose with swivel and crimped fittings Lockable filling cap with 2 keys 4m wiring harness with alligator clips Suction foot screen filter on internal suction line 30 min duty cycle, 30 min on/off Baffled tank (400L)

100 LITRE DIESEL UNIT

300L DIESELPOWER

• Lockable filler cap • 12V 40L/min open flow pump • 4m ¾” delivery hose with manual nozzle

• • • •

BONUS

DIESEL METER KIT

1,450 $ 1,700

$

SQDN200L-Z1

SQDN400L-Z1

AUTO SHUT OFF TRIGGER

40L/ MIN

4m of ¾” delivery hose with swivel and crimped fittings 12V DieselPower self-priming pump 4m wiring harness with alligator clips High quality auto shut-off nozzle • 30 min duty cycle, 30 min on/off

OPEN FLOW

BAFFLED TANK

LOCKABLE FILLING CAP

BAFFLED TANK

SQDN100-P1

SQD300-7

600

1,100

$

$

BAFFLED TANK

TWIN BAFFLED TANK

600L DIESELPRO TRANSFER UNIT • 12V PIUSI self-priming pump • High quality auto shut-off nozzle • 5m of ¾” delivery hose with swivel and crimped fittings • Tank bottom 8mm brass inserts for bolt down mounting to a tray, skid or platform

45L/ MIN

STRONG LOCKABLE COVER

OPEN FLOW

SQDN600L-X1

2,100

$

BAFFLED TANK

BAFFLED TANK

BAFFLED TANK

TWIN BAFFLED TANK

BAFFLED TANK

MOULDED FORKLIFT BOOTS

4M OF ¾” DELIVERY HOSE

1100 AND 2200L DIESELPAK TRANSFER UNITS BAFFLED TANK Large capacity diesel storage for farm and construction equipment.

• 5m hose & auto shut-off gun • Foot design allows bolt down mounting • Baffled tank 1100L only 1100 LITRE

2,200

$

SQD1000-X1

SQDS400-7

1,379

$

BAFFLED TANK

2200 LITRE

3,800

$

SQD2200-5

Designed for the storage & transfer of AUS32 Solution.

• UV Stabilized polytuff tank • 35L/Min open flow self priming pump • 4m of ¾” delivery hose with manual nozzle • 3m Long power cord with alligator clips

• 40 L/min open flow diesel pump • Hose & gun stores under the lockable cover, padlock included • Tie down points & level indicator • 4m hose & auto shut off trigger • 1110mm L x 960mm W x 660mm H •BAFFLED WeightTANK 46kg Heavy duty construction with lockable filling cap and pump.

• Moulded Forklift Boots makes transport easier

2200L UNIT FITTED WITH 85L/MIN HIGH FLOW PUMP AND 4M HOSE

200 LITRE 12 VOLT SELECTA BLUE TRANSFER UNIT

STRONG LOCKABLE COVER

12V 400 LITRE DIESEL CUBE TRANSFER UNIT

BAFFLED TANK

INDENT ORDER ONLY

TKA200-7

800

$ DIESEL LEVEL INDICATOR

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NZT0798

Prices valid to April 1st to August 31st 2018.

Prices exclude GST, exclude dealer installation and/or freight charges.

0508 745 826

silvannz.co.nz

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ROAD TRANSPORT FORUM

Special Rigs for Special Kids founder takes top award

T

he three hundred or so delegates who turned up for this year’s New Zealand Road Transport Industry Awards gala dinner at the Dunedin Town Hall not only enjoyed a fantastic night’s entertainment but also got to enjoy the industry honouring one of its true good guys.

Greg Inch from Greg Inch Earthmoving was named winner of this year’s top award, the VTNZ Outstanding Contribution to Road Transport, for his work as founder and organiser of the Special Rigs for Special Kids charity, which gives special needs children an opportunity to ride in a truck and spend the day around the machinery.

Greg maintains he got the idea for the charity from a friend in the UK in 1992. At the back of the firm where his friend worked was an orphanage. Every weekend the kids would help the truck drivers clean the vehicles and to thank them the drivers would take the kids for a ride and treat them to lunch.

Greg thought that was pretty neat, so within six weeks he had formed a small committee and held the first Special Rigs for Special Kids event in Dunedin. 120 trucks showed up, along with plenty of other sponsors and volunteers.

Run in late August, Special Rigs for Special Kids these days attracts up to 200 trucks and is still run by Greg, along with volunteers and sponsors with help from the police and St John Ambulance. I have heard that the convoy of trucks can reach up to 12km long as it snakes its way through the streets of Dunedin.

