New Zealand Trucking January 2019

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TRUCKING

NEW ZEALAND

JANUARY 2019

INCLUDING

FIRST FAT 8X4

$8.50

Includes

gst

In safe hands – WARWICK WILSHIER Official magazine

Long Haul Publications

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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

ONE THING HASN’T CHANGED SINCE 2000.

586-0119

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

Jacinda Ardern becomes Prime Minister

Isuzu Trucks No.1 in NZ

A CONTEN TR T

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

20 Fat cab! Long rails! Eight feet!

36, 58 South Island’s end-to-end shows Invercargill and Nelson

regular columns 05 06 46 48

Editorial Road Noise

Industry news

50 54

Just Truckin’ Around Trucks of New Zealand Post

Top Truck

Black’s always in fashion

Women in Transport

Heidi Inkster

62

Spending up

International Truck Stop

Big blue oval

66

70

Light Commercial Test

Dodge RAM 1500 Laramie

74 76

RTF Conference

Highlights Pt 2

Business Update

‘Treading places’

Aussie Angles

More for less

New Zealand Trucking

January 2019

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

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.

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.

If unsatisfied, the complaint may be referred to the Press Council, PO Box 10 879, The Terrace, Wellington 6143 or by email at info@presscouncil.org.nz Further details and online complaints at www.presscouncil.org.nz

40 A man for his time Warwick Wilshier

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Tech Topics

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Letters to the editor

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Fuel for Thought

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New Rigs

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100 TTMF

Member Profile

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WWW.GOCLEAR.CO.NZ EDITORIAL

Ease her into gear, let the clutch out, and let’s get into it

W

elcome to the first issue of the New Year.

I’m thrilled to announce that we’re realigning the magazine’s cover date so it synchronises with the month it’s released in. It’s something we’ve wanted to do since we bought it. We couldn’t care less about whatever went on in the past around ridiculous release date bragging rights and think it’s far more sensible to simply have the magazine’s cover date relevant to availability. What sells a magazine is not the date on its cover, but content between the front and back cover and the passion of the people compiling the content.

We’ve got some exciting things happening through the year. We’ll certainly do some more retro tests and we’d like to thank everyone immensely for the enthusiasm with which the first one was received. Carl and I honestly didn’t know how it would go, we just wanted to go have some fun with a truck because that’s where we have the best time. We’re so grateful to the team at TR Group for letting us use the ERF; and they absolutely ‘got it’ when we showed them the first cut.

In this issue we’ve kicked off the Little Truckers Club. Kids are the future of trucking and there’s nothing clichéd or trite in that. I believe we’re learning the difficult lesson now about the value of fostering a spark of interest in the youth and letting them ignite that spark into a flame via interaction with people they want to emulate. I also think that as a community we’re paying a considerable price on multiple fronts, be it skills, selfesteem, or parent-child bonding, for not doing that. With that in mind, it’s important the kids have access to their own pages in New Zealand’s oldest trucking masthead via our multiple platforms. We’re excited about what sort of an oak tree we can grow from a one-page acorn and truck artist Rochelle Thomas is the perfect helmswoman to take the wheel of Little Truckers.

Her energetic and fun approach, along with an obvious creative and imaginative bent, we think will go down a treat with the junior set.

adapted masthead.indd 1

We also welcome Richard Barter to our pages on a regular basis. Richard’s the manager of the Cycle Safety Network’s Share the Road campaign, and someone who brings a pragmatic and balanced view to the whole trucks, cars, and cyclists relationship. It’s an idea I’ve had since I was interviewed on TV last year when the truck and cyclist relationship flared up on the airwaves following a social media post. I was disgusted in the approach taken by the interviewer and the obvious agenda she had regarding what it was she wanted me to say. She became quite irritated when I wouldn’t take the bait. I have strong views on the subject in regard to what the law states and the behavioural responsibilities of all road users in relation to those laws. I therefore think it’s important for us as a communication vehicle to be part of the solution.

Truckers Health is back also from this issue, and we thank Laura Peacock, personal trainer and granddaughter of Thames Valley trucking legend Wally Peacock, for picking up the dumbbell on what is the single biggest issue facing the lives of truck drivers today. We have to get through to truck drivers that long term, all the peddlers of fast food and sugar are doing is reducing the quality time they will have to spend with their children and grandchildren in the years ahead.

There’s plenty more on the way also, but why spoil the fun now.

Last but by no means least we’d like to wish Ken Shirley well in his retirement, and welcome Nick Leggett into what’s one of the biggest jobs in the country this year. But, more on that in editorials to come.

Dave McCoid Editor

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

New Zealand Trucking

January 2019

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ROAD NOISE NEWS

A render of the Hydrogen production and refuelling facility.

Hydrogen for Ports of Auckland

P

orts of Auckland has committed to build a hydrogen production and refuelling facility at its Waitemata port. The company, and project partners Auckland Council, Auckland Transport and KiwiRail, will invest in hydrogen fuel cell vehicles including port equipment, buses and cars as part of the project.

The facility will use electrolysis to split water into hydrogen (which is then stored for later use) and oxygen. Demonstration vehicles will be able to fill up with hydrogen at the facility.

The project partners will provide technical support and will purchase hydrogen fuel cell vehicles for the project. Global hydrogen experts Arup are also helping support this project

through the development, design and delivery phases.

The project plans to be operational by the end of 2019.

“If this trial is successful”, said POAL chief executive Tony Gibson, “the technology would have a very wide application.

It could help Auckland and New Zealand towards energy selfsufficiency and our emission reduction goals. Trucks, trains and ferries could also run on hydrogen – something which is already being done overseas – which would be a significant benefit for the community. Hydrogen powered vehicles are quieter and emit nothing more than clean water.”

MoT to review NZTA

M

inister of Transport Phil Twyford has requested the Ministry of Transport, as the New Zealand Transport Agency’s monitor, review NZTA’s performance of their regulatory functions.

The review comes on the back of a number of concerns that have emerged around NZTA’s regulatory function and a backlog of compliance cases that have not been properly managed.

Twyford said when this issue was brought to his attention he was seriously concerned about the scope and seriousness of the failures that had occurred. The board appointed

6

New Zealand Trucking

January 2019

Meredith Connell to address the backlog of compliance files and to provide oversight of the agency’s regulatory function.

“Since then, given the information that I, and the public, became aware of around the Agency’s performance, it is appropriate to ask for external advice on NZTA’s regulatory performance.”

The review is due to be completed by the end of March 2019.

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ROAD NOISE NEWS

Tougher on biosecurity laws

A

rriving vessels, transitional and containment facilities and cruise ship passengers will face new infringement offences for sloppy biosecurity practices that expose New Zealand to risk from harmful diseases and pests.

The new offences will introduce fines of $400 for individuals and $800 for other entities, such as companies, for low-level offending that is not significant enough to warrant prosecution, says Steve Gilbert, border clearance services director for Biosecurity New Zealand.

Under the changes, Biosecurity New Zealand’s quarantine officers will be able to issue infringement notices to transitional and containment facilities that do not have an approved operator or don’t comply with operating standards.

International vessels will face fines for failing to notify Biosecurity New Zealand of their arrival and for failing to declare what steps they have taken to meet relevant craft risk management standards when asked to do so.

The new offences will come into force in early 2019.

New 500 Series standard cab on way

H

ino is committed to changing the game, and their totally redesigned next generation 500 Series Standard Cab will be leading the charge. Set for release on 20 February 2019, Hino New Zealand has begun teasing the local market with their latest offering.

Hino New Zealand general manager Darren Salt said the new truck is a modern one, a strong player that’s sure to keep drivers happy.

“This truck is all about safety and performance. We know our customers need the latest technologies in order to compete in their field. So this Hino will herald a new generation of trucks, redesigned from the ground up with the driver in mind.”

Off the back of launching a comprehensive safety package standard across all their classes, Hino is once again paving the way for a more responsible and intelligent class of truck.

Isringhausen leads the way in the application of modern technology to driver’s seating.

ISRI has a full range of driver’s seats to suit every application.

Note: Seat fabric may vary from what is shown. Armrests and head restraints are optional accessories.

Protect your back and reduce driver fatigue CALL US NOW!

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ROAD NOISE NEWS

$2.8m for Manfeild Park Trust and driver training

I

n November Regional Economic Development Minister Shane Jones announced $2.8 million of funding for the Manfeild Park Trust to develop its National Driver Training Centre at Feilding.

The $2.8m Provincial Growth Fund investment will be used by the Manfeild Park Trust to develop the facility, expanding the current Class 1 driver training programme to deliver a full suite of driver training; including class 2 to 5 (heavy/ commercial licences), wheels, tracks and rollers and civil construction.

As the first facility of its kind in New Zealand, Manfeild chief executive Julie Keane said that the National Driver Training Centre provides a solution to many regional problems.

“Investing in driver training programmes connects local people with local trainers – providing the skills that encourage employment in key industries like infrastructure, road transport, agriculture, forestry and distribution and logistics.

“Previous research has shown that 85% percent of students in our region are leaving school without a driver’s licence – making it harder for our employers to find young people who have the skills they need.”

From left: Manfeild chief executive Julie Keane, Economic Development Minister Shane Jones, Manfeild Park Trust chair Gordon Smith, and National Driver Training Centre project lead Michael Barbour at the site of the National Driver Training Centre.

Keane said to date, 115 drivers had completed Defensive Driving Courses, and more than 440 students from around the region were working towards obtaining their class 1 licence.

“This marks the beginning of a journey that we believe will have an immense impact on our people, our industries and our region.”

Safety MAN keeps winning

T

NZT005

he Chartered Institute of Logistics and Transport has awarded the Safety MAN the CILT ‘Innovation in the transport and logistics sectors 2018’ award.

Jeff Darby, from sponsor Dexion New Zealand, presented the award to the team at the NZ Trucking Association.

“We are thrilled to receive this award,” said Dave Boyce, CEO of the NZ Trucking Association. “It is greatly appreciated by the hardworking team and volunteers who go out with the Safety MAN when it visits schools, communities and transport companies.

“I would like to personally thank the CILT and the people who nominated and voted for the Safety MAN, as it is a deserving winner. This whole initiative has been designed in-house at the Pictured receiving the NZ Trucking Association award are NZ Trucking and is supported by Association CEO Dave industry sponsors. It’s so Boyce, executive officers wonderful to be involved Carol McGeady and with such a positive Rebecca Dinmore, and Jeff community activity.”

Darby from Dexion.

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New Zealand Trucking

January 2019

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ROAD NOISE NEWS

TRT top trainees awarded

T

idd Ross Todd Limited (TRT) was one of six Waikato companies making presentations to their top performing trainees and apprentices at the Apprentice of the Year awards in November. Part of the annual Gallagher Rotary Awards Dinner, they recognise excellence in industry training.

Matt Youngman was named TRT’s Apprentice of the Year 2018, receiving a certificate, a $1000 voucher from The Tool Shed, and a tool bag. The other finalists were Chris Gillespie, and for the second year, Matthew Morgan.

Morgan was an apprentice in TRT’s mechanical service team and completed his Automotive Heavy Engineering

From left: Jamie Priemus, Bruce Carden, Matthew Morgan, Chris Gillespie, Apprentice of the year Matt Youngman, and Robert Carden.

Road Transport apprenticeship in a record 18 months.

TRT has diversified its business over many years and developed a significant apprenticeship programme internally.

The apprenticeship programme is

Autonomous Volvo mine trucks in Norway

V

olvo Trucks is providing its first commercial autonomous solution for Brønnøy Kalk AS, a mine operator in Norway.

Six autonomous Volvo FH trucks will operate on a 5km stretch through tunnels between the mine itself and the crusher. Testing has been carried out and the fleet will be fully operational by the end of 2019.

“Our aim is to be the leader of the development of products and services to respond to these demands,” said Volvo Trucks president Claes Nilsson.

The agreement involves a deal whereby the customer buys a total transport service and pays per tonne delivered.

Commenting on the announcement, Tony O’Connell, vice president sales – Volvo Trucks Australia, said the commitment to find new ways to better serve customers was a fundamental part of how Volvo Trucks Australia operated.

“We will watch this initiative with interest, whilst continuing to listen to our local customers and deliver industryleading solutions that meet their current and future requirements.”

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New Zealand Trucking

January 2019

supported with group study sessions and mentor training, providing the right environment for apprentices and trainees to succeed.

TRT had 12 apprentices who qualified for the awards. The finalists were selected based on a number of criteria including results achieved, quality of workmanship, and enthusiasm and commitment to their trade.

ROAD NOISE NEWS Overseas

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ROAD NOISE NEWS

Container companies line up their ducks

A

group of five container shipping companies is setting up a container shipping association to pave the way for digitalisation, standardisation and interoperability in the container shipping

industry.

IT executives from A.P. Moller – Maersk, CMA CGM, Hapag-Lloyd, MSC and Ocean Network Express are discussing the creation of common information technology standards which shall be openly available and free of charge for all stakeholders of the wider container shipping industry.

“It’s in the customers’ and all stakeholders’ best interests, if container shipping companies operate with a common set of information technology standards”, said André Simha, CIO of MSC and spokesperson of the group.

“We are striving for less red tape and better transparency.

The timing is right, as emerging technologies create new, customer friendly opportunities. Together, we gain traction

Service network expands

I

suzu New Zealand has appointed Taumarunui Auto Centre as an authorised service centre, in conjunction with Shorland Isuzu in Rotorua.

“Our ultimate aim is that a customer and their truck should never be more than a one-hour drive from an Isuzu service centre, where they know they will be looked after thanks to factory trained staff, industry leading diagnostic capability and genuine Isuzu parts,” said Colin Muir, general manager Isuzu Trucks New Zealand.

Taumarunui Auto Centre owners Stu and Leanne Golden have worked with Shorland Isuzu to attain accreditation from Isuzu New Zealand.

They will be available for scheduled servicing, breakdown repairs, warranty repairs and genuine Isuzu parts.

Golden said the opportunity for growth of the heavy diesel workshop is huge, and he is genuinely excited about prospects for the future.

“I intend to focus my time developing the truck side of the business while my son, Michael, himself a master technician, will have the car side as his priority,” he said.

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New Zealand Trucking

January 2019

in delivering technological breakthroughs and services to our customers compared with working in our own closed silos,” he added.

While the shipping industry already has multiple organisations and associations, the members of the group identified a need for a neutral and non-profit body for ocean carriers that is driven by delivering benefits for the industry and its stakeholders.

ROAD NOISE NEWS Overseas

First China to Europe TIR truck secures trade flow in record time

T

he success of the first TIR [a globally applicable international customs transit and guarantee system] journey by road from China to Europe proves the system’s cost, time and security advantages. It is set to boost trade between China and Europe, unlocking a critical Belt and Road route and offering development opportunities across Eurasia.

The first TIR truck transport from China to Europe started its 7000 km journey at the Khorgos border, entering Kazakhstan and travelling through Russia and Belarus to Poland in just 13 days – with a door-to-door cost and delivery time competitive with both air and rail.

This TIR transport initiative is a joint effort between IRU, the global industry association for road transport, and global leading logistics companies, including CEVA Logistics, Shanghai Jet-rail International Transportation, and Alblas International Logistics as the operator. The truck left China on 13 November, arriving at its destination in Poland without any disruption or customs issues on November 26.

IRU secretary general Umberto de Pretto says the milestone will be a game changer for cross border transport in China. “This first TIR journey by road from China to Europe is a win-win-win model for business, trade and governments.” 

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ROAD NOISE NEWS

Great news, great idea –

Road Metals Rolleston Quarry open day

R

oad Metals opened up their Rolleston Quarry to the public for the first time late last year. Operations manager Daniel Francis decided it was time to show the public just what a quarry is like and debunk some misguided misconceptions. With the sun shining, the locals took the opportunity to check out a working quarry that included the Civil Contractors New Zealand (CCNZ) excavator competition, a simulator supplied by TransDiesel, plenty of trucks and machinery, and a bus tour of the quarry.

Excavator interaction was very popular.

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New Zealand Trucking

January 2019

WWW.GOCLEAR.CO.NZ

The view that greets you entering the quarry.

For Service & Supply See Your Local Battery Town Specialist A bus tour around the quarry was a great idea.

Managing director Murray Francis personally narrated the tour, and estimates 15 bus loads were taken around the quarry, with 40 people aboard each trip.

The children’s first reaction to the sheer size of the trucks and loaders on display was awe and amazement. However they were soon climbing up and sitting behind the wheel pretending they were the operator in charge. GoughCAT kindly supplied a mini digger for the kids and their parents to play on; the latter having just as much fun as the children.

The coffee van, barbeque, and Mr Whippy on site were all free. Road Metals’ reputation for being a high profile, professional company was only enhanced by this successful open day that ran like clockwork.

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January 2019

17

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HY U NDA I NE W Z E A L A ND

ROAD NOISE NEWS Light Commercials

Panel power HYUNDAI plans to introduce solar panels on some models from 2019. A first-generation silicon solar roof will be applied to hybrid cars and help to charge the battery. A second-generation semi-transparent solar roof will be used on conventional cars to help cut emissions, and a third-gen lightweight solar lid atop the body also charges the battery. The aim is to convert vehicles “from a passive device that consumes energy to a solution that actively generates energy,” says Hyundai engineering division VP, Jeong-Gil Park. No word yet on how soon the H1 van will benefit from the solar power technology.

When talking vans, could the word panel mean a whole lot more in the not too distant future?

IN THE WELL-SIDE – news snippets A new commercial driver programme is being set up with a $2.8 million government investment. Up to 700 drivers and machine operators will be trained each year at Manfeild Park, Feilding, on trucks, diggers, 4WDs, forklifts and rollers.

operator Hurtigruten is using a by-product of rotting fish, liquefied bio gas, to improve its eco footprint. The biogas also comes from the organic waste from agriculture or forestry. A possible use for New Zealand’s dairy and pig effluent some time soon? Watch this space.

Tesla is tipped to work with Mercedes again, this time to add a long-range eSprinter to the current short-range version, which can travel just 115km on a single charge.

Isuzu Motors (Japan) is partnering with American tech firm Nvidia to develop self-driving trucks. The plan is to start with surround perception, lane keeping and adaptive cruise, then platooning – where trucks automatically follow a lead driver – and finally fully autonomous vehicles.

VW NZ fielded a car running on recycled chip fat on a past EnergyWise Rally, now Norwegian cruise fleet

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New Zealand Trucking

January 2019

WWW.GOCLEAR.CO.NZ Light commercials top New Zealand’s new car sales

F O RD N Z

FORD’S RANGER UTE is New Zealand’s top-selling new vehicle as the year draws to a close, with not much time remaining for Toyota’s Hilux to overhaul it. Ranger sold 8306 units to the end of October – with November’s tally due as we went to print – while Hilux tallied 6760, both ute models outselling the top passenger car, Toyota’s Corolla, on 5830.

Holden’s Colorado sat third on the light commercial table with 3924 sales, followed by Mitsubishi’s Triton ute (3829), and Nissan’s Navara (3135) rounding out the top five.

Our top-selling van came sixth, the Toyota Hiace selling 2106, then the Isuzu D-Max ute, Mazda BT-50 ute, and Ford Transit and Fiat Ducato vans.

As for which brackets Kiwis prefer, four-wheel-drive pick-up trucks held second place overall in the new vehicle sales charts so far this year, just behind medium SUVs. The 4WD pick-ups made up 15% of the market, with 2WD utes in sixth overall, for 9%.

The once dominant large cars bracket has plunged down the rankings in recent years, and now makes up just 2% of New Zealand’s new vehicle sales, behind vans at 4%, and heavy commercial, also at 4%, all identical proportions to 2017.

New Zealand’s top three rental models were all Toyotas – the Corolla, RAV4 and Highlander – with Hiace the top light commercial rental, ahead of Mercedes-Benz’s Sprinter. 

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MAIN TEST – World First

WORLD FIRST

Fat-cab! Long rails!

Eight feet!

Story by Dave McCoid Photos and video by Dave McCoid, Cark Kirkbeck, and Izaak Kirkbeck

New Zealand is home to a Kenworth world first. A 2.8m FatCab Aerodyne on an 8x4 rigid truck.

What makes the story even better is that it couldn’t have gone to a more appropriate first time new truck owner, or for that matter, been painted in a more fitting livery.

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WWW.GOCLEAR.CO.NZ Powering off the bottom of the Mangawekas.

Looking the part.

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Truck and trailer backed into the dock at the Aotea Quay terminal.

The clean lines of the whole unit are best exemplified in the smooth back doors.

W

e’ve done it again. A Hillary, Rutherford, Britten, Quincy, Hamilton, Jackson, Beck, sort of moment. When the rest of the world was saying “Yeah nah”, we just said, “Actually, yeah”. And there it was, a gleaming new Kenworth K200 8x4 2.8m Fat-Cab Aerodyne, sitting with all the Mainfreight line haul trucks being loaded in ’01’, the affectionate nickname Big Blue gives to their Otahuhu head office and terminal complex.