What Greg and his team do makes a positive difference to so many young people and their families dealing with some pretty difficult circumstances.

It was really special to be able to recognise Greg and his achievements in his home town. It was also great to have his two teenage daughters in attendance to help celebrate their father’s achievements with us.

The evening’s other awards were equally well deserved.

The Teletrac Navman Industry Innovation Award went to Sysdoc and Fonterra for the development of the Transport Contractor Induction Training online tool now used at Fonterra sites across New Zealand. Contract drivers to Fonterra can complete health and safety induction training before even visiting a Fonterra site, using this tool. This reduces delays, provides flexibility and lessens the logistical burden of changing schedules. It has made for easier, more accurate, centralised reporting and standardised the training across all of Fonterra’s sites, while also improving safety.

Safe Business Solutions (SBS) won the EROAD

Outstanding Contribution to Health and Safety Award for their E-Text health and safety system. E-Text is acknowledged as an effective way for staff to communicate health and safety issues across an organisation, particularly in a mobile workforce. Nominators praised SBS for making the process user friendly and simple.

The Outstanding Contribution to Training Award was presented to Derek Nees of Nelson’s TIL Freight for a career promoting and working on improving training and qualifications across the road transport industry.

Derek has played a prominent role in reviewing driver qualifications and aligning those with what the industry actually requires a driver to do on the job. Derek continues to make a big contribution to developing a qualifications pathway for drivers from secondary school to the industry.

It is obvious that his time as a transport instructor in the army and in Antarctica gave him the perfect background to apply his knowledge to the industry back here.

Finally, The Castrol Truck Driver Hero Award, which is intended to honour drivers who go out of their way to help other road users or protect members of the public from danger, was won by Fonterra driver Phil Newton.

Phil won the award for assisting a young woman who was looking to jump off the Arapuni Dam in the Waikato. As Phil was driving past the dam he noticed a car parked in a strange spot. He stopped his truck and walked back to find a hole in the safety fencing and a woman sitting on the other side of it.

It was obvious the young woman had had a pretty hard time of it and was extremely upset. Phil sat next to her and kept her chatting until the police arrived.

Phil’s intuition and calm approach saved the young woman’s life, and while he may not wish to admit it, Phil was a real hero that day. Assisting a stranger who is suicidal is fraught with so many difficulties, but Phil’s empathy shone through and he made a real difference that day.

The New Zealand road transport industry is blessed with many exceptional people and organisations. I’m pleased that as an industry we can come together every now and then to appropriately celebrate these outstanding contributors and their achievements. 

Every weekend the kids would help the truck drivers clean the vehicles and to thank them the drivers would take the kids for a ride and treat them to lunch. Greg thought that was pretty neat…

96

New Zealand Trucking

December 2018

by Ken Shirley, Chief executive officer

WWW.GOCLEAR.CO.NZ

NZT310

www.castrol.co.nz

WWW.GOCLEAR.CO.NZ RUNNING ON SCR?...

New Rigs New ON THE ROAD ON THE ROAD

The Sky’s the Limit The Sky’s the Limit Land of the Big Bronze Inter

Twin Tippers Twin Tippers ‘Flying High’

Caption Renault Lander 460.32 8x4 Renault Lander9870 460.32 8x4 International Sky Roof 8x4 rigid Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator: Frank Aotearoa Haulage, Ruakaka Driver Richards Driver Frank Richards Engine: Cummins X15 458kW (615hp) Engine 0Xi11, 460hp Engine Transmission:0Xi11, 460hp Eaton MXP UltraShift Transmission Transmission Optidriver Optidriver Rear axles:Renault P2191 Meritor Rear axles with46-160 hub reduction Rear axles Renault P2191 with hub reduction Logging equip: Patchell Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front mounted PK12000 Patchell Palfinger crane Trailer: Palfinger crane Features brakes, Bluetooth, Features: Disc Custom paint, stainless steel visor, CB Features Disc brakes, Bluetooth, alloy wheels Logging duties North Island-wide Operation: Dura-Bright Dura-Bright alloy wheels Operation roofing material around Operation Carting Carting roofing material around thethe Bay of Plenty area Bay of Plenty area