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True blue Kiwi

It’s fitting that fleet number 20058, registration LPU627, has found its first home with a Mainfreight owner-driver. As Kiwis we’re quite adept at challenging the rest of the world’s beliefs and boundaries, but we can be hard on those attempting to shine from within our own ranks. If there was ever a national symbol for not letting the knockers, naysayers, and underminers stand between your dreams, aspirations and what you think is possible, it’s Mainfreight. Born out of one man’s

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The birth of a Fat-Cab 8x4 rigid

energy and vision it’s now a global brand. Achieving that in any field is a mesmerising act of tenacity; doing it in trucking simply boggles the mind.

Like anything with a soul, Mainfreight is made up of thousands of individual autonomous cells, all contributing to create a single giant being. Duggan Transport 2015 Ltd is one of those, and like any living cell, it’s a minute representation of the company whose livery the Kenworth is adorned in. A one-man, one-truck operation, he’s driven, energetic, smart,

Cory deals with Southpac’s Mark O’Hara for sales and account management. Mark was kind enough to give us some time and explain how the 8x4 Fat-Cab arrived on the scene.

“It’s been a four-year process all told I guess. We had a lower North Island client approach us about that long ago wanting one. We approached Bayswater at the time but there was a lot that needed doing to make it work. It’s not an easy thing to do; there’s all kinds of production and tooling considerations,” said Mark. “Essentially the issue was the location of the second steer in relation to the cab and guards when the suspension was at full deflection and wheels at full lock. There was a ‘coming together’. We kept asking the question, and put forward ideas. It’s not uncommon for us [Southpac] to undertake extensive finishing work. New Zealand’s requirements with things like the body’s proximity to the cab mean we do a lot of air ducting fabrication. But in this instance the fix was quite big and you’ve got to have a business case that stacks up for all parties.”

Time went on and eventually a large Tasmanian client embarked on a PBS project that involved a number of 8x4 rigid trucks and they wanted the 2.8m cab also. This bolstered the business case considerably.

Many readers will know Melbourne-based Phil Webb, PACCAR’s off-highway manager for special projects. “Phil worked in New Zealand for quite some time and knows the country and major clients well. He’s still often involved in the building of the off-highway log trucks,” explained Mark. “He’s a fantastic guy. He’s been with PACCAR since 1971, and what he doesn’t know about a Kenworth isn’t worth knowing, and he’s so knowledgeable about New Zealand. Phil was involved in the Tasmanian project but in the end that didn’t come to anything even though a lot of groundwork was done. We kept our foot on the gas pedal and said there’s certainly a market here, and Phil was very supportive of our case.”

One of the keys to nailing it was the decision to put 295/60 22.5 tyres on the steer and 275/70 22.5 on the drive. “Not only has this helped with clearance, but it’s also aided in levelling the lines of the truck also,” said Mark. “And ya know, I think we’ll be proven right, there’s four in the pipeline behind Cory’s.”

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All loaded up with somewhere to go. ‘Bustin’ outta Dodge!’

with a well-formulated plan he’s enacting day by day. We’ve never had the privilege of meeting Mainfreight founder Bruce Plested, but we’d hazard a guess that the early 1970’s version wasn’t too far removed from a Cory Duggan type, customer focused, and opinionated with no room or time for idiots, and in Cory’s case all framed in everything that’s great about a rural Kiwi upbringing. There are no airs or graces and he’ll shake the hand of a King while helping someone out of the gutter, and call them both “Mate!” Actually, if you read last month’s main test, a Shane Laurence kind of pea in a very different pod.

Five a fortnight

Duggan Transport Ltd 2015 Ltd runs on the classic five returns a fortnight between Auckland and Wellington, mirrored by another unit doing the same. We weren’t far into the world of deregulated road transport, but regulated driving hours, when five a fortnight between the big show in the north and the capital started to represent a consistently doable roster for linehaul freight trucks running end-to-end with a single driver. Cory will roll out of 01 around the 6pm mark, give or take, and roll onto the Mainfreight Aotea Quay terminal in

Two famous trucking scenes on Kiwi roads we’re about to lose. The Paremata Bridge and Pukerua Bay/ Kapiti section of SH1.

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SH 3 and mighty Makatote viaduct.

There’s room for both without doubt, although more seems to happen on one than the other.

Great for the tourist industry though.

‘Jacindaville’ at around 3am to 4am. It’s then a case of back the trailer onto the dock, unhook, back the truck in alongside the trolley, open all the doors, pin them back, and then retire to the small apartment building between the driver’s seat and headboard. Rest, and repeat. Two one week, three the next.

Five a fortnight.

From barge to trolley

Prior to the Fat-Cab Cory ran on the same roster with a K108E 2.3m Aerodyne 8x4 tractor and 15.1m hard-side quad semi. His original intention was to replace like with like, but Mainfreight were keen to switch to truck and trailer.

Negotiations between two robust business entities commenced, and the result is what you see adorning the cover.

“I’ve ended up spending a bit more than I’d planned, but plans can change, and this has worked out fine. As long as you do your homework, it’s all good. I can see the logic from a freight volume point of view for sure, and all going well I’ll get two truck lives out of the bodies. We’ll see.”

There’s no disputing that at this juncture in New Zealand’s weights and dimensions history the truck and trailer is top of

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A view with a room The sheer size of the 2.8m Aerodyne (Fat-Cab’s a colloquial name for the biggest cab) is a bit to take in and comprehend in all reality. It’s not so much a room with a view, as a view with a room. Sit in the driver’s seat and look forward, it’s a K200; the view’s no different, it looks the same. Turn around however, and look at what’s travelling with you, and it’s quite daunting. The cavernous nature of the space affects you more on account of Cory opting for the twin single beds, one up and one down, rather than a double.

“I don’t need a double, I’d rather have the space. I can get up, stretch, sort stuff out, move around. It’s a little home. For me a double bed would have been a waste of space. I went for the top bunk as that’ll enhance the resale, but nah, I prefer it this way…with one minor drawback. With the single bed there’s not a hope in hell of reaching the pull-out fridge or storage locker located under the bunk from the driver’s seat.

DOH! Bugger!”

The K model Kenworth has come such a long way in its 60-plus years of existence. It’s unrecognisable, in a recognisable way. On the inside it bears little resemblance to even its recent forbearers. Without even looking aft, there’s room to burn. The driving position and access to the vitals is the equal of anything and better than many. Yes it’s a gauge-based US dash, heavy on tradition with its woodgrain backdrop, and yes, it’s not going to get anyone from Europe leaping out of their skins with enthusiasm, but who cares.

What matters is it works fantastically well, and uptake of the model in recent years should be sending the message to

1

An efficient workspace is low on crap, high on efficiency. Note example ‘A’. Even with a Smart Wheel.

cab designers everywhere that we may not want to march headlong into a sterile, lifeless, boring, monitored, screendriven, 10-past-10 world. Having said that, and without wanting to sound contradictory, a lack of any form of telematics screen, and no entertainment/coms/navigation interface is probably signalling a facelift won’t be far away. Hey, it’s all good. Flank them in gold bezels and have a bug graphic as the screen saver. Take a look at the 610 cockpit and we’ll likely get a glimpse into the K’s future.

There’s a Smart Wheel, with pass-lights, cruise, and engine brake functions. Trailer brake is on the right wand and the big all-purpose wiper, dip, indicator jobbie is on the left.

Now turn and look behind. The external measurement of the cab’s depth is 2.815mm. Between the back of the seats and front of the bunk, there’s room to wander around without banging your head.

Cory’s machine is finished in ox-blood red diamond leather and the floor covering is a durable black rubber. There’s tough black plastic on surfaces that come under daily attack, and woodgrain panels on surfaces that shouldn’t.

Where you start with storage is hard to know. Lockers and shelves overhead, glovebox on top of the console, and caddies, cup, and knick-knack holders in and around the dash. There’s additional stowage under the passenger seat.

Sleeper side, there’s a wardrobe, pull-out table, locker with a stack of flip-out storage totes, under-bunk drawer, fridge, and

Come on a tour. 1: Wardrobe behind the driver’s seat, bed (the top bunk’s folded up) with climate controls and lighting in the corner. 2: On the left higher up a locker with pull-out totes and another wee locker right up top. 3: Lower on the left a fold-down table and desk light. 4: Fridge and storage under the

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bunk and dancefloor in the foreground.

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Note the dipstick door under the external locker.

external lockers on both sides; it’s endless. The options available are extensive.

“The curtains are made of this lighter material now,” said Cory. “Evidently they had issues with driver abuse on the old heavy ones. These work great. When I have the screen curtains and sleeper dividers drawn you can’t see your hand in front of you.” Cory chose not to go for sleeper doors opening to the outside.

“The only thing that’s disappointing is the scriber marks on the inside aluminium face of the wardrobe door. It’s more irritating because the wardrobe, lockers, and tables don’t come cheap. Sure a bit of vinyl glued on it would fix it but should you have to in a Kenworth? Pre-delivery should pick that stuff up.”

Yeah, that’s a bit disappointing.

One of the biggest attacks made on the K’s design with the genesis of the K108e and K200 cab was the entry steps. If you’ve spent any time in K models prior you’ll know what a revolution it was. They essentially built an outside deck just above the front wheel, running the full length of the cab and gave us a ladder the NYPD would be proud of. We have absolutely no gripes with getting in and out of a K200. The rear of the wheel ladder facilitates a compulsory three points of contact and the whole time your entire weight is borne by your feet. If you slip off the catwalk and blame anyone but yourself…well, let’s leave it at that. Likewise, exiting is turn and climb down backwards.

Loading the cab with a week’s gear couldn’t be simpler. We’ll defend it to the end.

Daily checks are under the bug and via a side-flap on the rear driver’s side of the sleeper.

It may look optically impossible, but yes, the big cab flips over without fouling the body.

Entry to the K200 bears no resemblance to its predecessors.

Bayswater did a masterly job of re-engineering entry and exit at the time this cab was born…mind you,

Access in and around the engine is easy.

Plenty of room for big red under the enormous shed, although it almost looked a little lonely.

the pops in all but a few applications. Even with the ‘Grand Hotel Duggan’ along for the nightly ride, the 7.1m and 11.250m internal truck and trailer body measurements mean Cory can still put 36 CHEP on the deck. The racking in the trailer unit allows for pallets up top, or long freight. All up there’s 160 cubic metres of cavity available for freight. The truck tares at 14,700kg with two full diesel tanks and a full DEF tank, and the aluminium 5-axle trailer tips the scales at a striking six and three-quarter tonnes. The unit runs at straight 50MAX. It’s pointless going any higher as cube more often than not rules the roost, as is often the case on this style of work.

Hard decisions (not really)

One of the most striking and unashamedly beautiful things about the unit is the magnificent Jackson Enterprises hard-side set-up. If you’re into clean lines and no clutter, then this would surely be a utopic combination. No buckles and no curtains to fade, rip, discolour and get generally tatty, but no side access either. Initially you think Cory must work in a specialist division, but no, he’s in the general freight circuit.

“Some of Mainfreight’s top brass were in the States a while back and looking at how they did it over there. It’s all pretty much hard-side there. The more they looked the more they liked what they saw, so decided to start rolling it out here in places,” said Cory. “Volume’s not an issue for us, there is always plenty of palletised and other suitable product moving. The ramps connect the dock to the truck, the forks load us up. Just like the refrigerated boys really, it’s great.”

they needed to.

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And Cory was right, anything goes. On arrival in Wellington in the early morning, amidst the plethora of shrink-wrapped pallets on board was a huge steel thing strapped to a base that looked like something out of a Mad-Max movie – we still don’t know what it was exactly. It was palletised and fitted, so it went on.

The body system saves a lot of time. Again, no curtains to close and far less faffing around with restraints. Like a reefer, shoring bars can be placed almost anywhere you like. It’s a tightly sealed box of bits and pieces that aren’t going anywhere but the consigned destination. In fact, with the container lock arms running top to bottom inside the door skins, the untrained transport eye would wonder how you got in at all.

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Into the wild blue yonder

Loaded, shut, locked, hooked-up, chocks out, and in gear. Cory dipped the clutch, did the old half-release so the gear level slotted into its first gear home, a full dip and release and the garden fresh X15 gave a slight grumble, protesting the load placed upon it, and slowly LPU627’s 23 metres of magnificence rolled out of the terminal into a glorious setting sun. Does it get much better? We’d say probably not.

Reality replaced romance at this point, and Cory eased the unit over the weighbridge to ensure everyone in the axle and gross weight departments was happy.

“There’s no use giving money to the government that you don’t have to. The trailers have scales via the WABCO

WWW.GOCLEAR.CO.NZ A man with a plan “You’ve got to have a plan. Without a plan you’re buggered. You can change bits in your plan if you want to or have to, but you have to have a plan that gets you to the eventual destination you want. I’ve always had a plan, it’s just me eh?”

Introducing 44-year-old Cory Duggan. When we spoke to him he was sitting inside a changed plan; a twice changed plan in fact. Originally, he intended to replace the tractor unit with a tractor unit. But then that changed when Mainfreight asked about the possibility of going truck and trailer. That sorted, he priced up a 2.3m Aerodyne, but then heard a whisper about the 2.8m option.

“I phoned Mark [O’Hara] and asked if that was available, and he looked into it and said, ‘yep’, so that’s what I did.” And here he is, sitting in it. See, two changes but still the same destination.

“I figured it to be a good move. It’ll add resale, it gives me space to live in when I’m away from home. I tell you, you sleep like you’ve never slept before in there,” he said pointing to the sleeper.

“With the curtains drawn it’s pitch black and you’re just out to it!”

Cory Duggan was born in Thames, and with sister Deborah is one of two children to Les and Helen. A farming family, Cory grew up on the Hauraki Plains. School was not something he was overly enthused about and as soon as he was able he tried his hand at farming with his Dad; that wasn’t going to work. Following a quick stint on the local blueberry farm he started working at the Carter Holt Harvey mill in Kopu, initially working part-time in the stores followed by a full-time berth.

The bulk of the next 10 years was spent working at the mill. From there it was a trip to England, something he’d planned to do before the working visa changes of the early 2000s. He stayed for two years, working, playing rugby, and touring.

Returning home, he decided to pursue a desire to get into machinery operation, taking a job at J Swap Contractors working on a subdivision in Apata in the Bay of Plenty. Once that ended the work wasn’t there, so he came back to his old stomping ground, Carter Holt Harvey in Kopu. “My folks always said, ‘It’s no use staying there,

Cory Duggan. Planning is everything.

Plan, homework, action, done!

you’ll never own it’. I would say ‘I know, I know’, but I was a machine operator, the highest non-management position.

What ended it was Graham Hart’s buyout. I just felt there’d be huge disruption, so decided to get out.”

Enter the scene truck driving.

Cory went to local carrier Provincial Freightlines Ltd, who took him on. His first truck was an old MC Mack with a curtain body and flat deck trailer doing general duties in and around the Coromandel and as far away as Auckland.

“After the Linfox buy-out of Provincial I left when the opportunity came to buy a friend’s truck. Rob and Kaye Eccles had an International 9800i Eagle at Mainfreight. I bought that and worked the next six years in the FTL (Full Truck Load) fleet.

“It was a good time. Bloody hard work but you learned an incredible amount, and met so many amazing people.”

In 2013, Cory sold up and headed back to the UK and Europe for another short stint touring and catching up with friends. On his return he worked for three months at Chapman’s in Pukekohe. From there it was back into the Mainfreight system, first working 18 months for Hamilton-based Laurence ‘Punga’ Purchase, and then three years ago taking the K108e and hard-side semi business on.

It’s obvious Cory Duggan backs

himself when opportunity knocks and he’s a far more considered thinker than his adventurous life might intimate. The next move is always done for a reason; there’s no blasting headlong into the night and let’s see what happens.

Today he has a small landholding on the Hauraki Plains just out of Ngatea where he grows feed crops for farmers.

Cory is a long-termer. Driven and energetic, he lives a modest life in his habitable shed, and knows his business to a degree that would be the envy of many. Trundling along in the night the Kenworth will stop, and out comes a chilly-bin with salads, veges, and fruit he’s prepared himself. He’s fit and active, and will go for a jog if he wakes up and the truck’s not loaded. As huge as it might be, there’s no room for a night-time BA set in this cab.

The Kenworth K200 2.8m Fat-Cab parked outside his shed window most Saturday nights is not an extravagance.

It’s not the indulgence of someone who just wanted one. It’s a well thought out and considered acquisition, based on utility, durability, and long-term value.

Its life has been detailed to the cent – before it arrived, while it is here, and post its departure.

And even if he ever needs any confirmation that making a plan, and energetically pursuing it works, he needs look no further than the colour and name on the side.

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SmartBoard, and there are scales going onto the truck, but it’s still a good precaution to check weigh.” Cory’s loader guessed we’d be right, and he was bang on. The truck was well under the 50 tonne GCM it’s permitted for.

Out through industrial Auckland we merged into the Southern Motorway traffic at Mt Wellington. The Kenworth joined the flow effortlessly and somewhere under the immense floor area the X15 burbled away happily in its beautiful throaty note as Cory worked his way up the Roadranger’s shift chart.

Just over the crest of the Manurewa hill at 7.10pm we passed his opposite, Glen Searle, in the Freightliner Argosy owned by Kevin Aldridge.

“Bloody hell he’s early! He must have left about 11.30 this morning,” said Cory. Sure enough the phone rang shortly after

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with a happy sounding fellow passing vital road information and wishing us well on the journey he’d almost completed.

Parkside

Like Gary Ngatai in the Gundesen DAF we reviewed in July, Cory opts for the National Park route as his regular track to hack between the cities.

“There’s just too much going on down number one now.

Around the lake, and through the Desert there are some interesting antics. Keeping to your own side of the road seems to be an increasingly challenging thing for some. The Park’s quieter and those who use it know it. I’d far, far rather come down here.”

A right turn at Otorohanga and down through Te Kuiti, past

WWW.GOCLEAR.CO.NZ Hard to fault. The hard-side set-up works a treat.

Cory laments the increasing loss of on-road camaraderie.

As the Kenworth charged on we looked into the mirrors; the lights on ‘Big Jacko’ hooked up to the rear told us he was following the truck’s line up past the Piriaki lookout impeccably.

A house built on rock, not sand

one of our ‘favourite’ pieces of road, the subsiding SH3 on the Te Kuiti hill. We are a first world country, people. We must be.

Just look at all the orange cones and rails we’ve been able to buy in the past 20 years.

Anyway, a run down State Highway 4 at night, through the King Country to Taumarunui, is always a good cause for a discussion on New Zealand’s own haunted highway, and Cory remembers one deathly calm night about 18 months ago running down through here in the K108E when he saw a tree on the side of the road just south of Mapiu that was waving around and going nuts, all by itself, like it was in a gale force wind.

“I don’t know, but it was bloody weird at the time as nothing else was moving at all, it was as calm as anything.”

This month’s test is really all about the shed. Under the floorboards it’s all well proven spec for a big bug. Yes, in some ways it’s a shame that the days are gone when you had the option of speccing your new K’dub with either a Caterpillar or Detroit as well, but this is the era we live in and let’s not take anything away from one of internal combustion’s greatest brands. We know the Cummins X15 Euro 5 engine well and have been over its vitals a multitude of times. Cory’s is set at 448kW (600hp) at 1600rpm and 2780Nm (2050lb/ ft) of torque from 1,150rpm to 1.500rpm. Behind it is the Roadranger RTLO20918B manual gearbox. Front axles are Meritor FG941 on parabolic leaves and shocks, and out back are RT46-160GP axles at 3.91:1 on AG460 steel pedestal 8-bag air suspension.

It’s worth noting Cory’s not necessarily opposed to the AMT option when it comes to changing gears. “There’s still a considerable price difference in favour of the manual,” he said.

“It’s all I’ve ever known so it’s no biggie, just take what you know and bank the money. I’ll certainly reassess things next time around and see where it’s all at. I’ve got no big beef either way.”

Brakes are drum with EBS and ABS. Also present as standard are Drag Torque Control (DTC) which prevents wheels locking under auxiliary braking (the old seat-foamsucking ‘Jake brake’ lock-up), and Automatic Traction Control (ATC). Today’s Kenworth can be specified with Electronic Brake Safety Systems (EBSS), which is essentially the full Monty of modern safety features including stability programmes, trailer response management, and active cruise with brakes.

It’s a bullet-proof spec for sure and there’s nothing in there that’s going to keep Cory awake at night (or day, depending on when he leaves).

On the way down the Kenworth romped up the north side of the Mangawekas in 6th high split at 1300rpm and just under 50km/h. Coming home with the weight much closer to 50 tonne, the Taihape Deviation had her down to 5th high

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split, 1750rpm and about 42km/h.

It’s an interesting conversation with Cory on the ERG versus the X15. Cory’s journey down the EGR path was pretty much a mirror of most. An immensely capable engine performancewise: “Went like a rocket”, but with a copybook blotted with “Oh, ya bloody joking” moments. EGR coolers, turbos, and other annoying things ‘interrupted play’ on a semi-regular basis.

“It was a totally different engine to this eh? When the EGR ran out of steam it ran out of steam! If you thought ‘Yeah she’ll make it over the crest’ and then it didn’t, you were scrambling.

Best bet was to keep her humming. This is different. It’s got a lot more hold in the bottom end, and I’m getting used to it; I’ve been changing down at about 1300rpm. I’m not in the groove of seeing the important gauges where they tend to be when she’s hanging on down low,” he laughs.

One area the X15 doesn’t score higher than its predecessor in Cory’s mind is engine braking.

“It certainly doesn’t have the hold-back of the Jake in the old motor.” That said, there’s still plenty of assistance with

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a peak retardation of 447kW (600hp) at the top end of the tachometer. It’s nothing like the retarders in some of the European gear nowadays, but we still have a safety concern regarding some aspects of high-performance retardation in terms of operator behaviour. We’re more comfortable seeing big gear on steep declines at speeds allowing them to stop in one or two times their length, rather than speeds that have them over the top of the obstruction before the foot’s even on the brake.

You could still smell the plastic wrapping the X15 came in, she’s that new, only just on the cusp of ticking off her first dozen runs up and down the line. At that stage Cory hadn’t done a download of metrics to date. Given the work and run, we’d like to think a burn around the low 2.0kpl could be expected in time with settling and familiarisation.

OMGoodness – what a ride

The National Park route is always a good track to sort out your truck’s ride. The high-speed dips, rises and corners, along

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with its patched and uneven surface, will test the engineering algorithms of any design team. Quite frankly the ride in the Fat-Cab 8x4 is among the best we’ve ever encountered. The sheer length in the cab and wheelbase of the truck means the bumps and jostling the road attempts to inflict on you have zero impact. As it is, since the arrival of the K200 with its engine relocated slightly further back among other embellishments, the ‘Kenworth ride knockers club’ have largely been telling the world more about themselves whenever they speak than the ride in a cabover Kenworth. A series of ruts and bumps will approach, and you’ll only feel a gentle rise and fall. Like the higher end 4-bag Euro rides, you can sense the various layers of suspension doing the work below, but air seat or not, the occupants, along with all the gear in the lockers, simply glide over the top, and all at about 68 to 70dB depending on workload.

As for cornering, the cab mounts with cantilever and shock set-up in the front all hold the big shed firm. Cory said it’s certainly not as flat through the corners as the old girl and

that’s taking some getting used to. “She leans over more than the old girl.” With the heavier weight, longer wheelbase, and 8-bag set-up, an adjustment period is inevitable.

It’s a sublime environment for the midnight march up or down the island, comparable to the ride in the Ranui Actros – with a tad less roll in the bends, and a touch more rumble in the cab. Now that’s saying something. Cory simply said this: “It’s bloody great isn’t it? The ride in itself is worth the extra.”

‘Looks aren’t everything.’ Yeah right!

The overall look of the truck is stunning. The length of the body carries the cab length and it will be interesting to see what some of the others in the pipeline look like with shorter bodies. The 6640mm wheelbase does mean the truck has the turning circle of a grader, but in this application that won’t really be an issue.

Cory’s been restrained on what went on it in terms of quantity of extras, but the impact of what he has done is significant. The biggest visual statements are the deep Kent Weld front bumper, the stainless drop visor, and the Superchrome alloy wheels. Two hundred-odd lights are placed in traditional locations following body, roof and cab lines, with a line lower on the diesel tanks also. We loved the use of black Kenworth mud flaps that help the whole unit blend with its bitumen playground rather than reflecting off it.

Helping Cory put the whole rig together was Southpac’s Mark O’Hara, who Cory said couldn’t do enough from the outset. Cory said he’d like to thank Mark for all he’s done; it’s been a great experience. Likewise, the much-anticipated FatCab 8x4 that Mark’s been lobbying for is at last here.

“It’s been a great build, when you think of the journey we’ve been on to get it here (see sidebar). Cory’s a great customer too, enthusiastic and he knows what he wants. The truck’s going to work for its keep and it’s come up looking superb,” said Mark.

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‘Roadsmanship’

It’s almost scandalous how easy it is to slip from Auckland to Wellington or vice-versa in a top end line haul truck in 2018.

When you think back to the likes of RFL, Modern Freighters, and even Matt Thompson’s fledgling Car Haulaways back in the day, the gear they had, and the roads they plied; it’s little wonder a culture of camaraderie evolved between men from all companies. Sadly, although the gear has come light years and the old timers would find the weights we cart incomprehensible, the price we’ve paid for it all is the flame slowly diming on ‘roadsmanship’ – a word of our own sculpting that refers to the etiquette of driving. Booking times, logbooks, and KPIs have brought a sterility to the industry. An ‘I would stop if I could, but I can’t’ approach in many. Cory certainly laments what’s happening, and believes one driver acknowledging another is something we should fight to keep alive.

“What’s wrong with just offering a friendly wave or flash of the lights to someone else ploughing through the day or night on their own? There’s enough against us at the moment. I’ll always do it.”

We rolled across the Manawatu and down the Kapiti Coast.

The Kenworth devoured the kilometres with consummate ease.

Into the Mainfreight Aotea Quay terminal and Cory backed into the unload/reload position on the docks and opened the doors on both units. His night was over; however the Kenworth’s certainly wasn’t. Effortlessly hauling a load south

was only the start of the truck’s ROI for that night. The next task was to assume the role of upmarket accommodation, and as we sloped off to our average motel, Cory settled in for a rock solid sleep.

Summary

There’s no doubt Kiwis ‘own’ the 8x4 configuration in this part of the world. If anyone’s going to snap up the 2.8 Fat-Cab Kenworth on an 8x4 chassis it’s going to be us, and at the rate interest is increasing you might as well say the horse has well and truly bolted. But a truck at the end of the day is still a tool of utility. The sole purpose of its existence is putting food on the tables of those who own and drive them. Since the moment the road transport industry was deregulated, and oceans became our only boundaries, the sleeper cab has found relevance here in New Zealand. Once upon a time packing for a week away on a truck was not the common form of the job; now it’s a prerequisite of literally thousands of driving positions. For many, living in a cab like this is preferable to some seedy motel.

To guys like Cory Duggan it’s all that, and a business decision too. It’s dollars and cents. He’ll tell you his reasoning for every box ticked in the specifying of this machine, and how it affects his business for the better, be it now or in a few years’ time.

This truck is no indulgence; it’s part of a plan belonging to someone who sees its role in achieving a broader goal. This truck works…in every conceivable way. 

SPECIFICATIONS

Kenworth K200 8X4 2.8M AERODYNE Tare:

10,270kg (cab and chassis)

GVM:

28,500kg

GCM:

70,000kg

Wheelbase

6640mm

Engine:

Cummins X15

Capacity:

15 litre

Power:

448kW (600hp)

Torque

2780Nm (2050lb/ft)

Emissions:

Euro 5 (SCR)

Transmission:

RTLO20918B manual 18-speed

Clutch:

2918 Spicer Easy Pedal

Front axle:

Meritor FG941 x 2

Front axles rating:

13.2 tonne

Front suspension:

Parabolic leaf springs and shock absorbers

Rear axle:

Meritor RT46-160GP at 3.91:1; diff locks on both axles

Rear axle rating:

20,900kg

Electrical:

12 volt

Rear suspension:

Kenworth AG460 Pedestal Air Suspension

Additional safety:

Brakes:

Drum with EBS

Drag Torque Control (DTC), Automatic Traction Control (ATC)

Auxiliary braking:

Jacobs engine brake

Cab exterior:

2.8m Aerodyne (Fat-Cab)

Fuel:

1 x 450 and 1 x 250 litre

Cab interior:

DEF tank:

170 litre

Ox-blood interior. AM/FM/CD player with Bluetooth.

Full suspension driver’s seat. Climate control and heated electric mirrors.

Wheels:

Superchrome alloy wheels on truck and trailer

Extras:

Tyres:

Front 296/60 R22.5 Rear: 275/70

Gold gauge bezels, Stainless steel drop visor, FATMAN smooth bumper, grille bars, custom air intake system, stainless steel panelling and lights, painted fuel tanks, LED headlights.

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SOUTHLAND TRANSPORT

Invercargill Truck Parade Story and photos by Ken Bell

The annual Invercargill Truck Show took place in its usual slot on Sunday of Labour Weekend in October.

O

ne hundred and eighteen trucks assembled from early on Sunday morning at the traditional Woolstores site for judging for the coveted King Rig trophy and other categories they were eligible for. Hundreds of people take the opportunity to view the hard work that has been put into providing such a spectacle, as well as a catching up with like-minded people.

As usual, thousands of truck enthusiasts lined the wide Invercargill streets to view the parade as it made its way from the industrial part of town to the Newfield Tavern for the prizegiving ceremony. This year the weather was brilliant, making for a very pleasant atmosphere.

The King Rig title deservedly went to Jeremy Hodson from

Masterton with the Western Star he drives for McAuley’s Transport, also from Masterton. In addition he won the Best Western Star and Furthest Travelled trophies. This is the first time in the nearly four-decade history of this event that the King Rig Trophy has left the South Island.

Jeremy had just brought a load from Masterton to Cromwell and was about to reload for Kaitaia at the far end of the country. The Western Star is Detroit Diesel DD15 powered at 418kW (560hp), and has 52,000km behind it. Jeremy has been working for McAuley’s for nine years and has had his share of successes at truck shows across the lower North Island.

Many well-presented fleets were present, which made for difficult decisions on the part of the judges, balancing such things as application versus time to clean.

The event was once again organised by Mark Purdue who was very happy with the overall result of the weekend, with 118 trucks judged in 34 classes. Mark’s wife Dianne and mother Sylvia handle the results and administration duties, making management of the event a real family affair.

McAuley’s Transport Western Star was King Rig. (Inset) Jeremy Hodson proudly holds the King Rig trophy. The first time in four decades that it’s gone to the North Island.

WWW.GOCLEAR.CO.NZ Best Volvo went to Dave King of DT Kings Transport.

Easy Bins of Invercargill showed off this new Fuso

Best stock truck was deservedly

Fighter gantry truck and their commitment to the

awarded to Bradley Curtis with this

refuse industry with investment in new bins as well.

Freightliner Argosy.

Eden Haulage once again took out the Best Fleet, among other titles on the day.

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McEwan Haulage’s classic Kenworths travelled from Dunedin for the show.

Several classics made an appearance, including this Volvo G88 restored to original by Chris and Sandra Russell as a tribute to George Hedley, who was a

B & C cartage Mack CL was a crowd pleaser.

co-founder of Northern Southland Transport Holdings.

RESULTS Invercargill Truck Show 2018 TOP PRIZES: King Rig: Jeremy Hodson, McAuley’s Transport, Masterton; Runner up: Rocky Cormack, Sinclair Transport.

BEST MAKE: Best DAF: Nigel Mosely, Southern Logging; Best Freightliner: Blair Chambers, Eden Haulage; Best Hino: James Matheson, McNeill Distribution; Best International: Joe Garrett, Eden Haulage; Best Isuzu: Sam Gerring, Milnes Transport; Best Kenworth: Leonne Weller, Southern Logging; Best Mack: Sam Heathcote, Freight Haulage; Best Mitsubishi/Fuso: Mark, Auto Logistics; Best MAN: Hayden Campbell, Mainfreight; Best Mercedes Benz: Mike Healy, Healy Transport; Best Scania: Rocky Cormack, Sinclair Transport; Best UD: Joe Petch, DT Kings Transport; Best Volvo: Dave King, DT Kings Transport; Best Western Star: Jeremy Hodson, McAuley’s Transport; Best Other: Nathan Bates (Peterbilt), Northside Sand & Gravel; Best Classic Truck: Reagan Brown, McNeill Distribution

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SPECIAL PRIZES: New Truck (<20000 kms): Brad Lloyd, Waituna Transport; 20000-100000 kms: Dan Herman, McNeill Drilling; 100000-300000 kms: Darryl Shand, Freight Haulage; 300000-600000 kms: Cameron Johnston, Ferguson Trucking; 600000-1000000 kms: Andy Moffatt, Murihiku Haulage; 1000000 km +: Cameron Rangi, Anderson Linehaul; Best Fleet: Eden Haulage; Longest Distance Travelled: Jeremy Hodson, McAuley’s Transport, Masterton; Best Paint/Artwork: Nugget, Mainfreight; Best Linehaul: Wade Baxter, Central Southland Freight; Best Fuel Tanker: Darryl Peterson, Allied Petroleum; Best Logger Truck: Robert Crosbie, Scott Transport; Best Fertiliser Spreader: Allan Sinclair, Phillips Transport; Best Stock Truck: Bradley Curtis, Hokonui Rural Transport; Best Bulk Tipper: Nick Young, Southern Transport; Best Curtainsider: Colin Wallace, Eden Haulage

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PERSON OF INTEREST Holiday special

A man for his time Story by Faye Lougher Photos as credited

At the IRTENZ conference in October 2017, Warwick Wilshier was presented with the IRTENZ Outstanding Industry Achievement Award for services to log truck safety.

W

arwick was a founding member of the Log Truck Safety Council (LTSC) in 1996, and has served as chair for the past 18 years.

The LTSC is a pan-industry collaborative of truck operators, transport researchers, trailer manufacturers, forest owners, legislators, and enforcement agencies. It is recognised as the premier source of log transport research and industry knowledge that leads the world in innovative, sustainable and safe best practice log transport operations.

IRTENZ president Dom Kalasih said today’s log truck industry was unrecognisable compared with the one faced by the group that established the LTSC in 1996.

Warwick Wilshier grew up in Otorohanga in the King Country and started his career as a diesel mechanic with the New Zealand Forest Service.

“They had a big workshop in the Waipa Sawmill and they also had their own log trucks, so that’s where I probably got my interest for log trucks. When I finished my time I managed to buy one of the contractor’s businesses so started as an ownerdriver in 1982. A few years later I formed a partnership with one of the other contractors, Gary Williams, and started the business known today as Williams and Wilshier.”

Warwick’s first truck was a White Road Boss.

“I’ve still got it. It’s a yard truck, it’s used quite a bit for taking things to the testing station and stuff like that. I kept that, and I also bought back the first Kenworth I got in 1985, and did it up for the 50 years of Kenworth celebration in 2014.”

Warwick’s grandfather had a timber mill and he says he was brought up around forests – in those days native forests.

“I was always keen on something to do with trucks or

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Warwick Wilshier has spent his entire life in an industry he loves, passionate about raising the performance and standards of all involved.

forestry. I lived in Rotorua and we started hauling from Kaingaroa Forest – that was my first contract – to the Waipa Sawmill. I think there were 10 or 12 owner-drivers and some company trucks. I did that for a few years and then we obviously picked up an additional contract with the NZ Forest Service hauling to Kinleith, and grew our business from there.”

In the late 1980s Warwick went to Canterbury and bought a transport company in partnership with Mark McCarthy, hauling logs. He stayed there until 1998 when he returned to the North Island to help run their growing business in the Bay of Plenty, and Northland.

“By that time we’d started a company called Paragon Haulage, which operated initially here in the Bay of Plenty then expanded into Northland. For a short time we also had a company in Southland. We’d grown all around the place I guess.”

Warwick sold the Northland business in 2007 and now concentrates on the Bay of Plenty and the East Cape.

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“We have two depots, one here in Rotorua and one in Gisborne, and the operation is split about 50:50. We have about 100 staff and every year the drivers haul about 1.2m logs and cover about 6,000,000 kilometres. Between the two companies we’ve got about 70-odd company trucks and 20 owner-driver trucks. I am also a shareholder in Pacific Haulage in Gisborne, which is another 40-odd trucks.”

Warwick says they just deal in logs, both exports and deliveries to the mills. It used to be an even spread but today Warwick says it’s more weighted to export logs.

The work that led to the establishment of the LTSC was nothing new for Warwick, as he says he had been involved in industry organisations from the early days.

“In 1996 we formed the Log Transport Safety Council.

At the time there was an unacceptably high number of truck crashes and government basically said it was unacceptable.

They gave us a choice to either sort it out ourselves or they would.”

Warwick says the industry was under a pretty heavy threat that all trailers would be taken off the road if the crashes continued.

“Back then they were quoting stats of one in 11 log trucks would roll over every year. There weren’t a lot of log trucks on the road then, say 650 or something like that, so it was unacceptably high.”

After the government challenged the industry to do something about it, interested parties got together and formed the LTSC. Warwick says it was the best thing the industry ever did.

“We had to take some immediate steps, so we decided to voluntarily reduce the load height on our trucks to improve stability and try and get things under control. Three-axle trailers were 3.6m overall height and 4-axle trailers were 3.8m.

Then we set about a plan whereby we engaged with all the government agencies that were involved, but particularly Land Transport New Zealand [now NZTA]. With their assistance we brought in TERNZ [an independent research organisation

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Above: A new Kenworth in young company ‘getting into it’ on Te Ngae Rd. Left: The truck that got him started in 1982.

Still in the fleet today as a yard truck.

P HO T O: M I K E B E E S L E Y

that specialises in transport-related issues], and started to look at the key things we needed to change.”

Warwick says improved vehicle stability was one factor, also changing the culture of the drivers and looking at the loads being transported.

“We engaged with the wider industry and did a roadshow.

We explained to the drivers what the issues were, a bit about vehicle dynamics, and we explained to all the parties why we put these voluntary measures in place, and then things just developed from there.”

The Logging Industry Research Organisation (LIRO) was also involved and facilitated the group being set up.

“You had to get everyone to buy into it. There were all sorts of measures that we put into place from there, while we were trying to redesign logging vehicles. We started monitoring some of the crashes and built a rollover database. We looked at where the high crash areas were, the corners that really needed attention, we put in place the 10-Below campaign that’s still

Owner-drivers have played a significant part in the Williams and Wilshier story. Here Maurice Daniels crosses the overbridge at Kawerau .

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out there today, and at one stage we even monitored those corners to make sure those vehicles were travelling 10-Below. It was all part of an agreement with the government.”

Warwick said the initiative had an effect within months, but while they changed vehicle dynamics around and did a lot of testing and other things, the really big buy-in was from the drivers.

“At the beginning the government believed the cause of the crashes was the bolsters falling off the trailers. So we did a lot of physical testing, and we set up test trailers, did all sorts of things to show that it wasn’t the case, but through that we developed what’s called the bolster attachment code, which is part of the transport rules today. We then had to become involved with engineers, so today there’s a qualification that they have to pass to be qualified to certify log vehicles.”

TOGETHER with the NZ Transport Agency, the LTSC developed a programme where engineers apply to LTSC to sit an examination to attain a qualification to certify log bolster attachments. The engineers have to demonstrate industry experience, and be approved by the LTSC. The work undertaken to prove the bolsters were not coming off led to a change in the design of log vehicles.

“We then began a pretty exhaustive programme of convincing the government – at that time 20 metres was the longest vehicle you could have – that if we were allowed to extend our load over the vehicle to 22 metres overall, that we could significantly improve the vehicle stability and safety. The government granted us an exemption to the rule, which is still available today, with individual exemptions granted to vehicles.”

As soon as the government approved the 22-metre length, the industry set about redesigning trucks and trailers to make them safer and more stable.

“We’re now at 23 metres, which is even better. And now the average log trailer is probably running at an SRT [static roll threshold] of about .45G, which is significantly higher than the legal requirement in New Zealand, which is .35. We’re normally running at .45 or better.”

Warwick says the LTSC worked closely with TERNZ to understand vehicle stability, work that led to TERNZ winning an international award.

“They used a bit of research from overseas and developed what they called the SRT calculator. It was a paper-based calculation that an operator could do, measuring the wheelbase

PH O T O : M I KE BE E S L E Y

P HOT O: M I K E B E E S L E Y

WWW.GOCLEAR.CO.NZ

of the trailer, the height of the bolster bed, the height of the payload, and come up with this calculation of SRT. From there the government picked it up. By then there was computerbased technology and now they’ve legislated it for every trailer on the road. But it was thanks to the LTSC and TERNZ’s engineer, John De Pont, who developed it. It was one of the simplest performance requirements to improve the stability of the whole transport fleet in New Zealand.”

Warwick is reluctant to take all the credit for the work done over the years by the LTSC, saying because he’s been the chairman for 18 years he gets to pick up a few of the awards, but he’s by no means the one who has single-handedly made it happen.

The face of a contemporary log trucks; longer, lower, heavier, safer. Warwick’s been instrumental in their creation, making the roads today a safer place to travel.

“Mark McCarthy was one of the founding members. One of the ones who really drove it who is not with us today was Martin Hyde; he put an enormous amount of effort in, particularly around canvassing people in government agencies and politicians. He did an enormous amount of work to get longer, lower, safer vehicles. He really believed in it, that was his passion.”