Renault Lander 460.32 8x4 Renault Lander 460.32 8x4 Volvo FH 540 8x4 rigid Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator: Frank Airfuels.com Driver Richards Driver Frank Richards Engine: D13C 397kW (540hp) Engine 0Xi11, 460hp Engine Transmission:0Xi11, 460hp I-Shift Transmission Transmission Optidriver Optidriver Rear axles: Renault P2191 Volvo with RTS2370A Rear axles hub reduction Rear axles Renault P2191 with hub reduction Tanker equip: Tanker Engineering Specialists Ltd Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front mounted PK12000 Tanker Engineering Specialists Ltd Palfinger crane Trailer: Palfinger crane Features brakes, Features: Disc LEDBluetooth, lighting throughout Features Disc brakes, Bluetooth, alloyout wheels Based of the Hamilton depot on jet Operation: Dura-Bright Dura-Bright alloy wheels Operation roofing material around fuel deliveries North Island-wide Operation Carting Carting roofing material around the Bay ofTravis PlentyCorlett area Driver: the Bay of Plenty area

FuelHauling Hauling FH Fuel Harry’s PrideFH

Shooting Star Euro Shooting Star Tranzliquid

Renault Lander 460.32 8x4 Renault Lander 460.32 8x4 Kenworth T900 Classic 6x4 tractor unit

RenaultLander Lander460.32 460.328x4 8x4 Renault DAF CF85 6x4 tractor unit

Operator Roadex Roadex logistics Ltd, Mount Maunganui Operator logistics Ltd, Mount Maunganui Operator: V&A Haulage, contracted to STL Linehaul Driver Frank Richards Driver Frank Richards Engine: Cummins X15 447kW (600hp) Engine 0Xi11, 460hp Engine 0Xi11, 460hp Transmission: Roadranger RTLO22918B Transmission Optidriver Transmission Rear axles: Optidriver Rockwell 46-160 Rear axles Renault P2191 with hub reduction Rear axles Renault P2191 Rear suspension: Airglidewith 460hub reduction Truck body Flat deck with front mounted PK12000 Truck body Flat deckHDPS with front mounted PK12000 Fabrication: Engineering, Christchurch

Palfinger crane Palfinger crane Signs & Graphix Signage: Timaru Features Disc Disc brakes, Bluetooth, Features brakes, Bluetooth, Features: American styled turnback exhaust stacks,

Dura-Bright alloy wheels Dura-Bright wheels 50”alloy classic Aerodyne sleeper, long range Operation Carting Carting roofing material around fuel tanks Operation roofing material around

Operation: General freight duties with STL Linehaul thethe Bay of Plenty area Bay of Plenty area

Operator Roadex logistics Ltd, Mount Maunganui Operator logistics Ltd, Mount Maunganui Operator:Roadex Tranzliquid Logistics Ltd Driver Frank Richards Driver Richards Engine: Frank Paccar MX13 380kW (510hp) Engine 0Xi11, 460hp Engine 0Xi11, 460hp Transmission: AS Tronic with Intarder Transmission Optidriver Optidriver Transmission Rear axles: Meritor 46-160 Rear axles Renault P2191 with hub reduction Rear axles suspension: Renault P2191 with hub reduction Rear Airglide Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front mounted PK12000 Body: Southpac Trucks, Wiri

Palfinger crane Palfinger crane Signage: Disc brakes, Bluetooth, Mackie Signs, Te Puke Features Features Disc brakes, Bluetooth, Full factory aero kit, nudge bar, LED Features: Dura-Bright Dura-Bright alloy wheels alloy wheels marker lights, vertical exhaust stack Operation Carting Carting roofing material around Operation roofing material around Contracted Operation: the Bay of Plenty area the Bay of Plenty area to Road Science of New

Driver:

nationwide Harry Otene

November 2015

98 New Zealand Trucking December 2018 10 10 NZNZ TRUCKING TRUCKING November 2015

Driver:

Plymouth Terry

WWW.GOCLEAR.CO.NZ

Stable-Craft Mellow Miles & Michelin Men DAF XF105 Super Space Cab 8x4 rigid

Renault Lander 460.32 8x4

Operator: Northchill Express Ltd Engine: Paccar MX13 380kW (510hp) Operator Roadex logistics Ltd, Mount Maunganui Transmission:Frank Richards AS Tronic with Intarder Driver Rear axles: 0Xi11, 460hp Meritor MT23-165 Engine Rear suspension: Transmission OptidriverAirglide 400 Body: Roadmaster Rear axles Renault P2191 with hub reduction Trailer: Truck body Flat deckRoadmaster with front mounted PK12000 Features: PalfingerRoof cranemounted A/C, twin bunks, microwave oven, nudge bar, roof-mounted driving Features Disc brakes, Bluetooth, lights Dura-Bright alloy wheels Operation: Carting roofing Contracted to Stabicraft delivering their Operation material around boats nationwide the Bay of Plenty area Driver: Grant Larsen