Warwick says so many people were involved that he would be hard-pressed to mention them all, but they all played a part in the success of the LTSC. “There were a lot of guys who are still in business today, but there has been a core group that has driven it; that’s always the way in industry organisations. Today we’re still recognised by

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looking to slightly increase the overall length – not the vehicle, just the load.”

Warwick says this will enable the industry to have as many long and low loads as possible.

“Longer, lower and safer has been our mantra – Martin’s mantra. We’re pushing NZTA to develop a new pro forma for us but obviously it’s got to meet the new PBS requirements.

And log trucks do.”

This all comes on top of the latest vehicle enhancements such as ABS and EBS and roll stability control. Warwick says because a log truck is either loaded or carrying the trailers on the back, until recently they had an exemption from the brake rule regarding load, because they didn’t need load sensing.

“But honestly, since the Government mandated electronic brakes and roll stability control, well, you wouldn’t be without it. It changes drivers’ behaviour and their driving style, making them a lot smoother. If a driver goes into a corner too quick, it puts the brakes on. To start with the driver hates it. And then he goes, ‘if I line the corner up and drive a lot smoother, it won’t come on’, and that’s what they do, and it actually improves their driving style.”

With the continually improving technology, the concern is how to cope with the huge growth in the industry.

“We might be investing in new equipment, but somebody’s buying our old equipment, so there’s still an element of risk out there on the road. But maybe it doesn’t do the number of ks we do in a year and it’s not used all the time. There’s still a good market for it.”

THE LTSC doesn’t just concern itself with vehicle safety and driver training, it also looks at the health of the drivers.

“Martin brought it to the table and said, ‘a lot of our drivers are getting older, we really need to understand what their health issues are’. They all want to stay in the industry as long as they can, they don’t want to be forced to retire. What came out of the initial health study was obviously trucks drivers have an elevated risk of heart disease because of the type of job it is – they might carry a bit of extra weight, their diets were not that good – so our older drivers were facing a few of those issues.”

Another issue was the type of work log truck drivers had to do, particularly throwing chains over loads.

P HOT O: MI K E B E E S LE Y

NZTA and by the government as one of the most successful industry organisations. Every problem that’s put in front of us we take up and we try to manage things ourselves. And we’ve had lots of support from the government and various agencies for doing that.”

Driver training was also a large part of making the logging industry safer.

“When they first developed the National Certificate in Road Transport, we developed a separate strand for a National Certificate for log truck drivers. A lot of the guys in the council didn’t believe that really acknowledged the experience of a driver, so we developed what we call the log transport LTSC Pathway Programme.”

Warwick says Glen Heybourne, who was at the time general manager of Stuart Drummond in Nelson, but now works for Heavy Trucks as a salesman, was very passionate about driver training, as was Mark McCarthy.

“We’ve gone on to develop these different qualifications and this pathway that acknowledges industry experience. But all the time it was about lifting the professionalism in the industry. It’s a known fact the money you spend in driver training and lifting professionalism you don’t spend in crash repairs. So that’s been a huge success for us.”

Upskilling was something Warwick says he and the others on the LTSC were always great believers in.

“Back then you had to have certain qualifications to obtain some of your contracts, so right from then we had systems and processes that were part of our contract requirements, and along with that came good health and safety management, and training. That’s probably put the logging industry, the log transport sector, well ahead. It’s a high-risk industry so we can’t afford to have risk-takers or unskilled people.”

The improved safety brought about from the establishment of the LTSC has put a big onus on companies to employ drivers who will maintain the gains achieved.

“The main players in our team like Mark and myself are passionate and it’s pretty gutting when there are accidents, particularly if they involve fatalities. Both of us run reasonably big fleets, by no means the size of other companies in New Zealand, but you honestly don’t expect accidents to happen.

You feel confident with the equipment you run, and the skill of the drivers that you employ, that it shouldn’t happen.”

He says logging is not an easy game; they cart a low-value commodity in what is potentially a high-risk industry.

“Therefore you are expected to perform at 100% of your game at all times. That’s a big call, but if that means you have trucks parked up because you don’t have enough drivers who fit the criteria and you feel safe having them out there, that they’re not a risk-taker and they’re not going to endanger anybody, so be it. You park the trucks up. We’ve had to make the call and let a few guys go who were risk-takers, and you knew that at some point in time they were going to cause somebody some harm.”

The esteem the LTSC is held in has led to the NZTA involving them in an advisory group for the new performance based standards (PBS) they plan to introduce.

“NZTA are going to implement performance based standards, which is basically a suite of measures that enables an engineer to determine whether a new vehicle design is safe to be on the road. It’s an honour for us to be involved. At the moment we’re looking for a little more load overhang, we’re

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P HOT O: MI K E B E E S LE Y

“It becomes a repetitive strain injury so those guys who have been in the game for 10 years-plus start to have these rotator cuff injuries and their shoulders wear out. We did an initial survey of driver health and at the same time we got the drivers to tell us what were the things they were concerned about, what caused them, what were the things they struggled with every day.”

Warwick said the results were interesting, that apart from health issues there was an issue of fatigue, and that fatigue problems were higher in younger drivers who had to balance their work and home life with young children.

“We typically start early in the mornings and finish midafternoon so they had to balance all that sort of lifestyle. We found that as drivers got older, they didn’t have the same fatigue risk, because by then their children had left home.”

This data was looked at alongside the data on truck rollovers, and they discovered the highest risk of rollover was on a Monday or Tuesday, and then the risk flattened out, which was totally the opposite of what they expected.

Warwick says the reason behind that was the early morning starts and early afternoon finishes. The drivers were doing that Monday to Friday, and by the end of the weekend their body clock started to revert back to a more typical sleep pattern.

“By Sunday afternoon they’d dropped back a little bit, didn’t sleep that well Sunday night because they are away early Monday morning, and you can’t be late on your first day, and so that was our highest risk of fatigue, and therefore rollovers.

In some regions we’ve put in place later starts on Mondays, and even the loader drivers start an hour later on a Monday.”

Warwick says identifying all the risks has enabled the LTSC to write their own Codes of Practice, including Load Security.

“The agency said, ‘if you do conclusive physical testing, supported by theory, to reduce the injury risk to your drivers, we’ll reconsider the load security code for log trucks’. So if you compare it today, a flat deck truck carrying a load of timber or goods that has to be chained on, the combined rating of the chains is twice the payload mass. Because a log truck has a cab guard and it has bolsters, there is a concession because they hold the loads. Our rule used to be half the payload mass and now it’s a quarter. So if you consider double for a load of timber, quarter for a log truck, we can use lighter chains to help reduce driver injury.

“We don’t use the old standard twitches and bars any more, that’s all been redeveloped. We got our own twitches developed, there are lots of innovations that the industry’s brought in and we’ve got NZTA and the various agencies to sign it off and support it, but it’s all been in the interests of improving safety and looking after our drivers.”

With increased harvesting of small blocks, Warwick says there can be issues when log trucks suddenly appear on previously quiet rural roads.

“You’ve got the two big estates of Kaingaroa and Kinleith forests, but outside of that, as the harvest increases, we’re going further out into rural areas to what they call the 90s plantings.

This means there is interaction with the public, with rural schools, farms and roads – roads that haven’t had log trucks on them at all suddenly come under pretty intense pressure.”

WARWICK SAYS the LTSC works with the public and the local authorities and interested parties such as schools, cycle action safety groups, etc.

“We are having to work in some really difficult terrain, and the roads are failing because there has been underinvestment.

That puts us under even greater risk. We’ve recently had a couple of accidents that occurred on a one-lane road with a blind corner with a mirror on it, where two log trucks hit each other. Nobody was injured but there was a significant amount of damage. Those are the kinds of roads we are operating on, which are not fit for purpose, but that’s where the forests are.”

The LTSC also works with forest owners to deliver safety programmes into rural schools.

“Schools are a big thing for us. Hancock Forest Management in Northland started the Share the Road programme, and it developed from there, and now alongside what we do in the logging industry, the RTF and ACC and others have got together and taken up the challenge for the wider transport industry.

“It’s definitely broken the barriers as far as getting people to understand what we do. That’s a big one. Log trucks are the face of forestry; the only thing that people in the public understand about trees is log trucks, so there’s a huge responsibility on us. It’s probably about the third biggest export earner, and all people see is log trucks, so it’s a big challenge.” 

Majestic machines and mighty loads.

Off highway work is an integral part of Williams and Wilshier’s operations.

New Zealand Trucking

January 2019

45

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Just Truckin’

Around

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Mark Hocking Cruising towards McLaren Falls, Rochelle Thomas saw the Kenworth parked up on the Lower Kaimais. Seizing the opportunity, she pulled over. Driving a 2018 T610 sporting the X15 Cummins and an 18-speed manual Roadranger, Mark Hocking was having a quick lunch break on his second round carting containers between the Port of Tauranga and the Fonterra Co-op Group’s Waitoa facility.

Mark drives for Tranzliquid Limited in the Bay of Plenty and mostly does container and bulk fuel distribution. His father was also a truck driver and Mark used to enjoy going for rides and learning to drive from about the age of 10.

When asked his thoughts on the main problem with the industry Mark replied: “health and safety, they have made it hard to encourage the young ones into the industry as they are unable to tag along” as he did back in the day and learn or see what it’s all about.

“Trucks are the best thing about driving!” he says. “Making them bling!” He also loves the scenery and just cruising the countryside.

When asked the vexing question, steak and cheese or bacon and egg pie, Mark laughed. “Steak and cheese, because real truckers eat steak!”

Steve Fee Steve Fee was taking a break in Shannon on his way back to Palmerston North when Faye Lougher spotted his bright yellow truck.

Transporting dry cement powder for Golden Bay Cement, Steve drove a 2018 DAF CF 85 with an auto gearbox.

Steve has been driving trucks for 20 years, starting with Road Freighters in Palmerston North and then Holcim.

He also went to Australia, driving for Boral Cement out of Brisbane.

“I came back to Tauranga and drove for Dibble, also transporting cement, then moved back to Foxton and I’ve

46

New Zealand Trucking

January 2019

been working for Golden Bay Cement since February 2018.”

Although he had come from Wellington that afternoon, Steve covers anywhere between Auckland, Wellington and Hawke’s Bay. “I just love being out on the road and driving up and down the country.”

Like many other professional drivers, Steve says he does get “a bit annoyed” with car drivers who have no patience and don’t take enough care when driving near trucks.

He got the cauliflower or Brussels sprouts question and unhesitatingly went for cauliflower. “With cheese!”

WWW.GOCLEAR.CO.NZ Just Truckin’

Around the world

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Aad Kooter Aad Kooter from Hazerswoude, close to Amsterdam, has been a truck driver for 44 years, with over half of this time spent as an owner-driver. When Paul O’Callaghan caught up with him at the Truckstar Festival in Holland, he was proudly displaying a fascinating album of old photos from a table in front of his truck. Parked alongside were the Volvos owned by brother Bertino, whose own flower logistics company regularly runs into Belgium and Germany.

Aad can trace his family’s involvement in transport right back to the early days when they transported cattle on barges within Holland. From these beginnings, the family progressed to international livestock transport, travelling far afield as Spain and Italy. As a result of rate cutting from eastern European hauliers, Aad spends much of his time pulling a bulk potato trailer for the AB Texel Group, primarily within Holland.

That said, his 2015 Volvo FH 500 gets to stretch its legs once a month on a trip to Norway pulling a refrigerated trailer for Hartman Expeditie. Neat touches are the F89 decal on the bottom of the doors as well as the Moustache name above the door.

As with most drivers, increasing regulation is the main concern for Aad. When asked about places he liked to visit, Portugal wins every time.

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TRUCKS OF NZ POST

The photographs show a Bedford K special with a canopy and ladder racks for line work. This would have had the 6-cylinder Bedford engine, common at the time. The other is a Ford Thames Costcutter.

The majority of these had a 4-cylinder petrol

Long Haul Publications – New Zealand Trucking magazine/media Vacancy – Editorial print and digital

engine, although some had a diesel, and a few even had V8s.

A rare opportunity exists at New Zealand Trucking magazine/media.

We are currently looking to fill a permanent editorial role.

You’ll be part of the creation and compilation of editorial material for both print and digital, and all associated processes involved in publishing New Zealand Trucking magazine’s print edition and all other media forms.

Do you Have an absolute passion for all aspects of trucks and trucking?

Have the ability to work flexible hours as and when required in the pursuit of great content?

Have strong writing skills?

Have excellent photographic skills (in terms of truck photography)?

Have good organisational skills?

Have a happy disposition and get on with people. Can you dish out and take a bit of banter? We’re not a precious bunch.

We’d love it if you had • A Class 5 licence or at least one of the commercial vehicle sub-classes • History in or around the trucking industry Here is an opportunity to play a leading role in progressing how New Zealand’s oldest trucking masthead evolves in the next phase of its journey. It’s an opportunity to join an incredibly passionate, fun, and positive workplace where everyone loves the industry and the people who provide the stories for every piece of content. For the right person, this role has almost unlimited potential.

The nature of the role and associated remuneration package will be agreed upon based on the successful applicant’s situation, skillsets, and experience.

What happens next?

For more information please reply to editor@nztrucking.co.nz Subject line – Editorial vacancy <ENTER YOUR NAME IN FULL> The most important thing is – don’t think you wouldn’t have what it takes to do this. We might be looking for someone just like you.

Cut off for application is 15th Jan 2019

48

New Zealand Trucking

January 2019

Colonial CapEx

A

s British truck production resumed after World War II, the government, including the Post Office, embarked on a large fleet replacement process. Records show that in 1951 the government approved the purchase of 1100 vehicles for its use, including 375 new trucks. The trucks included Bedford K, M, and O models, including K specials, and Austin Loadstars. Later purchases included the Ford Thames ET6, known as the Costcutter. Prices paid for a 3-ton cab and chassis averaged £654 ($40,810), and £764 ($47,770) for a 5-tonner. Fitting out, including body-building, would have added to this cost.

The Bedfords were used in many different combinations, including flat deck and canopy trucks for mail and line work.

Other applications included winch trucks, tippers, extra cabs, tractors with fifth wheels, and a few even had a post hole borer mounted on the rear deck. Photographs taken at the time show the range of different activities. 

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TOP TRUCK

The end result Story and photos by Craig McCauley

The K200 is refinished in Ego, a colour that has its origins with Fordâ&#x20AC;&#x2122;s BA Falcon model.

In combination with copious amounts of polished alloy and stainless steel, it creates an unmistakable look.

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New Zealand Trucking

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WWW.GOCLEAR.CO.NZ This Kenworth Aerodyne operated by JC & PA Chapman of Brightwater is the culmination of three decades in the livestock transport game.

A

s a youngster growing up in the central Canterbury heartland of Darfield, Jeff Chapman often left home in the morning and biked straight past his parents’ intended destination for him, that being the local primary school, to the depot of local transport operator Steve Mitchell Limited.

Many days were spent riding around with the company’s drivers in the trucks of the era, which included Bedford TKs, Mercedes-Benz 1418s and cabover Macks.

Land use in Mitchell’s home turf of Darfield and Hororata was a lot different from now, and plenty of manual work took place. Picking up sacks of potatoes and thousands of conventional bales of hay from farm paddocks and manhandling these onto trucks was a great training ground for the aspiring truck driver.

His own transport career got underway carrying a mix of both livestock and general rural cargo at the wheel of a Volvo F10 for Bill Burgess, proprietor of WJ Burgess in Darfield.

Following this, Jeff spent a number of years with a couple of other Canterbury rural transport operators, carting all manner of livestock.

A chance conversation with Danny Murphy, who at the time ran late Wairarapa livestock buyer John Pinel’s JP Trucking operation, saw Jeff relocate to the North Island where he took the wheel of ‘Stealth’, JP’s striking grey 525hp Mack Ultra Liner.

One of the highlights of his time with JP Trucking came when he took the wheel of a new 630hp Cummins Signature powered Kenworth K104 Aerodyne. Complete with Fairfax crates, it was adorned with eye-catching graphics, and these trucks are still remembered by many in the industry to this day.

The Pinel experience of good equipment combined with good work left its mark on Jeff, and following John’s death and the cessation of JP Trucking Ltd, he and wife Paula decided to take the plunge and “have a crack at it for ourselves”, carting livestock with the epitome of 1990’s trucking, a 500hp V8 Mack Ultra Liner.

An opportunity presented itself to relocate to the Nelson area during 2014, and as a result a relationship was formed working with Mike Harper Livestock Limited.

Jeff and Paula’s 1992 Mack Ultra Liner had provided them with more than 10 years exceptional service, however with more work being asked of it than previously, the decision was made to replace it with something a little more modern.

Harking back to years before when Jeff closed the door of the JP Trucking Kenworth Aerodyne for the last time, he recalls having a passing thought that one day he ‘wouldn’t mind owning one of these’.

As the saying goes – there is no time like the present, so an order was placed with Mike Gillespie at Southpac Trucks for a Kenworth K200, supplied from the factory with a 5050mm wheelbase. This wheelbase allowed for the optimum manoeuvrability.

A well-proven drivetrain was specified, comprising the Cummins ISX-e5 SCR engine producing 458kW (615hp) and 2779Nm (2050lb/ft) of torque. This engine sits in front of an Eaton-Fuller RTLO-22918B transmission with Meritor RT 46-160GP rear axles at 4.1:1 mounted on Kenworth’s Air Glide 400 rear suspension.

The spacious 2.3-metre Aerodyne sleeper cab is trimmed

In its usual habitat, the Kenworth backed into a set of stockyards.

New Zealand Trucking

January 2019

51

WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... with Sandstone coloured upholstery and fitted with numerous embellishments including twin ISRI air-ride seats, double bunks, dual cab fans, and a fridge.

Slimline air intakes and shortened side skirts are fitted to the rear of the cab, allowing the truck crate to be mounted as far forward as possible, optimising weight distribution.

Other features include polished alloy wheels, twin 330-litre diesel tanks, and a factory fitted bull-bar.

Chris Stanley at Custom Truck and Chrome fabricated the stainless visor, mesh headlight guards, wheel-arch flares, and step infills.

At the time of the K200 going on the road there was a 12-month wait to secure a suitable build slot for both a trailer and crates, so it was put to work as an 8-axle combination using the gear previously worn by the Mack.

Earlier this year a new Jackson Enterprises 11.08m 5-axle monocoque livestock trailer was custom-built to go behind the Kenworth. It is equipped with SAF Modular Air suspension and IMT FADB175-F22 axles shod with 17.5” diameter wheels to keep the deck height as low as possible, allowing maximum headroom for the stock to be built into the trailer crate.

Total Stockcrates in Feilding built new 2-deck cattle/4deck sheep crates for both the truck and trailer. Jeff is complimentary of the Total product and the company’s can-do approach to incorporating features he had come up that made both crates more user-friendly.

Jeff Chapman: as happy loading livestock as he is in the Kenworth’s driver’s seat.

The courageous journey that has culminated in the Chapmans putting the Kenworth K200 Aerodyne on the road, combined with its outstanding appearance, truly earns it the title of New Zealand Trucking magazine Top Truck for January 2019. 

HOW GOOD ARE TOTAL STOCKCRATES?

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J & B Chapman Transport know a thing or two about moving livestock. Their fleet is equipped with Total Stockcrates’ livestock crates because Jeff knows that they are the best in the market. Total Stockcrates. Total innovation and engineering.

We say thanks to Jeff and Paula for choosing Total Stockcrates.

Contact: Robin Fellingham. P: 06 323 0202 / 027 211 8603 E: robin@totalstockcrates.co.nz

52

New Zealand Trucking

January 2019

Read more - see Top Truck on page 50

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WOMEN IN TRANSPORT

From the grime to the glory Story and photos by Faye Lougher

New Zealand’s top Hino technician, Heidi Inkster, showed just how good she was when she came up against one of Hino Australia’s champions in a headto-head technical challenge last August.

H

eld at Hino Australia’s Training Centre in Sydney, Australia, the first ever Hino Trans Tasman Technical Challenge was part of Hino Australia’s 2018 National Skills Contest programme.

The challenge saw Heidi, who won the inaugural New Zealand Hino Skills Competition, and Hino Australia’s winner Asa Pearson, compete against each other simultaneously, and against the clock, with just 30 minutes to find four faults on the new GH1A wide cab Hino. Each fault had a time limit, which once lapsed, was closed, forcing the competitors to move on to the next fault.

Heidi and Asa were so evenly matched that the competition ended in a draw – something Heidi had not been expecting.

“No, not at all. We drew, and they dragged it out like an American Idol episode! They had us standing on stage while they went through everything, and then they said, ‘Asa Pearson, out of a possible 27 points, scored 14 points … and Heidi Inkster ... also scored 14 points’. I was stoked, because that meant we both got to go to the car racing on the Gold Coast as our prize.”

Heidi was initially to compete against 2017’s Australian winner but as he was unavailable, Asa, the 2016 winner, was called in.

“I’m not sure how long Asa has been working there but he is obviously good at what he does, and experienced. The Australians have a lot more experience with the new model Hino; they have a lot more of them and they’ve had them for longer so they’re more familiar with them. In New Zealand we had one and it was brand new; we’ve never actually had to pull it apart.”

During the final in Australia Heidi and Asa wore Go Pro cameras and had to compete in front of a crowd.

“I was familiar with the truck because I’d read a lot about it and I knew how a lot of the systems worked, but I’d never had to actually pull one apart in a hurry, so that was new.

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New Zealand Trucking

January 2019

“We had a lot shorter timeframe too, only half an hour, and there were four faults on the truck. You had five minutes for the first and if you hadn’t sorted it out within the five minutes you had to move on to the next fault. So it was incredibly fast paced, and there was no time to really think about anything. It was very, very stressful.”

Heidi had qualified for the Trans Tasman Challenge by winning the New Zealand Hino Skills Competition earlier in August. A total of 28 Hino technicians signed up for the competition, and Heidi was the only female.

“I guess I didn’t really think about that,” she laughs. “I was just determined from the start to do my best and it kind of panned out really well I guess.”

The first part of the competition involved four online modules, each with 20 questions.

“You had about two weeks to find all the answers,” said Heidi. “But it was quite complicated stuff; you had to pore through work manuals to find all the answers.”

Heidi was number one in the modules and competed against Chito Dimaculangan from Truck Stops Mt Wellington in a practical test in the final. Both were given two hours to find and fix three faults on the GH1A. “The first fault was an AdBlue system fault, so you had to go on the laptop, look up the fault, then find the process for fixing the fault in the work manual. And once you’ve done that fault you are on to the next one,” said Heidi. “The second fault was an ABS fault, and then for the third they had a test engine on a stand and we had to do a top tune on that.”

Heidi says Chito is a bit of a Hino guru – he told her he looks at wiring diagrams for fun.

“We went out the night before the competition and when I was talking to him he was going on about all these weird wiring faults he’s come across. I was thinking, ‘I’m done for, this guy’s got it!’ But I don’t know, I somehow managed to fluke it.”

Heidi joined Truck Stops in Wellington in May 2013 and completed her apprenticeship in March 2016.

“I didn’t come from a trucking background or have any connections to the industry, I just wanted to do something new,” she said. “My car broke down and I was like, ‘it would be good to be able to fix this myself ’. Then I got into diesel because I found out it paid more!”

Heidi said she hasn’t experienced any discrimination being a female in a male dominated industry.

“I haven’t had any harassment or anything. When I first started I was rubbish – just like all apprentices are when they start. So there may have been a little bit of hesitation, but I

WWW.GOCLEAR.CO.NZ

A job that might be grimy at times but Heidi loves it, and wouldn’t hesitate in recommending the technician’s world.

The modern workshop is about systematic processes to eliminate the fault. There’s too much information

don’t think it was because I was a female, it was because I was a crappy apprentice who didn’t know anything!”

Truck Stops Wellington branch manager Chris Groves said everyone was thrilled when Heidi won the New Zealand Hino Skills Competition, especially when she topped that with a draw against Australia’s best in the Trans Tasman Challenge.

“I have been here just on two years and I am very proud of where Heidi has got in the short time I’ve been here,” said Chris. “Right at the very beginning she had a great attitude, and once she got on board with it she was very passionate about it.

“I thought she had a good chance in the Trans Tasman Challenge and it ended in a draw. Her results have inspired the other technicians here to enter the competition – I’ve already had four come to me saying they want to do it next year.”

Chris confides that in the middle of all her competing, Heidi was also planning her own wedding – now that’s multitasking!

Heidi holds a class 5 DG driver’s licence, saying it comes in handy when a truck needs to be taken for a test drive or vehicles need collecting for servicing. She also has her

nowadays to retain all that’s needed.

New Zealand Trucking

January 2019

55

P HOT O: HI NO NZ

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Certificate of Fitness ticket.

There are many things about her job that Heidi enjoys, particularly the variety, saying that she’ll be out driving one minute and fixing a complicated electrical fault the next.

“It’s good, I really like the variety of it. Fixing a fault is all about the processes. They want you to follow the process – they don’t expect you to know everything, they know it’s not possible – but they want you to follow the processes. If it’s an electrical fault, you connect up the laptop, you see what the fault is, you check basic things like battery voltage, and then you move on to the diagnostic flow process and just follow that.

But sometimes you still have to call the guys on the help desk and go ‘umm... I’m not really sure Heidi competing in the Trans Tasman challenge, head camera about this’.” in place. The pressure was intense.

Heidi said part of her motivation for entering the competition was so she could one day move who can come and help you – it’s like the ultimate call out.” into training.

When asked what advice she would give to women “I know one of Sime Darby or Truck Stops trainers did a considering a career in the transport industry in a role like hers, similar thing with the Volvo Vista competition. He got himself she said to just go for it. recognised by doing well at that and moved into training from “It’s not as bad as you think!” she laughs. “I think a lot of there, so I’m trying to mirror that, only using Hino.” women wouldn’t get into it just because it’s a dirty, grimy job In her limited spare time Heidi enjoys mountain biking, – and it is, it’s the filthiest job in the country – but I love it. running and cooking – she is a vegan – and said she harbours a If you don’t want to get your fingernails dirty then it’s not for yearning to visit Antarctica. you, but it’s a lot of fun.”

“No one ever goes there, so that’s why I want to go. Plus you Heidi heads to Hino Japan to attend an awards ceremony in kind of have to sort stuff out by yourself because there is no one May 2019. 

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Nelson Truck Show

Story and photos by Craig McCauley

The combination of good weather, a well-presented array of trucks and plenty of visitors made the Nelson show a resounding success.

I

n excess of 1800 people came through the gates of the Richmond Park showgrounds in November for Nelson’s Truck Show, organised as a fundraising event by the Stoke School PTA. This year’s event attracted 72 trucks from across the province, along with the usual food vendors and children’s entertainment. A new market stall section was added, which featured a range of arts, crafts and produce for sale.

Nelson’s show has two awards categories, the TMC Trailers People’s Choice title and the Patchell Group of Companies Drivers’ Choice award.

Geoff Webby’s 6V53 GM powered International F1800D Loadstar drew the attention of many as it entered the Richmond Park showgrounds. It won the Drivers’ Choice award.

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The People’s Choice award was taken away by Steven ‘Gilly’ Gilmour in the Waimea Heavy Haulage Ltd Kenworth T909. The unit made for a spectacular sight towing its two rows of eight load divider and three rows of eight low loader, with a Caterpillar D9T bulldozer of local contractor Taylors Contracting Co Ltd on board. The combination grossed

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People’s Choice award winner was Waimea Heavy Haulage Ltd’s striking Kenworth T909.

around 85 tonnes and had a steady stream of onlookers both young and old.

The Drivers’ Choice was won by Geoff Webby with his superbly restored International F1800D Loadstar.

Show convenor Mel Edwards remarked she thought it was great to see so many wins. “The school benefits, the truck

drivers get together, and it’s pretty cool to see people of all ages and both genders getting to have a close-up look at the trucks.”

A total of $8500 was raised, and Mel wished to thank all the operators and drivers who took the time to attend, and confirmed the popular event will return again in 2019.  More photos overleaf ➤

Left: No show in the top of the south would

Below: One of

be complete without some representation

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from the TNL Freighting fleet. Darien

500 series wide-

MacLean drives this Western Star 4884FX

cab Hino’s flies

seen carrying one of its ancestors from

the good flag.

days gone by.

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Local carrier Solly’s Freight 1978 Ltd is looking increasingly star-struck of late.

Sam Kingsbury in his Mercedes-Benz 2653LS Actros leaves Richmond Park at the end of another successful Nelson Truck Show.

Local operator Harte Transport Ltd’s impeccably presented Scania and Mitsubishi.

Right: A number of industry suppliers had trade stands advertising their wares. The Commercial Vehicle Centre tent had a steady flow of people through it all day.

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INTERNATIONAL TRUCK STOP

Ford takes it to the Max! Story by Will Shiers Photos: Ford Trucks

The new Ford F-Max long haul truck is so good that it’s just been crowned International Truck of the Year 2018. Will Shiers explains why.

“V

olvo and Scania have had an illegitimate lovechild”, “It looks like my garden shed”, and “Is that really the best they can come up with?” were typical reactions to the first photos of the new Ford F-Max on my Twitter and Instagram feeds. But then that doesn’t really surprise me, as everyone on social media is a truck design guru. Take any of these keyboard warriors to the Turkish capital, Istanbul, and put them in front of Ford Otosan’s design team, and I suspect they’d have very different opinions about the truck’s appearance.

Personally, I rather like the look of the new International Truck of the Year (IToY ); after all, looking like a Volvo or a Scania is no bad thing. It certainly works for Volvo and Scania.

No, for me the only real disappointment is the name. Like some other IToY jury members I’d been trying to persuade the senior management at Ford to resurrect the Transcontinental name. But instead, Ford decided to name it after the legendary F Series pickup truck range, combined with the car division’s preference for putting the word Max after every letter in their vocabulary. Oh well, it’s certainly better than Big Boy, which was the codename used internally for the past few years.

I once made myself unpopular with Ford Trucks’ senior

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management team after describing its Cargo (see sidebar) as having a face that only a mother could love! Personally, I think it’s a perfectly fair assessment of its ungainly appearance.

But the F-Max is different. The F-Max looks like a proper European truck.

The all-new steel cab, which has high levels of crash protection thanks to integral 360-degree reinforced hoops in the A- and B-pillar locations, is initially only available as a 2500mm-wide high-roof sleeper. But Ford says a 2300mm-wide version will follow, along with lower roof heights and day cab variants. All will have the current flat floor.

It’s a well known fact that the only thing Ford made with the Transcontinental was the profit – everything else was bought in. Well, it’s a very different story with the F-Max. In addition to designing and building the cab from scratch, the engine is all Ford’s doing too.

The truck is powered by a new Euro 6 step D compliant 373kW (500hp) version of the Cargo’s Ecotorq 12.7-litre, 6-cylinder engine, which generates 2500Nm (1850lb/ft) of torque from 1000rpm to 1500rpm. While 500 horses are going to be welcomed by Turkey’s long haul drivers, those based in some of the other 41 countries Ford plans to export the F-Max to may not be quite so enthusiastic. But Ford reckons the Ecotorq has more to give, so watch this space.

One of the few bought-in components is a 12-speed ZF TraXon transmission, as favoured by MAN and DAF. It is of course a fantastic gearbox, with lightning-quick changes, but Ford reckons there’s better to come. A senior technician tells me it will be replacing TraXon with its own superior two-pedal transmission within a year. The rear axle, with its range of ratios, is Ford’s own too.

WWW.GOCLEAR.CO.NZ This month we welcome Will Shiers, who takes over from Brian Weatherley as one of our regular European correspondents. Will is the editor of Commercial Motor, the UK’s best-selling weekly truck magazine since 1906. He gained his HGV licence aged 21, and has been driving and writing about trucks ever since. Will is also the UK jury member for the International Truck of the Year award.

Other than name it’s not a direct descendant of the English-built Cargo of the 80s and 90s. Beauty’s a personal thing.

Ford Cargo

Don’t let the looks fool you, the F-Max is very much its own truck.

I think it’s fair to say that the Ford Cargo 1848T hit every branch on the way down after falling out of the ugly tree.

But on the positive side, I guess it is at least distinctive, and in this day and age that’s not a bad thing.

The truck, which up until the arrival of the F-Max was Ford’s long-distance offering, remains in production, but will now be aimed squarely at regional distribution.

Contrary to popular opinion, the only thing this truck shares with the English-built Cargo of the 1980s and 1990s is its name. The cab is entirely new.

The dash is clean, clear, and easy. Storage is ample with plenty of overhead up front and neat aircraft-style lockers aft. An easy truck to spend a week away in, as long as you’re careful not to arse-up on the slippery floor.

Inside story

You climb four well-spaced steps to get into the F-Max cab, and what greets you is a thoroughly modern and respectable interior. OK, it’s not as stylish as the new Mercedes-Benz Actros, but it certainly stands up to much of the competition.

Moving around the cab is easy enough, thanks to the uncluttered flat floor. That said, the pre-production example I experienced had an incredibly slippery floor, and I did well not to end up on my backside.

The driver’s seat is locally made, and of a high specification.

It’s heated, and has four separate lumbar and bolster adjustments, and integral seatbelts too.

The wrap-around dashboard is pleasant enough, and with its pastel blue needles, is unmistakably Ford. But, contrary to popular opinion on social media, it isn’t “taken straight out of a Transit”. Between the two main dials is an 8” colour display, which is configurable, and gives the driver plenty of information on the truck’s current status. There is also a neat

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P HOT O: WI L L S HI E R S

7.2” touchscreen located in the centre of the dashboard, home of the Ford Sync infotainment system. It includes Apple and Android connectivity, truck specific navigation, mobile phone, and a variety of apps. Ford has made decent use of the cab’s space, providing more than enough storage for a week away.

The lockers above the windscreen are great, but what I really like are the aircraft-style drop-down bins at the rear. There are a couple of handy A4-sized drawers low down in the dashboard, and some rubber trays.

Having spent some time driving the current Ford Cargo 1848T, which is definitely on the budget end of the spectrum, I must say that I’m really impressed with the overall fit and finish of the F-Max’s interior. That said, this early preproduction model did have a few untidy gaps, which I’m promised won’t exist in the real world.

On the road

I’m a little disappointed that Ford has chosen not to fit an electronic handbrake, which are all the rage these days, choosing instead to “listen to the local drivers”, who prefer a manual one. That said, an electronic version will be available next year. So, having disengaged the handbrake, and selected D from the simple gear controls on a right-hand stalk, away you go.

The first thing you notice is the long-travel accelerator pedal, which is supposed to enhance driver control. In terms of safety, there are more three-letter acronyms than you can shake a kebab skewer at, including ACC (adaptive cruise control) and PCC (predictive cruise control). Both are controlled from the steering wheel, so you don’t have to take your hands off the wheel or your eyes off the road to engage and operate them.

The steering is firmer than in some rivals, but that’s no bad thing. It doesn’t have any of the vagueness I’ve previously experienced in the Cargo, and dare I say it feels rather sporty?

I think the F-Max has got brakes, but I couldn’t swear by it, because I certainly didn’t use them. That’s how good the optional Intarder is. It has five positions of operation and a maximum combined retardation of 1000kW. Playing with an Intarder is always a huge novelty for me, as so few UK trucks are specified with anything other than an engine brake.

It is difficult to fault either the truck’s ride or handling, and it certainly coped with the worst of Turkey’s roads with a great deal of poise. I was impressed with the minimal cab roll too, a consequence of the most widely spaced cab mounts in the sector. Ford reckons it’s got class-leading torsional rigidity, and I’m certainly not going to disagree.

I’ve long since been a fan of the Ecotorq engine, and this 500hp version is great. The F-Max romped up the hills around Istanbul at 40 tonnes GVW, leaving the drivers of locally built

Ford Otosan The F-Max is built by Ford Otosan, a publicly traded company, where Ford Motor Company and Koc Holding have equal shares. Established in 1959, today the company employs more than 11,000 people, and in 2017 built 440,000 commercial vehicles (including Ford’s van range) and 75,000 engines.

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The new BMC Tugra. A Gillette Fusion razor blade or Venetian blinds on wheels. You decide.

BMC Tugra Ford wasn’t the only domestic truck maker to launch a new vehicle at September’s IAA CV Show in Hannover, Germany.

The BMC Tugra [which means a personal sign of the sultan in the Ottoman Empire], which features a Cummins/ZF/Meritor driveline, certainly attracted some attention at its launch. Am I the only one who thinks it looks remarkably like a Gillette Fusion razor blade?

Mercedes-Benz Axors rather red-faced. As for those poor sods piloting the ubiquitous BMC ‘Tonka trucks’, which crawl up most hills at little more than walking pace, they see nothing but taillights.

Ford has taken the current down-speeding fashion to heart, pulling down to just below 800rpm in 12th gear, not far above the tick-over speed of 550rpm. I can’t vouch for Ford’s claims of class-leading fuel economy, but I certainly wouldn’t be surprised if it’s true.

Conclusion

Ford sees itself as a true rival to the seven sisters [DAF, IVECO, MAN, Mercedes-Benz, Renault, Scania and Volvo].

In fact, it has set its sights on 41 of the markets where they compete, including most of Eastern and Central Europe. And that’s not all. By 2020 it has ambitious plans to expand into Western Europe too. But, unfortunately there’s no timetable for engineering a right-hand-drive version, which is a shame, because I reckon they might just sell well here in Blighty.

In fact, if I were Ford, when the time comes I think I’d be knocking on the doors of the UK’s Iveco dealers and asking if they’d like to take on the franchise. British truck buyers still associate the two marques [Iveco purchased Ford off Europe’s truck-making division in 1986]. And with the Stralis currently having a miserly 1% market share here, the dealers could definitely do with some heavy trucks to sell. But for the time being the only ones I’m likely to see at home will be foreignregistered. And I’m afraid you Kiwis will be waiting even longer, if not indefinitely. 

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AUSSIE ANGLES

Ahead of the game PART 1

Story and photos

by Howard Shanks

New emission regulations may be just around the corner, but Cummins and Kenworth are certainly getting ahead of the game with real world testing of their Euro 6 engines and models. Howard Shanks joined the Kenworth Safety Truck tour to experience the new high torque output of the Hummin’ Cummins under the hood of a T610 firsthand.

The modern truck lets the driver know just how well he’s done.

I

climbed into the cabin of the blue T610, adjusted the ISRI seat, mirrors and steering wheel. I turned the key, the instrument lights all lit up, and a series of clicking sounds from behind the dash signalled the T610 was cycling through its own pre-start system check, then the Cummins X15 fired into life. I tapped the cruise control switch located on the right-hand steering wheel spoke to engage fast idle, then turned on the pre-check light switch.

This pre-check light switch is a terrific tool as it cycles through all the truck’s external lights to enable drivers to thoroughly conduct their pre-trip light inspection quickly and effortlessly. It even activates the brake lights.

By the time I returned to the cab, both the needles in the air gauges indicated the system was fully charged.

I scrolled through the driver information display menu to reset the driver score for the trip south to Hobart. Finally, I released the park brake, slipped the Cobra shift lever into drive, eased on the accelerator, and the T610 with its Freighter Tautliner slowly wound its way through the dealership gate on to Westbury Road.

Out on the dual lane section of the Midland Highway

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heading to Perth (yes, there is a Perth in Tasmania) I set the cruise control to 98kph and after only a few kilometres experienced my first coasting event, which covered almost one kilometre. Impressive! If you’re not familiar with how the Cummins X15 and Eaton UltraShift work together, it’s worth reading my article on Cummins ADEPT system. Basically, what happens is when the truck is on a downhill grade of up to four percent, the internal electronic witchcraft in the X15 and UltraShift utilise the natural forces of the weight of the truck and downhill descent to save fuel. This is achieved by the transmission slipping the front section of the box into neutral and the engine dropping its rpm back to idle. When the truck slows or speeds up past the set speed parameters, the

WWW.GOCLEAR.CO.NZ The T610 Safety Truck performed as you’d expect in all areas except fuel consumption, where the outcome was numbers in the high two kilometre per litre bracket. Most impressive.

transmission re-engages the gear and the engine revs return to the set cruising speed.

So fewer than 20 kilometres into my journey I had saved a couple of kilometres in fuel burn.

Rolling into Perth I eased off the throttle as the 80kph ahead sign loomed in the windscreen, and by the time I reached the sign the truck had washed off enough speed without any brake application. The Cobra shift lever was still in drive mode, so I tapped the down shift button twice to prompt a down change as I rolled into the 60kph zone and the UltraShift did a nice quick two-gear skip shift.

BY THE TIME I’d made it to the roadworks near Symmons Plains Raceway not far out of Perth, I’d experienced several more coasting events. Before leaving CJD Equipment back in Launceston the Kenworth driver trainer had advised me to try the ADEPT out at low speeds through the towns, and even suggested there would be a high possibly of achieving some coasting events through the long stretches of roadworks on the Midland Highway.

There is no time like the present. I tapped the minus button on the right spoke of the Smart Wheel and lowered the cruise speed to 58kph. The speed limit through the roadworks is 60kph and I needed to allow a 2kph gap for the coasting event to operate without going into an over-speed event. Sure enough, on a slight downhill grade the green ‘N’ appeared in the gear display and the engine revs dropped to 600rpm.

WOW, how cool is this?

The total journey from CJD Equipment’s Launceston

dealership to their Hobart dealership is 190 kilometres and the smarts in the Kenworth T610 had allowed me to coast for 34 of those kilometres.