Dixon Star Performer Superb Super Liner

Western Star 4864FX 6x4 rigid Renault Lander 460.32 8x4 Operator: Dixon Haulage Ltd, Invercargill Operator Roadex logistics Ltd, Mount Maunganui Engine: Detroit Diesel DD15 417kW (560hp) Driver Frank Richards Transmission: Roadranger 18-speed Engine 0Xi11, 460hp Rear axles: Meritor 46-160 Transmission Optidriver Rear Suspension: Airliner Rear axles Renault P2191 with hub reduction Logging equip: Kraft Truck body Flat deck with front mounted PK12000 Trailer: PalfingerKraft crane Features: FromBluetooth, factory as tipper spec, Penske Features Disc brakes, Tauranga body shop stretched the rig out Dura-Bright alloy wheels suit the logger application Operation Carting to roofing material around Operation: the BayLogging of Plentyduties area throughout the Southland and Otago regions

MBD Contracting Twins 1.0 Carperton Argosy Kenworth T610SAR 6x4 tractor units

Renault Lander 460.32 8x4

Operator:

MBD Contracting Ltd, Greymouth

Operator Roadex logistics Ltd, Mount Maunganui Engine: Cummins X15 447kW (600hp) Driver Frank Richards Transmission: Roadranger RTLO20918B Engine 0Xi11, 460hp Rear axles: Rockwell RT46/160GP with Dual Diff lock Transmission Optidriver Rear suspension: Newaywith AD246/10 air suspension Rear axles Renault P2191 hub reduction Setup: Engineering Truck body Flat deckHDPS with front mounted Ltd PK12000 Trailers: Norris Engineering Ltd Tipulators PalfingerGuy crane Features: TwinBluetooth, exhaust stacks, stainless steel visors Features Disc brakes, andalloy bugwheels deflectors Dura-Bright Operation: Carting roofing Both working of the Greymouth depot Operation materialout around onPlenty eitherarea transporter or tipping duties the Bay of

MBD Jewel Contracting Twins 2.0 Dew’s DAF CF85FAT Daycab Renault Lander 460.32 8x46x4 rigids Operator: Roadex logistics MBD Contracting Ltd, Greymouth Operator Ltd, Mount Maunganui Engine: Paccar MX13 380kW (510hp) Driver Frank Richards Transmission: Roadranger RTLO20918B Engine 0Xi11, 460hp Rear axles: OptidriverMeritor 46-160 Transmission Rear axles Renault P2191 with hub reduction Rear suspension: Airglide Truck body Flat deck Guy with front mounted PK12000 Bodies: Norris Engineering Ltd Palfinger crane Trailers: Guy Norris Engineering Ltd Features Bluetooth, Features: Disc brakes, SI Lodec scales, Bigfoot tyre inflation Dura-Bright alloy wheels systems Operation Operation: Carting roofing Both material on rock around carting tasks up and down the the Bay ofWest PlentyCoast area of the South Island

Making heavy vehicle fleet management easy for you www.trgroup.co.nz

0800 50 40 50

New Zealand Trucking December 2018 99 11 November 2015 NZ TRUCKING

WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... new kiwi bodies & trailers New Zealand Trucking brings you New Kiwi Bodies & Trailers. Bodies and trailers are expected to last twice as long as trucks. What’s more, there’s new technology and advanced design features showing up almost every month.

New Zealand has a rich heritage of body and

trailer building and we’re proud to showcase some recent examples of Kiwi craftsmanship every month. If you want a body or trailer included on these pages, send a photo, features and the manufacturer’s name to trailers@nztrucking.co.nz

Expanding Possibilities Fresh from the team at TMC in Hornby is this stepdeck multi-position trombone quad axle semi-trailer.

Joining the fleet at NZL Group Ltd it will assist the company with its specialist moves and general freight transportation.

Features: 17.5” ROR drum brake axles with rear steering, polished alloy wheels, enclosed dunnage and storage lockers, removable load restraining stanchions, and 8680kg tare.

TMC Trailers Ltd

Hokonui Bridge the Gap Just dispatched out of the TMC Trailers workshops into the Hokonui Haulage Ltd fleet from Gore is this stunning STEELBRO ‘Bridge-Leg’ sidelifter. The SB362 sports an outreach of more than four metres and dual speed proportional control for fast handling of empty containers, and low speed for maximum safety while handling fully laden containers.