But the efficiency didn’t just end with Cummins’ SmartCoast and SmartTorque2 features. This Kenworth T610 – dubbed the ‘Safety Truck’ – was running the new Euro 6 Cummins X15, which takes advantage of what the engineers are calling downspeeding.

Essentially downspeeding is running much higher torque engines than we’re used to seeing with taller rear axle ratios to take advantage of lower rpm at cruise speeds to further maximise fuel economy.

At this stage, there are two engine families in Cummins’ Euro 6 development programme. The X1 is labelled the ‘Efficiency Series’ with power ratings up to 410kW (550hp) 2779Nm (2050Ib/ft) when matched with AMT transmissions only and optimised for downspeeding. Conversely the X3 is known as the ‘Performance Series’ with ratings above 448kW (600hp)/2779Nm (2050lb/ft) and can be coupled to either the AMT or manual transmissions for vocational applications such as road train, heavy haulage or customer preference for traditional powertrains.

Importantly Cummins say there is no EGR planned for the new Euro 6 engines and they are comfortably meeting the emission requirements with the aid of a wastegated turbocharger and slight increase in the AdBlue dose.

In order to transmit the increased torque from the transmission to the rear axles, Dana have introduced a compact series tail shaft called the ‘Super Duty 300’, or SD300 for

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short. The SD300 can handle torque loads up to 29,964Nm (22,100lb/ft), a significant step up from the industry standard SPL250 which has maximum torque load of 24,947Nm (18,400 lb/ft).

Dana say the compact design provides a small swing diameter, allowing for improved in-chassis packaging.

Under the hood of the T610 Safety Truck is the Cummins X15 engine in the X1 Euro 6 spec rated at 410kW (550hp) and 2779Nm (2050lb/ft) torque. Transmission is the Eaton UltraShift PLUS FO-22E318B-MXP 18-speed. As stated earlier, power is transmitted through Dana’s latest SD300 driveline to Dana 46-170 rear axles with a 3.73:1 ratio. This means that the engine is running at 1411rpm when cruising at 100kph.

The T610 is cruising right in the sweet spot. In fact, the big-hearted Cummins is making over 2440Nm (1800lb/ft) torque at 1000rpm, and ramps it up to 2779Nm (2050lb/ft) at 1250rpm right through to 1550rpm with the torque falling to 2508Nm (1850lb/ft) at 1800rpm. What all those numbers indicate is the Cummins X15 is producing significant torque all the way through its operating engine range, giving over an 800rpm range where the engine is delivering over 2440Nm (1800lb/ft) of useable torque.

Eaton had loaded a purpose-built shift file into this T610 designed to improve drivability and efficiency without compromising performance. Consequently, shifts typically occur in the engine’s maximum torque range of 1100 to 1500rpm. Meantime full throttle upshifts from 12th, 13th and 14th occur at 1575rpm and drop back to 1550rpm from 15th to 18th gear. The shift calibration in this truck is very sensitive to changes in grade and will automatically downshift on grades greater than 3.5 percent to maximise speed.

There are two scenarios for downshifts: on less than a four percent grade single downshifts occur at 1100rpm from 18th through to 16th, and when the grade increases beyond four percent the double downshifts occur at 1100rpm from 18th through to 14th.

The smarts inside the UltraShift PLUS are extremely clever.

For instance, as the transmission detects an increase in the grade percentage it uses higher revs before initiating a gear change. Meanwhile the commands from the driver on the accelerator position also influence when a gear change will take place; a high throttle position mean the transmission will initiate an up change higher in the rpm. While this is great if you’re climbing a hill, it can also work against you if you’re launching the truck hard off the mark and chasing economy.

Eaton suggest that to get the best economy and performance from the UltraShift PLUS transmission, use the power only as required, avoid sudden speed changes, and try to keep the wheels rolling when approaching intersections.

From a performance point, the T610 Safety Truck marched along the Midland Highway from the top of the state to the bottom effortlessly. The trip time from Launceston to Hobart was essentially the same as you’d expect to get from a current model, but the most significant difference was at the fuel bowser where we achieved exceptional economy in the very high two kilometres per litre. On the return leg, the economy was even better, but more on that in the second part of the T610 Safety Truck road test. 

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LIGHT COMMERCIAL TEST

Ram butts into NZ’s busy ute market Story and photos

by Jacqui Madelin

Like your utes big and brash, and you’ll have a Dodge Ram somewhere on your wish list.

But until recently you’d have had to wrestle with imports and LHD regulations or dodgy conversions. But no longer.

There’s now an official factory importer, with a dealer network importing right-hand-drive Rams rolling off a conversion line in Australia.

W

e tested a Ram 1500 Laramie, which boasts a 5.7-litre Hemi V8 under the bonnet, throwing down 291kW (390hp) and 556Nm (413lb/ ft) via an 8-speed transmission to either the rear wheels, or all four. Easy-to-reach buttons select 2WD, 4WD auto, 4WD lock, or low range.

We’re told this motor was first developed for the P-47 Thunderbolt fighter plane and M47 Patton battle tank before being used in muscle and motorsport cars, and it sounds as purposeful as you’d expect. It uses tech like variable valve timing, and active grille shutters to control air entering the engine bay to keep temperatures consistent, cut drag and

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warm up quicker from cold, but despite all that it’s hardly frugal on fuel. We’re told a New Zealand example is averaging the 12.2l/100km claim, but if so, that driver isn’t traversing the hilly country roads of our test route. Our average, gained without taking a load, a tow, or flirting with the law, returned a 16.4l/100km average over 245km of very varied roads. Add that to the driver before us, and you get a 21l/100km average over 401km. Hmm. Still, there’s one mighty advantage to this Ram’s size. Want to tow big, then this ute is for you. It’ll pull a 4500kg load, a ton ahead of other factory utes sold here, assisted by trailer sway control, ready alert braking, and on this Laramie, trailer brake control. Sway control detects trailer sway and uses the brakes to help pull it in line. Ready alert braking pre-pumps the brakes if you suddenly lift off the throttle, and shifts the pads closer to the disks when the rain-sensing wipers sense rain, to help sweep water from the surface for more effective stopping in foul conditions.

This vehicle also has slider controls to manage the electric brakes on your trailer or caravan, while the display screen in the instrument cluster will tell you what setting you’ve selected.

The Ram delivers a choice of two cab sizes – roomy, and cavernous – and two choices of tub, plus a range of options, including a choice of axle ratios.

Our test vehicle included the two RamBoxes, each 240 litres, both locked via the central locking, with one siting each side of the tray to deliver convenient storage for tools or gear you want to access fast – or to act as chilly bins for those summer outings, as they’re efficiently drained.

In theory you can take the Ram off road, where its size should tell against it. No doubt its towing and off-road

WWW.GOCLEAR.CO.NZ Left: RamBox a useful option slotted over wheel arches.

Lower left: Divider is the lightest, easiest to move that we’ve found, and very effective.

Solid American lines, but nothing to indicate scale until you get up close.

aspirations are responsible for the separate chassis set-up, but that rugged construction, its larger-than-Texas dimensions and its American persona meant we’d half expected it’d feel like a Yank caricature – too big for New Zealand, too flabby for our tighter and bumpier roads; a vehicle designed for a different country and entirely different standards.

It’s equally safe to say that by the time we returned it, we were largely converted. Yes, it’s undoubtedly big, but this Ram is impressively easy to drive, and park. You first must find a space into which it’ll fit, but given mirrors reminiscent of a truck’s, an efficient reversing camera and park warnings at the front, rear and corners, you’re left in no doubt where the edges of your vehicle sit. The engine that’s so grunty at speed is a lazily growling smoocher when it comes to slow manoeuvres.

And its ability to swallow New Zealand’s rural road lumps and bumps was impressive. Most unladen utes (our standard load wouldn’t fit with this ribbed and lockable tonneau, though that

is removable for those able to store it when not in use) bounce and jiggle – not the Ram. You feel the bigger lumps and bumps, but they are signalled, rather than slammed at you, and it even cruised over speed humps without slowing and without fuss, so compliant are the mighty suspenders.

As for room, there’s loads of it. The centre cubby separating front driver and passenger could just about seat five for dining, so it doesn’t matter that the two gloveboxes are out of reach of any driver of a normal height. As for the rear, even the gangliest teen – or work crew – could fit back there, relaxing with their heated seats, their own air vents, and with their phones plugged into the 12V socket to charge.

Specification includes heated and cooled front seats, heated rears and even a heated steering wheel for those wet or snowy winter days. The seats are wrapped in leather, the carpet is deep and thick, and the features list is as long as the load tray.

The Ram does field a few quirks – not least the fact that

Dodge RAM 1500 LARAMIE

SPECIFICATIONS

5654cc liquid-cooled V8 Hemi

Min turning radius:

Fuel tank capacity:

98 litres

Max payload:

800kg (tub)

Power:

291kW (330hp) at 5600rpm

Kerb weight:

2650kg

Torque:

556Nm (418lb/ft) at 3950rpm

Gross vehicle weight:

3450kg

Claimed fuel economy:

12.2l/100km

Cargo length:

1712mm (length at floor, tailgate closed)

Transmission:

8-speed TorqueFlite auto

Cargo width:

1295mm between wheel arches

Suspension:

Front, upper and lower A arms, coil springs, twintube shocks, stabiliser bar Rear, 5-link with track bar, coil springs, stabiliser bar, twin-tube shocks, solid axle

Cargo height:

509mm to top of wellside

Cargo capacity:

1.4 cubic metres

Engine:

Wheels/tyres:

20” alloys with 275/60R20 Hankook Dynapro HT tyres, and full-size spare

Brakes:

Front, 336x28 vented disc with 54mm 2-piston pin-slider calliper, rear, 352x22 disc with 54mm single-piston pin-slider calliper, ABS

Stability/traction control: Yes Airbags:

6

12.1m

Towing braked/unbraked: 4500kg/750kg (towbar standard) Length:

5817mm

Wheelbase:

3569mm

Width:

2017mm

Height:

1917mm

Seats:

5

Options fitted:

RamBox – a lit, lockable drainable storage locker in the side rails of the truck, tub

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Everything well laid out, and can be

Yes, the cabin’s as wide as it feels, but controls

used with gloves on.

are large, well within reach and easy to use.

gearbox selection is accessed via a large dial, easy to access even while wearing gloves – and a few unexpected bonuses. For example, given its size that tailgate is easy to lower and lift.

Perhaps the most impressive bit might be undervalued on the spec sheet, until you trial it. That load divider out back is the easiest to use we’ve ever met. Simply unfold the rear sections to pop it out of the tray liner grooves, shift – it’s light – and refold, then lock into place with a flick of the wrist, and you’re done. A 10-year-old stripling could do it as easily.

Given an official importer, buyers now get a factory backed

three-year/100,000km warranty, and parts and accessories delivered from a local warehouse, rather than taking months from overseas.

Overall, the Ram both grew, and shrank on us. Shrank, because the more you drove it, the easier it was to forget how large it was, and grew because its larger-than-life persona, compliant ride, spacious cabin, the array of handy features and the knowledge we could have towed a decent boat or a trailerload of carthorses soon endeared it to us in a way vehicles of more sensible dimensions rarely do. 

Weigh Right Programme Information for heavy vehicle drivers and operators The NZ Transport Agency’s Weigh Right Programme is installing heavy vehicle screening technology at 12 commercial vehicle safety centres (formerly weigh stations) throughout New Zealand.

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.

Recognise your heavy vehicle’s front number plate When a heavy vehicle is screened as potentially overloaded, the number plate will be displayed on an electronic sign followed by the words ‘pull in now’.

It is important that you can recognise your number plate should it be displayed on an electronic sign.

Weigh stations throughout New Zealand renamed commercial vehicle safety centres You can expect to see signage changes and references to commercial vehicle safety centres in the coming months.

They remain a place for all heavy vehicle compliance checks.

12

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

588-0119

Email weighright@nzta.govt.nz

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NATIONAL SITES DELIVERED BETWEEN 2018 AND 2020

2019/20 - Marsden, Northland 2019/20 - North Shore, Auckland 2019 - Stanley St, Auckland 2019/20 - Bombay, South Auckland 2019/20 - Tauranga Port 2019 - Paengaroa, Bay of Plenty 2019 - Taupo 2019/20 - Napier Port 2019 - Ohakea, Manawatu 2019/20 - MacKays Crossing, Kapiti Coast

2018 - Glasnevin, North Canterbury 2019 - Rakala, South Canterbury

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ROAD NOISE NEWS

RTF Conference 2018 Selected presentations PART 2 In part two we wrap up our coverage of selected presentations from last year’s annual RTF conference held at Forsyth Barr stadium in Dunedin.

Melanie Moylan, Clinical scientist in respiratory and sleep medicine

UK-trained, Moylan was one of three speakers in the fatigue and impairment session at the RTF conference 2018.

While there was widespread condemnation of drink driving, Moylan said being sleep deprived was just as dangerous. Research showed that being awake for 17 consecutive hours was equivalent to having a blood alcohol content of .05, and at 24 hours that doubled. Even moderate sleep apnoea was equivalent to a .06 blood alcohol content reading, higher than the legal limit.

“You will not put a driver behind a wheel if they have excessive alcohol in their system, so why do you put a driver who is sleep deprived or has a sleep disorder behind the wheel? The impairment is the same as allowing a drunk driver on the road.”

Moylan spoke about the difference between sleepiness and fatigue, saying sleepiness was a natural urge to sleep that can only be rectified by deep restorative sleep.

“Fatigue is actually extreme tiredness, and this can occur through mental and physical activity, and also illness. With fatigue and tiredness, where you have physical exhaustion, if you’re allowed to go to sleep, you don’t tend to take that nap.”

Moylan said the transport industry talked about fatigue management, but that was to do with managing sleepiness, not fatigue.

“It’s very important to understand when we talk about fatigue management, we’re actually looking at mitigating that urge to sleep. One of the things we have absolutely no control over is sleepiness.”

Most adults require between seven and nine hours sleep a night, and if they only get four, they become sleep deprived.

Changing bedtimes can also lead to sleep debt.

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Moylan said it was very important that a good fatigue management plan was in place that looked at drivers’ hours, shift patterns, breaks, and holidays.

“I am also begging people to look at clinical screening. Sleep apnoea and these medical conditions are insidious and come on over a period of time. It’s frequently not them who notices the problem; it’s their partner who complains they’re snoring.

Snoring is a major sign of having sleep apnoea.”

To illustrate the dangers of being sleep deprived, Moylan talked about two fatal crashes in the UK, the Selby train crash in 2001 that killed 10, and the M62 motorway crash in 2006 that killed one. Both had been caused by drivers falling asleep at the wheel. The first driver had not slept in 24 hours and drove his car and trailer off the road, landing on a train line

Melanie Moylan speaking of the dangers inherent in driving while sleep deprived.

and causing two derailments. In the second, a truck driver fell asleep at the wheel, hitting a line of stationary vehicles.

“The truck driver had slept for eight hours the night before.

He’d seen his GP the month before, complaining of tiredness, and been tested for diabetes and told he was okay. He had undiagnosed obstructive sleep apnoea. He now lives with the consequence that he killed somebody in his truck, and he’d actually tried to seek medical help.”

WWW.GOCLEAR.CO.NZ Hon Phil Twyford Minister Housing and Urban Development, and Transport

“Your industry is in great shape. This is a tribute to the hard work you put in, and the support you give to growing prosperity across New Zealand.”

The final speaker at the RTF conference 2018 was Transport Minister Phil Twyford.

Aside from the fact 11 months had passed, the address was largely interchangeable with the one he gave two weeks into his job at the conference in 2017. There were lots of ‘going tos’, lofty intentions, honourable motives, and grand plans, but little in the way of runs on the board. In fact, at the time of the conference he hadn’t even received the alternative plan to Auckland’s East West Link.

The crux of the talk was divided into three silos: vision, mode neutrality, and safety. On the vision topic he spoke of a multimodal society where communities and enterprise can thrive, and businesses have the right to choose whatever way their freight is best moved in terms of cost, efficiency, and the environment. He said transport must be accessible, affordable, and safe. He then presented stats on increased expenditure on local and regional road improvements – up 42% and 96% respectively, and state highway and local road maintenance – up 18% and 17% respectively; reminding us increased investment meant increased tax.

Silo two, mode neutrality. We think one of the areas the new government may be having trouble with right at the moment is the realisation over the last year that trucks are tough to beat. There are all sorts of investigations into rail and coastal shipping options going on, and he said that they [government] believe rail and coastal shipping should be deployed carrying high volume, high weight, low value, non time-dependent, commodity type product. He then summarised the NZTA board’s key road arterials being updated and upgraded – Mt Messenger, Manawatu Gorge, Waikato Expressway, Puhoi to Warkworth, Transmission Gully, and Christchurch motorway.

He did have a poke at the previous administration’s investment in RONS (Roads of National Significance), alluding to all that money spent and only 4% of the country’s total journeys undertaken on them. He thought the money would be better spent accessing ports and airports and DCs. Silo three, safety, a system free of death and serious injury.

Obviously, a big topic for him, and one they’re always well protected from challenge on. The government is spending $800m on safety improvements all around the network [read rails, cat’s eyes, and cones, not surfaces or foundations] and he said rumble strips alone statistically save 160 lives a year.

He lamented the increasing death and injury toll on the roads

Phil Twyford.

and highlighted the fact that accidents involving truck drivers are increasing proportionately. He intimated the likelihood of a Vision Zero type policy aligned to the likes of Sweden was possible, but gave no indication the underlying causes may be addressed also.

His closing comments touched upon a number of things, the main two being funding of the transport system, and technology. He said, “a change in investment policy will require strong leadership” and cited the Intermodal Transport Safety Group as a good example of industry taking strong leadership on the issues of the day.

He talked about KiwiRail’s newly bestowed eligibility to tap into the NLTF in order to help operations, and said spending on commuter rail and other public transport infrastructures (busways, cycleways and walkways) in order to free up roads was a target area. An EY report has placed $1.3bn (we guess p.a.) economic benefit to Auckland and Wellington if we can free up the congestion.

On technology he said, “We should not think of technology as some sort of white knight who is just going to ride in and solve all of our problems”. He said we need to decide what we want our economy and community to look like and then deploy it to effect the outcome. Sadly, he was excited about technology’s ability to address deeper societal issues that no one wants to face on account of offending 33% of the nation.

But he did infer that the time is rapidly approaching when technology will be used to manage driving hours, and transport pricing. That was music to our ears.

“Moving to a mode neutral, low carbon transport system is an immense challenge, but it’s also a huge opportunity. Rising to these challenges starts here and now and it starts with us.” 

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BUSINESS UPDATE

New Year, new era at the South Island’s Tyre General Iconic South Island Commercial Tyre Company changes to VIPAL as their commercial retread supplier.

A

s the sun rises on a new year there’s a significant change afoot in the South Island’s commercial retread tyre market. Neumann’s Tyre Group, incorporating Tyre General, is a family owned business whose roots go back 72 years to 1946. Theirs is a captivating story founded in a ‘service first’ ethos instilled in the company by founder Len Neumann. What company today would send staff out on bikes to collect tyres for repair? That’s what Len Neumann did during post-war fuel rationing.

Today, Len’s sons Ian and Alan, along with business partner Jim Black, oversee the operation of their own retread factory Tyre Retreaders, whilst the day to day running of their Tyre General outlets falls under general manager Patrick Gilchrist.

The size of the business has certainly changed over the years

but it still passionately adheres to that original ‘service first’ mantra.

With New Zealand’s retread commercial tyre supply landscape continually undergoing significant changes, the company began investigating alternatives to their existing brand. They commenced dialogue with Dave Leicester and his team at Power Retreads concerning the VIPAL retread product.

“We’ve undertaken two years of solid testing of the VIPAL retread product. Even in New Zealand the South Island has markedly different tread requirements from the North.

Temperature extremes and road surfaces are quite different, placing unique demands on product,” said Patrick. “In all field trials the VIPAL retreads demonstrated superior performance across all applications in comparison with existing products.”

“We’ve not taken the decision to change lightly; the tyre market is becoming increasingly competitive all the time. Like Power Retreads, we’re passionate believers in retreading, from both a performance and environmental standpoint. When tyres are properly maintained the user can expect exceptional performance. We see a very small return rate on well cared for tyres as it is, and any manufacturing process that has a high

VIPAL Rubber – a global giant Brazil’s VIPAL Rubber is a global giant in the world of cold cure tyre retreading and tyre repair.

With three retreading plants plus a research and technology centre in Brazil, the company is constantly improving its already market leading portfolio of products and processes. VIPAL Rubber meets ISO 9001:2008, and for more than 10 years has held the Product Performance Check Certificate (Inmetro/IBFQ) for its treads and cushion gum.

VIPAL Rubber operates in 90 countries across all continents and employs more than 3000 people worldwide. The company places a strong emphasis on environmental and social responsibilities, both domestically and internationally.

The VIPAL Duo buff machine installed into the Tyre Retreaders plant is the only one of its kind in the Southern Hemisphere and as high tech as it comes.

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reuse component has to be good for the planet.”

Rebranding has already happened at Tyre Retreaders, the Neumann’s / Black retreading plant located in Christchurch.

Not only is the rubber new, Tyre Retreaders has also invested in new state of the art equipment including a buffing machine that’s the only one of its kind in Australasia.

With VIPAL retreads now being manufactured in the South Island it’s a great opportunity for southern transport companies to access and experience the same advantages and that have long been enjoyed by their northern counterparts.

“It’s a great opportunity for us to expand operations into the South Island and provide South Island operators with VIPAL brand retreads,” said Power Retreads director Dave Leicester.

“We’ve invested in new equipment for the Tyre Retreaders Christchurch factory, including a buffing machine that’s the only one of its kind in Australasia. These are two family owned Kiwi businesses delivering exceptional product and service to the road transport industry. We’re very excited.” 

NZT097

WWW.GOCLEAR.CO.NZ

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TECH TOPICS 20 minutes a week can save thousands of dollars a year.

Greasy solutions

By Howard Shanks

Howard Shanks has been our Aussie Angles contributor for 21 years and has more than 35 years’ experience in the transport industry. A grounding as a qualified fitter, machine operator and truck driver has given him the experience to become a leading technical transport journalist. His working knowledge of the industry and mechanical components have seen demand for his services as a technical advisor and driver trainer increase in recent years. This month we’re launching a regular Tech Topics feature and we’re pleased to tap into Howard’s vast technical and training resources. Please enjoy and feel free to write to techtopics@nztrucking.com if you’d like us explore a tech topic for you.

N

o doubt you’ll agree that greasing a truck is not one of the more pleasant tasks associated with operating a truck. It is, nonetheless, one that needs doing and doing well.

To grasp the importance of accurate greasing procedures, look through a priced parts advertisement. An 1800 series universal joint that’s not greased properly may only last 15,000 to 20,000 kilometres. A genuine Spicer universal joint costs around AU$140; a non-genuine one around AU$90. Now add to that the cost of downtime, with labour at AU$120 per hour in most workshops – all an unnecessary expense considering unis should last a couple of years rather than months. That’s around AU$250 off your bottom line for that month.

What about the suspension pins and bushes? They’re even more expensive to replace. If the unis aren’t being greased properly, it’s a safe bet the rest of the truck isn’t either. All of a

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sudden we’re up for well over two grand in unnecessary repairs!

Starting to get the picture?

Careful and regular greasing procedures not only maximise component service life, they also provide the opportunity to inspect for potential problems.

I have two grease guns, one to live in the truck and one for the workshop. From an early age we’re taught that lubricant must be kept free from dirt and dust. I wrap my grease guns in clean rags and store them in a clean environment for this reason.

If dirt and dust finds its way inside the gun, it won’t bleed properly or the trigger mechanism will seize up.

The message is a simple one. Keep your grease gun clean and store it in a clean environment. It is, after all, an expensive piece of precision equipment used to perform a very important task.

Facts about grease

Big thanks to our friends at Castrol for the following info.

Possibly the best way to describe grease is to consider it as a sponge full of oil. The sponge is the base or thickener that holds the oil and additives in place, giving it the basic properties it requires, such as its melting point or resistance to water contamination.

The lubrication properties of grease usually come from a mineral oil because of their lower price when compared with synthetic oils and their easy availability in a wide range of viscosities. Synthetic oils are, however, increasing their popularity, especially where high or extreme operating temperatures might compromise the performance of a mineral oil.

The base of grease is the thickener used to produce the grease structure. There is a wide range of materials used and

WWW.GOCLEAR.CO.NZ Untended pins can become expensive very

these include metallic soaps such as calcium (lime), sodium (soda), lithium, aluminium and other metals. Added to these are the complexing agents and non-soap greases such as organoclay, bentone, polyurea, silica, carbon black, dyes and organic polymers.

The final makeup of the grease includes oxidation inhibitors, corrosion and rust inhibitors, extreme pressure agents and antiwear additives, and adhesive or tacky agents.

As a general rule, greases containing more than five percent graphite and/or molybdenum disulphide are not considered suitable for high-speed anti-friction, rolling element bearings running at above 1000rpm. It should be noted, however, that grease containing graphite should not be used on stainless steel, as it will reduce the corrosion resistance of the stainless steel.

Points to remember

Temperatures, storage conditions and pressure all combine to affect the structure and performance of grease. Grease should not be left with hollows or depressions, but smoothed over in the storage container. Pressure applied in grease guns and other lubrication equipment should be released immediately after use.

Avoid the danger of incompatibility when applying new grease to a bearing containing unknown grease. This can lead to excessive softening and leakage of grease from the bearing.

quickly.

It is best to remove as much of the existing grease from the system as is possible.

Many factors have an effect on greasing service intervals and these include the manner of driving, wheel balance and different road surfaces, in addition to the recommended service intervals. This can be demonstrated by the more frequent failure of the nearside wheel bearing due to camber influences and kerb scuffing when compared with the offside wheel bearing.

The moral of the story is that spending about 20 minutes each week putting a couple of pumps of grease in each nipple around your truck and trailer will save you countless hours of downtime and add to your bottom line. ď&#x201A;¨

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FUEL FOR THOUGHT

Tracking fuel use

By Russell Walsh Images sourced from the Energy Efficiency Conservation Authority (EECA)

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

T

such as seasonal variations will cause high and low points. If your performance changes dramatically, find out why, but don’t overreact. Look for overall trends, up or down.

o know if any of the actions you are taking to reduce Get data electronically fuel use are working, you need to have in place an Try and get as much data electronically, direct from its source if effective monitoring programme to track the fuel possible. Placing too much reliance on humans to consistently you are using. It is easy to work out fuel use for record accurate information will most likely result in erroneous kilometres travelled; the standard measurement is litres used data and misinterpretation. for every 100 kilometres travelled: L/100km in its abbreviated form. There are many variables that influence this calculation, and L/100km on its own may not give you all the information that you really need. Influencing factors include road condition, traffic, weather, and the load carried. A far better method is to measure the energy intensity (fuel used) in relation to the amount or volume of freight you move. This may be by weight, cubic metres or whatever measure you like; it could be revenue earned per truck.

Whatever you decide you must be able to easily get consistent and reliable data.

Fuel data should be simple to get from your fuel supplier and should be at a per vehicle level.

Freight carried, or revenue data, would come from your accounts section based upon what was billed monthly to your customers. You can add distance Although modern electronic engines can appear to travelled to the equation if you wish, but because of give you all you need, there are a lot of factors to the variable readings possible, the origin of source consider when understanding your true cost of fuel. data should be consistent. Find out what it is you’re most comfortable with in terms of accuracy i.e. traditional What can the data tell you? hubometer, electronic navigation systems, or the vehicle Essentially what you are looking for is proof that whatever odometer, and stick with it. actions you have taken to reduce your fuel use are working.

For example, if you have sent your drivers on a fuel efficiency driving course you want to make sure it was money well spent Establish the baseline and you are continuing to get the benefits of the training.

When you have decided how you intend to measure your fuel Again, the quality of your information gathering will use you must establish the baseline; what are you going to be the key to ongoing success. The initial benefits of any measure your fuel reduction activities against. All comparisons driver training are often high immediately after the training are made relative to this. If you cannot get baseline data that is completed, but can quickly fall back if drivers are not you have confidence in, consider using another measurement. continually monitored. It is not unknown for performance to drop to a level lower than before the training. If there are signs Use charts of this happening, you need to find out why and act to fix the The data you get will be a mass of numbers that will be problem. take time to examine and draw conclusions from. By using a chart, you can quickly see variations and how well you are tracking against your baseline. A chart is also ideal for quickly Watch for fuel theft identifying trends, i.e. are you getting better or worse.

With the increasing cost of fuel, you need to be on the alert for Charts that have a lot of data displayed can be just as signs of fuel theft. An extra 20 litres added to a 300-plus litre difficult to interpret as columns and rows of numbers, so keep fill can be quite difficult to pick up, but can and will quickly them simple. When looking at fuel use it is important that add up and leave you with the impression that your truck is you don’t react to negative performance too quickly, as events using more fuel for the task than it really is. 

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TRUCKERS’ HEALTH

The perfect mix – pedigree, empathy, and motivation!

With will and determination you can conquer anything.

This month we introduce Laura Peacock as our new Truckers’ Health columnist and she’s just the right person to help you create a new you in the New Year.

I

f you’ve ever had the privilege of watching me (attempt) seeing someone feeling more confident in themselves is beyond to back a car and trailer, you probably would never words – much like seeing your truck freshly polished, I would guess that I come from a three-generation-strong family imagine. of hearty, proud New Zealand truckers. Although the Over the past few years I have trained a few truckies from concept of “turn your wheel the opposite the Thames Valley region and completely way to where you want the trailer to go” understand that the last thing you feel like is completely lost on me, I have a genuine doing after an extremely long day behind appreciation and understanding of the the wheel is pumping out some sly pressskill, dedication and passion that goes into ups, burpees and chin-ups, or chucking on a being a true-blue New Zealand trucker. pair of trainers and pounding the pavement.

Although I am a personal trainer, I haven’t But hopefully each month I can help you always been a fit and healthy lass. When to find easy and (slightly) enjoyable ways I was completing my journalism degree to keep fit and active while on the road.

I fell into the void of student life, and In my time as a personal trainer at TCA lived largely off Burger King, Mi Goreng Fitness Club in Thames, I have worked Noodles, Monster Energy, and Scrumpy for with more than 500 very different people; three years. After graduating, I made the from clients with prosthetic legs and people decision to clean up my act and take better with intricate health conditions, through to care of my rig. In the process of laying ex-elite athletes. This has taught me that off the BK and making fewer trips to the one size definitely does not fit all. I look bakery, I managed to shed 25kg. Now that I forward to helping you to find different Laura comes from three have been there, done that, and bought the exercises, training generations of true-blue (smaller-sized) T-shirt, I know that looking styles, and foods that Kiwi truckers. ‘Pop’ (Wally after myself makes doing my job and living you can enjoy out on Peacock) probably prefers life a whole lot easier and more enjoyable. the road.  lorries to leg-presses!

Some people have the misconception that being fit and healthy means living on celery If you have any and strapping yourself to a treadmill. Well, I can tell you that questions about health and fitness – I still enjoy the odd burger and glass (or three) of G ‘n’ T – it’s please send me an email at all about balance. laura@tcafitnessclub.co.nz After working for a few years as a legal assistant I had an epiphany that I could help other people to feel happier, fitter Laura Peacock and healthier, just as I had done. That is where my passion Personal trainer began and I have never looked back. The satisfaction I get from TCA Fitness Club

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HEALTH AND SAFETY

Maintenance and certification

A

ll organisations use plant and equipment. relationship between multiple PCBUs (persons conducting a Safewise is primarily office-based but we have business or undertaking) and how each PCBU is responsible a few vehicles. There are also air conditioning for their actions. In the case of an organisation using a thirdunits and a printer in our office space. Obviously, party provider, e.g. mechanic, the lead PCBU would be the transport organisations have trucks and trailers, possibly hiring organisation, and they have a greater responsibility. forklifts. Civil contractors have even This responsibility includes checking more. It’s essential that organisations the training and qualifications of manage their plant and equipment the service providers’ staff. It could well. include the currency of the servicing How can Safewise This starts with purchase. Have and certification of their equipment, help? you got a checklist that identifies particularly if that equipment is We work with organisations that the operational needs of the plant brought onsite. You are entitled to ask need more health and safety and equipment? Are there special about their quality system and how knowledge, or more time, than requirements? Does it meet your they check their work standard. There they have in-house. For more minimum safety rating? In other are instances where the performance of information, check the website words, is it the right tool for the a third-party provider has contributed www.safewise.co.nz job and does it meet the safety to an incident. The investigation will requirements? include your checking of your systems Who is going to use it? These people and their systems. There is potential for may need familiarisation training; and remember, record all prosecution for both parties. The way to limit this is by having training. A pre-start checklist is important so they know what a robust health and safety system that includes good contractor to check, and you know it is being done. or service provider management.  How is fault reporting managed in your organisation?

Completing a faults section on the bottom of the prestart checklist is appropriate; ensure that this information is given to the right person for remedy.

Tracey Murphy is the owner and Planned maintenance is essential. You need a programme director of Safewise Limited, a health so that all plant and equipment is checked and serviced and safety consultancy. She has more (as required) at the appropriate intervals. It is important to than eight years’ experience working maintain a quality check on this work, whether it is undertaken with organisations from many different in-house or externally. A good place to start with external industries. Tracey holds a Diploma in Health and Safety Management and providers is checking they have membership of industry a Graduate Diploma in Occupational organisations such as MTA. It is your responsibility to ensure Safety and Health. She is a Graduate that your providers are providing a quality service.

Member of New Zealand Institute of The Health and Safety at Work Act 2015 emphasises the

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Safety Management and is the Waikato Branch Secretary. Tracey is also registered with HASANZ.

Danielle L. Beston Barrister At Law Log Book & Driving Hours Transport Specialist Work Licences Nationwide Road User Charges Contributor to New Zealand Trucking ‘Legal Lines’ Column Telephone: 64 9 379 7658 mobile: 021 326 642 danielle.beston@hobsonchambers.co.nz Referral Through Solicitor Required and Arranged

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LEGAL LINES

WorkSafe prosecutions and restorative justice

R

estorative justice has been a mandatory part of the sentencing process for cases involving victims since 2014, and it creates an opportunity for victims of an offence to put forward their views. It is at the point after a guilty plea is entered and before sentencing that restorative justice may be triggered for cases involving victims. A restorative justice report is prepared after the conclusion of a restorative justice conference and it provides information to the judge about any discussions and agreements reached between the parties. Like criminal cases involving a victim, WorkSafe prosecutions under the Health and Safety at Work Act 2015 (‘HSWA’) will automatically be referred for assessment of suitability for restorative justice where victims are involved.

Enforceable undertakings

Direct questions can be asked and views can be expressed about how things should have been handled or positive changes that could be made in the future.

In cases where a prosecution may not be appropriate, a duty-holder can be held accountable under the HSWA by making a binding agreement with WorkSafe that is called an enforceable undertaking. The undertaking will require the duty-holder to take action for the alleged breaches as an alternative to court proceedings by communicating the actions it intends to take to remedy the breach. As part of this process, making amends to a victim or victims is a benefit that attaches to enforceable undertakings. Given that it is important that the dutyholder appreciates how the incident has affected the victim, a restorative justice conference can be included as one of the enforceable undertakings to create a forum where the parties can communicate effectively. While there is no obligation on a duty-holder to participate in the restorative justice process, there is an expectation that they will strive to get a better understanding of the victim’s views, and engaging in the restorative justice process is a part of this.

The benefits of restorative justice

Restorative justice offers the unique opportunity for face-toface contact between the parties in a facilitated meeting. This can avoid miscommunications or misinterpretations that can arise when written communication is the only form of contact.

Resolving issues in this way often has the benefit of being more efficient and effective, so that neither party leaves feeling like their voice has not been heard. Direct questions can be asked and views can be expressed about how things should have been handled or positive changes that could be made in the future.

Active participation in the form of restorative justice can be extremely rewarding for victims, who are able to leave with the knowledge that they have contributed to safer workplace practices within a particular organisation.

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Given that in the context of health and safety cases responsibility for harm may lie with an organisation and there may be more than one victim, it may be necessary for multiple restorative justice conferences to take place. Furthermore, due to the fact that there may be a hierarchy of individuals who are collectively responsible for the harm, a more official public response to the harm may be required rather than a confidential restorative justice report, which is usually only disclosed to the parties and the court. It is also likely that a company or institution will be better equipped to offer financial reparation than an individual, and it is widely known that the reparation amounts awarded in HSWA cases are often substantial.

Death in the workplace

The serious nature of harm in workplace deaths means that a restorative justice report can assist the judge to learn of the actual harm to the deceased’s family and any restoration that may already have taken place. To give an example of a recent HSWA prosecution that involved restorative justice, there was a case where a garbage truck travelled off the road over a bank due to failed brakes, and although the driver survived, the second worker who was holding on to the outside of the truck was crushed and killed.

Three out of four companies entered guilty pleas and one of them agreed to pay the family of the deceased for funeral costs and for a headstone. The truck driver suffered significant emotional harm and could no longer bring himself to drive trucks. One of the companies agreed to find him alternative work in garden maintenance and he responded positively to this. The mother of the deceased raised concerns about the use of plastic rubbish bags and the associated health and safety risks of workers jumping in and out of a truck in motion. The companies agreed to take the issue on board and two years later, plastic rubbish bags are now being phased out. The issue of reparation was considered too sensitive to discuss and it was agreed by all parties to leave it for the court. 

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.

Danielle Beston

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WWW.GOCLEAR.CO.NZ SHARE THE ROAD

What’s a cyclist doing in a log truck?

Richard Barter, manager of the Cycling Action Network’s Share the Road campaign, will be contributing regularly as part of a joint commitment to continue building a common understanding and positive relationship between people who ride bicycles and those who drive trucks.

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he idea seemed good at the time, get up at 4am and ride the 8kms out to the SJ Reid Transport Ltd yard at Maungatapere in time to meet driver Bryan Collinson as he set off to pick up a load of logs from a forest off SH15 on the way to Kaikohe. What could go wrong? Well, it was dark of course, but I did have hi vis on and a very bright flashing rear light, so the dozens of log trucks heading out of Whangarei gave me plenty of room, thanks guys. The first half of the ride was uphill, there was a 35kmph headwind, and it started to rain, ok get over it, just pedal. With the help of a downhill section I made it with 10 minutes to spare.

I was impressed how the drivers at the yard were not at all fazed by a cyclist appearing out of nowhere, asking for “Bryan”. They let me put the bike in the workshop and soon my driver for the day cruised in and suggested I hopped in the car, as it was a long walk to the truck at the back of the yard.

After a thorough check of the 9800i International, Bryan hopped in the driver’s seat and we were off. I spend a day in a truck every couple of months to increase my understanding of what drivers have to deal with out on the road to help us improve our Share the Road workshops. Understandably Bryan was a little cautious about my presence; clearly I was not a truck driver. But his enthusiasm for his job soon overcame any misgivings and the stories started to

The SJ Reid Transport International 9800i driven by Bryan Collinson.

An exemplary trucking industry ambassador for Richard to ride with on his bi-monthly day out in a truck.

flow as smoothly as his truck did around the tight, winding Northland road we were travelling on.

I rarely ever cycle on the open road, although I didn’t have a choice that day. Bryan confirmed it is not a good idea, with an account of suddenly encountering a poorly lit cyclist in a pea soup fog at 5am one morning on the piece or tarseal we were travelling on. Like the professional drivers that had been looking after me earlier that morning, I was very encouraged by his ability to position the truck perfectly around the many lumps the road presented us with. Cones marking out patches of road that didn’t need fixing were as abundant as the potholes that were in need of repair. Bryan suggested that the Transport Minister should spend a day out of the office, in his truck on Northland’s ‘hammered’ roading infrastructure, to see what it is really like.

Top Skid, Ridge 5 in the Marlborough Forest was our destination. The sky was getting lighter in the east through the rain as the logs were thumped into the bolsters by the operator of the grapple digger. Once they were secured we were on our way, or so we thought. The poorly compacted road surface meant we had to get a push to get us back up the

hill. This seemed quite dramatic to me, but not a problem to Bryan as he finally got traction and we joined the everincreasing number of trucks heading to Northport.

After having dutifully completed my site induction online the night before, and being ready for any question on what to do in case… the system was down, so I had to write my name on a bit of paper at the gate. A short queue meant we were quickly in amongst the mountains of logs ready for the ship due to leave that day. Compared with the time it took to load the logs on the steep muddy skid site, they were off in a minute and we were out of there.

My confidence in the skills and ability of professional drivers like Bryan was confirmed that day. There was never a moment when we seemed to be going too fast for a corner, or were in the wrong gear for the next rise. Thanks to Simon Reid for making the day happen.  For more information about Share the Road workshops, go to www.sharetheroad.org.nz

New Zealand Trucking

January 2019

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NZ TRUCKING ASSOCIATION

Sometimes you need to step back and look at the Big Picture

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ike most people in the trucking industry you are probably flat out dealing with the day-to-day business details and haven’t had the time to step back and look at the ‘Big Picture’, an essential part of ensuring your business is heading in the right direction.

This might seem obvious, but it is amazing how few businesses take the time to do this.

There are probably a couple of questions you need to ask yourself: • Where do you want your business to go?

• What are you doing to get it there?

Running a business can be a bit uncertain at times, but you need to plan for the future and make sure that what you are currently doing is not taking you in the wrong direction.

Get a sounding board for the journey. This may be a key business partner or a professional advisor, or talk to someone in your association, who will be happy to help you.