Features: 22.5” ROR SL9 wide track disc brake axles, polished alloy wheels, and a very low 10,650kg tare.

TMC Trailers Ltd

KIWI 16, 17 100

New Zealand Trucking

December 2018

KIWI 175

WWW.GOCLEAR.CO.NZ Wyatt’s Weapon New for Wyatt Haulage Limited from Warkworth is this crisp build out of the T&G Transport Trailers workshops at Te Rapa.

The combination based on a new K200 Aerodyne Kenworth 8x4 is matched to the TT5HT7.7 5-axle trailer. The unit will be found on all manner of bulk applications from aggregates to farm fertiliser.

Features: ROR SL9 19.5” disc brake axles, air suspension, Wabco multi volt brake system with Smart Board, Edbro hoists, Alcoa Dura-Bright wheels, aluminium tipping bodies with elliptical cover systems, Peterson round tail lights, high level lights and side marker lights.

Transport & General Engineering Company Ltd – Transport Trailers

Bowers Breadmaker New on the road for Bowers & Son of Te Awamutu is this sharply presented Mills Tui Low Rider F143 3-axle flat deck trailer. This is the second 3-axle trailer Mills-Tui has built for Bowers. It will be utilised carrying the company’s formed concrete products to site for installation.

Corten steel deck, twistlocks to suit 20ft containers, Hendrickson INTRAXX disc brake axles and air suspension, Knorr-Bremse EBS, Mills-Tui alloy wheels, LED lights, Red Flag toolbox, finished off with stainless springloaded mud flap hangers and Mills-Tui mud flaps.

Features: 6.5m long hi-tensile chassis with

Mills-Tui Ltd

Spec your trailer on KIWIs – the new tyre of choice for KIWIs KIWI 16

KIWI 17

KIWI 175

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17mm extra deep tread

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0800 KIWI TYRES Matt – 021 190 1002

John – 027 226 9995

www.kiwitrucktyres.co.nz New Zealand Trucking

December 2018

101

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MEMBERS’ REVIEW Waimea Engineering NZTTMF member since: 2008 Waimea Engineering has since its establishment in 1996 by Phil Kirk and acquisition by the Trinder Group in 2000 built a formidable reputation as the ‘one-stop-shop’ for trailer manufacturing and repairs. The Trinder group now employs 100 staff and is one of the largest Engineering companies in the top of the South Island.

They are now the largest transport engineering repairer and manufacturer in the Nelson region and the preferred repairers and agents for TMC Trailers and Patchell Industries, as well as approved heavy vehicle repairers for all major insurance companies.

The company employs 25 staff and has a vigorous recruitment process to attract the best engineers and fabricators in New Zealand.

Manufactured under the WEL Built brand, the company’s trailers utilise the latest lightweight materials, including hightensile steel, to reduce tare weight, increase strength and decrease wear to produce high quality products.

The range includes side-tippers, tipping decks and bodies,

102

New Zealand Trucking

December 2018

logging units, and specialised crane truck builds. Thoughout, the company – and in particular its in-house design team – boasts that it can design and manufacture any transport unit for any purpose.

Repairs are undertaken on site or at the company’s Richmond workshop. The workshop is fully equipped and has a purpose-built chassis straightener to improve turnaround times for major repairs.

Waimea has an ‘open-door and open-mind’ operational philosophy that extends to inviting transport operators in the upper half of the South Island and even further afield to come to Waimea with any transport engineering or repair requirement. The one-stop-shop with the can-do approach will rise to the challenge. 

WHO:

Waimea Engineering

WHERE:

Richmond, Nelson.

WHAT:

Nelson’s largest trailer building and repair facility.

WEBSITE:

http://trinder.co.nz/

WHO TO ASK FOR:

Phil Kirk

EMAIL:

wel@trinder.co.nz

WHAT TO ASK FOR:

Quick turnaround on major repairs, and high performance trailers.

WWW.GOCLEAR.CO.NZ CLASSIC

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MOTORCYCLE MECCA

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Australasia’s leading motorcycle collection.

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Southland’s high-end rental car company.

The largest privately owned collection of its type.

PRESTIGE RENTALS

TRANSPORT WORLD

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WHAT’S ON The Truck and Machinery Show 2 December Pukekohe Park Raceway Contact: karen@truckshow.co.nz 021 837 233

Wings and Wheels

26 January 2019 10am to 3pm Thames Airfield, SH25 Thames Contact: Dave or Mary Thompson 07 868 9105

Tui Truck Stop Show and Shine Sunday 31 March 2019 Tui Brewery Mangatainoka Contact: www.tuihq.co.nz Facebook Page events@tui

Cars, motorcycles, trucks, tractors/agricultural, earthmoving equipment 20 and 21 April 2019 (Easter weekend) Three Parks, Ballantyne Road, Wanaka Contact: info@wheelsatwanaka.co.nz

Brisbane Truck Show

16 to 19 May 2019 Brisbane Convention Centre Contact: www.brisbanetruckshow.com.au

Reunion – former transport staff NZCDC Te Awamutu

Queens Birthday Weekend 2019 Contact: Lloyd Jackson 027 370 6485 pamandlloyd@xtra.co.nz Eric Riddet 021 127 2018 erdriddet@xtra.co.nz

New Zealand Trucking

A must-attend for every manager and driver Plan around the programme being in your area on the following dates. Watch the RTF website or contact the RTF as time gets closer for details.

When

Time

Who/Where

(Schedule year to date completed ref RTF wesite)

Wheels at Wanaka

104

RTF Rollover Prevention Programme

December 2018

Questions?

Contact the Road Transport Forum www.rtfnz.co.nz Ph: 04 472-3877 Email: forum@rtf.nz

All scheduled events may be subject to change depending on weather conditions etc. It is suggested you check the websites above before setting out.

Show organisers – please send your event details at least eight weeks in advance to: editor@nztrucking.co.nz for a free listing on this page.

NZT914

WWW.GOCLEAR.CO.NZ

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THE LAST MILE

Where are the women?

T

he NZ Road Transport Hall of Fame has recognised another five of our icons who have made a significant contribution to our industry. It is good to see the industry recognising people this way. They, along with the inductees from previous years, deserve our congratulations and sincere thanks.

Looking back over the list of inductees since 2012 one thing stands out though – where are the women? To be fair, perhaps no women have ever been nominated; if this is so then our industry should hang its head in shame. If there were nominations for women then perhaps the selection panel did not consider the contribution they have made warranted a high profile industry level recognition compared with other inductees; who knows?

Women have played, and continue to play, a vital role in our industry. You just need to read some of the recently published books and articles about the industry to see this. The story about Margaret Ivory in the March 2018 edition of New Zealand Trucking, ‘A special woman indeed’ illustrates this point further, back to 1907. Our industry owes all women who have, or have ever had, connections with the industry a great debt; what better way would there be than to recognise them through induction into the Hall of Fame?

We recently celebrated the 125th anniversary of giving

women the vote, but in many areas, we still fail to recognise the contribution women make to our country, especially in those areas that are traditionally seen as being male dominated, such as road transport. As an industry we are not backward in telling anyone who will listen how vital we are to New Zealand – without trucks New Zealand stops – but when it comes to recognising the women of our industry, we are backward.

Our industry is currently facing many crises, the shortage of drivers being one of them, so it is pleasing to see that more and more women are now seeing our industry as an opportunity, but we need more. If you ask many of the operators who have taken women on as drivers they will often tell you, some rather reluctantly, that women drivers are better on gear and are better all-round drivers than many males, so where’s the recognition? Bringing more women into our industry will help to break down the traditional image of a truck driver, along with the mistaken impression held by many that working in road transport is a job of last resort. High level recognition of the contribution women make to our industry would be a good first step towards this.

As Mark Twain once said, “What would men be without women? Scarce, sir...mighty scarce.” Replace the word “men” in his statement with “our industry” and you have a perfect fit.  The accidental trucker.

2019 CALENDAR ENTRIES WANTED Januar y 2018

February 2018

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IMMORTALISED? We are taking entries for Hankook and NZ Trucking magazine’s 2019 Calendar. Each of the 12 winners will have their Truck professionally photographed and will be supplied with a A3 Mounted and Framed picture

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For information on Hankook Truck tyres, phone 0800 825 838

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Email your photo to editor@nztrucking.co.nz Please include picture and contact phone number Winners will be selected by Dave McCoid NZ Trucking magazine editor

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WANT YOUR TRUCK

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WWW.GOCLEAR.CO.NZ EROAD wins prestigious Fleet Safety Award EROAD has been announced as the winner of the Fleet Safety Product Award for 2018

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The award winning Ehubo2 from EROAD, combined with EROAD Depot software delivers a single, consistent platform for your drivers. You can monitor live vehicle and driver behaviour and deliver coaching and scoring to a driver directly in-vehicle.

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