Look at how your business is going. Do a SWOT analysis (strengths, weaknesses, opportunities, threats); it’s a good way to review your business along with your business’s competitors.

• Are you doing unprofitable tasks?

• Can you do things in a more productive manner?

Identify actionable first steps: Sit down with your advisor, mentor, or association, and analyse your true costs, customer relationships, value propositions for your customers, and ways they might be enhanced. Discuss what needs to change and formulate a list. You won’t be able to deal with everything all at once, but the list will give you a starting point and something to refer back to.

Understand your current business environment: What’s happening in the economy? If you operate predominately in one sector e.g. dairy, logging, livestock, retail supply, manufacturing etc., what’s happening in your sector? Is it going well or are there some lean times ahead? How are your competitors going? Is this a good time to invest in new capital equipment or is this a time to sit tight and weather any storms?

By understanding your current business environment, you will be in a better position to make the right decisions. Join an industry association so you can network with like-minded business people.

need to get out of your own ‘fishbowl’ and see what new innovations and trends are developing around the world.

Learning new ideas can help bring your business to a whole new level.

Set specific goals: Where do you want your business to be in six months, 12 months, five years or even longer? Every business has different goals. Yours might be paying off your mortgage or loans. It may be earning an income that allows you to travel overseas each year. It may be giving back to your community. It may be retiring to somewhere warm beside a beach, or it may be setting up for the next generation of your family. Whatever your goals are, by having a clear direction you are more likely to get there.

Generate ideas: Look at where your business is now and what you need to do to get where you want to be in the future.

Make an action plan with a clearly defined set of goals and tasks that are required to support this plan. Prioritise these tasks to achieve the best results. Think about what you need to do differently.

Share the Big Picture with your key stakeholders: To achieve your business goals it is important that you communicate your plans to your key partners, your staff, suppliers, customers, and all relevant parties to ensure you have their support. If everyone is on the same page you are more likely to be successful.

Regularly review your plans against your goals: Analyse your performance and progress regularly. Has the sector that you are working in changed, are you keeping up with developments and new initiatives? What is the overall economic climate? Regular reviews will enable you to make any changes that are required along the way.  If you would like some help in getting your business heading in the right direction, then contact NZ Trucking Association on 0800 338 338, or info@nztruckingassn.co.nz. Our team has the skills and experience to help steer you in the right direction.

Do you remember why you started the business and how you started it? We are often caught up in ever-changing

circumstances and sometimes you need to just look at what worked for you really well in the past and what has changed now to make it more challenging or less profitable. Once you identify this, it may be the key to turn a fledging business around. It’s ok to make mistakes; the secret is to learn from them and not just keep on making them.

Look for outside inspiration: Attend industry conferences, forums and truck shows. The world is always changing. You

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NZ Trucking Association can be contacted on 0800 338 338 or info@nztruckingassn.co.nz

by Dave Boyce, NZTA chief executive officer

NZT914

WWW.GOCLEAR.CO.NZ

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ROAD TRANSPORT FORUM

The last word from me

B

y the time this magazine hits the shelves I will have left my role as chief executive of the Road Transport Forum.

I have thoroughly enjoyed my time at the forum, representing the interests of the road transport industry. Road transport is full of hardworking, innovative people, and as RTF’s motto says, it is ‘the driving force of New Zealand’.

I am pleased to be able to leave the RTF in the capable hands of my successor, Nick Leggett, who is well qualified to take RTF forward in what will no doubt be a period of great change for the industry. Nick will bring with him significant leadership experience from his career in local government, including two terms as Mayor of Porirua. I wish him, the forum, the associations, and the entire industry every success with the challenges that lie ahead.

One of the key aspects of the industry that I have sought to publicise throughout my time at the forum is just what an important role road transport plays in the economic and social life of New Zealand.

No matter what the political, regulatory or economic climate is, road transport will always be relied upon to move things around. Without the thousands of trucks and tens of thousands of men and women who run them, our economy would literally grind to a halt.

Logistics, as readers will know, is not easy. Part of our perception problem is that road transport operators are so good at what they do that the public just takes the rapid movement of freight around the country for granted. Our industry’s timeliness and reliability have in many ways created a rod for our own back.

I have therefore made a point of emphasising the importance of the industry to New Zealanders and linking what we do with what consumers come into contact with at their supermarket or the new flat screen TV that turns up on their doorstep.

At the recent NZ Road Transport Industry Awards Dinner, I again took the opportunity to reinforce the message that we have a good story to tell and we need to get out there and tell it. There are many people in positions of influence who for political reasons are happy for the general public to focus on what they perceive to be the negative sides of our industry – big scary trucks on the road, congestion, carbon emissions etc.

This makes it important that across the sector we do our best

to recognise the wonderful achievements of our industry and of those who work within it. Being bashful and modest may be an endearing Kiwi trait, however it does nothing to educate the public as to the crucial role our industry plays in their lives and the many good people who work within it.

We must be willing to sing our own praises.

I also need to take this final opportunity to address the issue that is the fragmentation of the sector through the multiplicity of associations all competing for relevancy.

It is totally illogical that we have a situation where we have four different associations replicating each other in representing the same industry.

The current situation is not providing the sector with the cohesive authoritative voice that it deserves. The fact of the matter is that a single unified industry body would exert a great deal more influence than all four of the associations put together. It would carry the weight of the entire sector behind it and would remove the ability for our opponents to work to divide us.

In advocating for this unification, I am not promoting a depowering of the regions and a centralised corporate organisation. The traditional strengths of the three associations under the RTF are the regional representatives and the relationships they have with operators in every corner of the country. However, a single, unified body with a bottom-up philosophy that nurtures, fosters and empowers its grassroots with strong and effective regional representation must be the ultimate goal.

Now that I have stepped down, I can only stand on the sideline and urge the sector to keep working towards a single national body to provide the robust advocacy and representation that this industry deserves and needs.

Finally, to Dave and his team at New Zealand Trucking magazine, thanks for the support you give to the sector. The road transport industry is very lucky to have such a broad and dedicated media right across all the various publications that help to give exposure to all the good work that our people do. 

It is totally illogical that we have a situation where we have four different associations replicating each other in representing the same industry.

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by Ken Shirley, Chief executive officer

WWW.GOCLEAR.CO.NZ A mystery cleared with Jaltest

W

e all noticed this guy who had got out of his DAF CF start kicking the front tyre, spouting a stream of expletives.

The workshop manager, senior technician and I walked over. By now the operator had jacked the cab, and using colourful language he presented the case of his dodgy DAF to us.

In short, the DAF would travel along fine, sometimes for hours, and then when slowing down or turning, the power would surge before the engine would cut, or it would limp home.

The workshop manager asked me, “you reckon you can have a go with your fancy scan tool and see what’s going wrong with the DAF?” I spoke with the operator and said I’d like to plug in the truck and see what was happening. He objected, saying it was something major and the DAF needed an overhaul. I said, “Would you allow me to have a look first?” He sighed and relented.

I got out my laptop with the Jaltest diagnostic interface and plugged it in. There were communication error codes in the engine ECU relating to the Vehicle Intelligence Centre module, which had a blown fuse. Jaltest has real-time data and component images linked to wiring diagrams, (see example below) and we could see the fuse also powered lighting circuits.

After talking with the operator, we noted the front wheel arches had recently been resprayed. We could see that where they had been refitted the wiring was in poor condition. To see if these were the issue, the short harnesses to the side repeaters on the arches were disconnected, and the short circuit went away.

It’s amazing how a short in the repeaters had caused the fuse to blow to the VIC then affected the engine ECU, and ultimately caused problems to the overall running of the engine. The DAF was put into the workshop to get the wiring corrected, without the need to replace a full set of squirters (injectors).

Afterwards I asked the senior technician how he would normally deal with the same situation without a Jaltest to do the diagnostics. With an embarrassed laugh he said, “we just throw things at it until something fixes the problem.”

Simply put, Jaltest technology communicates well with commercial vehicle technology, it empowers me to understand and make the correct decision. This makes a difference to my time, work, company, and customers.

Over the past six years I’ve seen how Jaltest can change a workshop, company and technician’s way of working.

Diagnosing takes less time, repair costs are lower, production is increased, and fleet service is proactive rather than reactive.

One of our customers, who has a large fleet and purchased Jaltest 12 months ago, said it has changed his business and the way he runs his workshop. It makes my day that Jaltest is making such a difference.

The AECS team and I work with Jaltest owners across New Zealand and Australia, assisting with tooling, technical support and training. If you would like to see how Jaltest can make a difference to your workshop, you can call me or our team on 06 874 9077, email info@aecs.net or visit jaltest.aecs.net 

By Paul Corbett Product support engineer, AECS LTD

Diagnosscs & Telemascs

COMMERCIAL VEHICLES DIAGNOSTICS

Jaltest is the most powerful diagnossc tool in the industry. Developed to perform advanced commercial vehicle diagnosscs and maintenance tasks.

Comprehensive vehicle coverage, advanced funcsons and real-sme interacsve diagrams, make it simple to use and easy for diagnosis, service and repair.

FEATURES:

• Auto-detecson of system and error codes.

•Vehicle trouble shoosng by symptoms guide.

• Interacsve wiring diagrams with integrated technical informason and sensor data.

• Mechanical data and component locason informason.

• Module reprogramming.

• OEM technical service bullesns.

SPECIAL FUNCTIONS:

• Forced DPF regenerason.

• Adblue metering and leak tests.

• Clutch and transmission calibrason.

• Injector re-coding.

• Truck/trailer braking system (EBS) file configurason through to repair validason test.

• Forward looking/lane departure camera calibrasons.

AECS is NZ’s supplier and training partner of Jaltest.

To talk more about Jaltest commerical vehicle diagnosscs call our team on: 06 874 9077 or email, info@aecs.net.

Visit: jaltest.aecs.net

EXAMPLES OF EASY TO READ JALTEST LIVE DATA

JALTEST LIVE ENGINE DATA SYSTEM DISPLAY.

Live monitoring and display of common rail and lii pump fuel pressures, actual sensor output voltages, duty cycle percentages on PCV/SCV, throole potensometer output and fuel temperatures.

JALTEST LIVE ENGINE DATA SCR SYSTEM DISPLAY.

JALTEST LIVE BRAKE DATA EBS SYSTEM DISPLAY.

Check the most complex SCR/DPF systems in this easy to read visual format. Voltages, temperatures, pressures, pump acsvason and adblue fluid levels all shown live.

Check the live data streams coming from the EBS unit at a glance with the help of digital-analogue pressure gauges. Real-sme tessng.

AECS

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aecs.net

New Zealand Trucking

January–February 2019

93

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LETTER TO THE EDITOR

‘Broken window’ policy needed

T

he carnage has to stop. This morning we hear of another life taken for whatever reason on New Zealand’s roads. It’s too early to speculate what may have been the cause, but as a truckie who does about 400 to 500km a night – which isn’t much compared with others – I can surmise.

Every day, as professional drivers we see the consequences of stupid driving. The near misses, the skid marks, the broken fences on the side of the road, and of course, the crosses. As professional drivers, one of the biggest fears most of us have is coming around the corner and being faced with something that we can’t avoid. Or coming across a crash where there is nothing we can do.

The police hierarchy blame speed, or not wearing seatbelts, or inexperience. In May, the Police national roading manager, Steve Greally, actually stated in the media that allocations for road policing were “not enough to retain service delivery levels”. To us out on the road, this is self-evident by the fact that we just do not see police out on the road any more.

There is no broken window policy – but reactive instead.

And even that isn’t effective because when you ring *555 to report a bad driver, more often than not you’re told to do the online report and that’s all you hear about it. In the meantime, you’re hoping like hell that you aren’t going to come across

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the bad driver, buried in the nose of a fellow driver. The small offences like red light running, [not stopping at] stop signs, speed past school buses – and generally speed within the suburbs – is just not being enforced at the level that it used to be.

I’m not bagging the police. The guys who are out on the road do the best they can under the resourcing they do have, but the fact that 111 road traffic positions were eliminated because of funding says a lot. That’s 111 traffic cops who aren’t out there any more.

Even in the heavy transport industry, the enforcement seems to have disappeared – with the Commercial Vehicle Units concentrating on the mechanical side of inspections rather than being out on the road keeping an eye on the speed of trucks and generally enforcing other road users as well.

We really need to go back to basics. If you adopt a ‘broken window’ policy of having more staff out on the road enforcing the small stuff, people will adopt a better driving practise and the stupidity out on the highways will be reduced. The New Zealand public will be forever looking out for the next traffic cop. At the moment, you can drive from Hawke’s Bay to Auckland and not see even one, and I don’t care what anyone says, that’s just an encouragement for some to drive like total wombles.

As for the state of the roads, in the eyes of someone who drives as a profession, they are disgusting. Patches upon patches. Instead of filling in the potholes, they just patch over the top of them. As professional drivers we are just a little annoyed that our trucks, and subsequently loads, get shaken around so much. Just take a drive up State Highway 1 from Wairakei to Tokoroa and you’ll see what I mean.

The slashing of funding for roads is self-evident. The Government needs to have a very good look at what is important, and to us on the coalface – it’s not rail.

The media have a hand in some things too. Focusing on tourist crashes is not the answer. They make up less than 5% of total crashes on New Zealand roads. Just over 6% total of serious and fatal crashes. The rest is all on us as Kiwis. We are the ones who need to slow down. We are the ones who need to realise that driving like a complete idiot doesn’t get us to our destination any quicker.

I spent 20-odd years in some kind of law enforcement before driving a truck. I’m used to seeing death; it doesn’t faze me.

But one of these days I’m going to be the one who gets hit.

And that scares me.

According to the Ministry of Transport, over the five years from 2012 to 2016, 6.2% of fatal and injury crashes involved an overseas driver.

Over the same period, 4.1% of all drivers involved in total crashes were overseas drivers. That means just under 94% of fatal crashes are caused by Kiwis.

The media need to stop focusing on tourist crashes and start focusing on all crashes, every time one happens. Because in my mind , it’s just a fatal [regardless of who is involved].  Antony Alexander Napier

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New Rigs New ON THE ROAD ON THE ROAD

The Sky’s The Sky’sthe theLimit Limit Introducing ‘Mr Ward’

Caption Renault Lander 460.32 8x4 Renault Lander 8x4 6x4 tractor unit Kenworth T909460.32 IT sleeper Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator: Frank Ward Demolition Driver Richards Driver Frank Richards Engine: Cummins X15 455kW (610hp) Engine 0Xi11, 460hp Engine Transmission:0Xi11, 460hp Roadranger RTLO22918B manual Transmission Transmission Optidriver Optidriver Rear axles:Renault P2191 Meritor Rear axles withRT50-160GP hub reduction Rear axles Renault P2191 with hub reduction Rear suspension: Neway AD246/10 20.8T Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front mounted PK12000 Factory built 130 tonne heavy haul GCM, crane Features: Palfinger Palfinger crane Features brakes, Bluetooth, high rise air intakes, mitre cut exhausts, Features Disc Disc brakes, Bluetooth, Dura-Bright alloyStanley wheels custom stainless steel Chris

Dura-Bright alloy wheels Operation roofing materialstainless around steel drop visor, trimmings, Operation Carting Carting roofing material around thethe Bay of Plenty area Bay of Alcoa Plenty polished area alloys with offset steers

Driver: Dwayne Johnson

FuelHauling Hauling FH Fuel FH Taranaki Proud Renault Lander 460.32 8x4 Renault Lander 8x4 Volvo FM 540 460.32 Globetrotter 8x4 rigid Operator Roadex Roadex logistics Ltd, Mount Maunganui Operator logistics Ltd, Mount Maunganui Operator: JD Hickman Ltd Driver Frank Richards Driver Frank Richards Engine: D13-540 402kW (540hp) Engine 0Xi11, 460hp Engine 0Xi11, 460hp Transmission: Transmission Optidriver Transmission OptidriverI-Shift Body: Roadmaster Rear axles Renault P2191 with hub reduction Rear axles Renault P2191 with hub reduction Trailer: 5-axle PK12000 Truck body Flat deck with front mounted PK12000 Truck body Flat deckRoadmaster with front mounted Features: Stone

Palfinger crane Palfinger crane guard, polished Alcoa alloys Operation: General freight duties North Island-wide Features Disc Disc brakes, Bluetooth, Features brakes, Bluetooth,

Dura-Bright alloy wheels Dura-Bright alloy wheels Operation Carting Carting roofing material around Operation roofing material around

thethe Bay of Plenty area Bay of Plenty area

Twin TwinTippers Tippers Renault Lander 460.32 8x4 Renault Lander 460.32 8x4 Reporoa Swede

Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Volvo FH16Frank 700 Globetrotter 8x4 rigid Driver Richards Driver Frank Richards Engine 0Xi11, 460hp Operator: Central Transport Ltd Engine 0Xi11, 460hp Transmission Optidriver Transmission Optidriver Engine: D16-700 521kW (700hp) Rear axles Renault P2191 with hub reduction Rear axles Renault P2191 with hub reduction Transmission: I-Shift Truck body Flat deck with front mounted PK12000 Truck body Rear axles: Flat deck with front mounted PK12000 RTS2370B Palfinger crane Body: Palfinger crane Nationwide Stock Crates Features Disc brakes, Bluetooth, Features Disc brakes, Bluetooth, Features: Dura-Bright Disc brakes with EBS, CTI, stone guard, alloy wheels

Dura-Bright alloy wheels Alcoa material polishedaround alloys,front mud flaps, Operation Carting roofing Operation Carting roofing material around stainless steel guards the Bay of Plenty area

the Bay of Plenty area

Operation:

Shooting Star Shooting Star Thomasen Tuff

Kenworth K200 8x48x4 rigid Renault Lander 460.32 8x4 Renault Lander 460.32

Operator: Roadex logistics Ltd, Mount Maunganui Thomasen Transport Ltd Operator Operator Roadex logistics Ltd, Mount Maunganui Engine: Cummins X15 451kW (605hp) Driver Frank Richards Driver Frank Richards Transmission: Roadranger RTLO22918B manual Engine 0Xi11, 460hp Engine 0Xi11, 460hp Rear axles: Optidriver Meritor 46-160GP Transmission Transmission Optidriver Rear suspension: Airglide 460 Rear axles Renault P2191 with hub reduction Rear axles Renault P2191 with hub reduction Body/trailer Patchell truck and 5-axle billet trailer Truck body Flat deck with front mounted PK12000 Truck body Flat deck with frontsteel mounted Stainless drop PK12000 visor, CTI, extra grille Features: Palfinger Palfinger crane craneAlcoa polished alloys with offset bars, Features Disc brakes, Bluetooth, Features Disc brakes, Bluetooth, steers, disc brakes, on-board scales, auto

Dura-Bright alloy wheels Dura-Bright alloy wheels greaser, extra work lamps Operation Carting Carting roofing material around Operation roofing material Contracted to around Aztec Forestry Transport Operation: the the Bay of Plenty area Bay of Plenty area North Island wide Developments Drivers:

November 2015

96 New Zealand Trucking January 2019 10 10 NZNZ TRUCKING TRUCKING November 2015

Stock movements based out of Reporoa

Aaron Herbert/Ben Thomasen

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Decked out ORT Carperton Argosy

Mellow Miles & Michelin Men TheLander Central Viking Renault 460.32 8x4

Renault Lander 460.32 8x4

Volvo FH16 Roadex 600 8x4logistics rigid Ltd, Mount Maunganui Operator Driver Frank Richards Operator: Upper Clutha Transport Ltd Engine 0Xi11, 460hp Engine: D16-600 447kW (600hp) Transmission Optidriver Transmission: I-Shift Rear axles Renault P2191 with hub reduction Features: Stone guard, polished Alcoa alloys, Truck body Flat deck with front mounted PK12000 Palfingercustom crane stainless steel work including side Bluetooth, cab fairings, mud guards and Features Disc brakes, toolbox, LED marker lamps Dura-Bright alloy wheels Driver: Mike material around Operation Carting roofing the Bay of Plenty area

Operator Roadex logistics Ltd, Mount Maunganui Engine: Cummins X15 Driver Frank Richards Transmission: Roadranger 18-speed manual Engine 0Xi11, 460hp Rear axles: Meritor RT46-160 Transmission Optidriver Rear suspension: Hendrickson Primaax Rear axles Renault P2191 with hub reduction Body/trailer: and Nationwide Stock Truck body Flat deckJackson with frontEnterprises mounted PK12000 Crates Palfinger crane Features: TwinBluetooth, stainless steel air intakes, ‘old-school’ Features Disc brakes, caballoy marker lamps, stone guard, LED Dura-Bright wheels markermaterial lights, polished Operation Carting roofing around Alcoa alloys Operation: the Bay of Stock movements throughout the Waikato Plenty area

Superb Super Liner

Dew’s Jewel

Renault Lander 460.32 8x4

Renault Lander 460.32 8x4

‘Terminal Frost’

Operator Roadex logistics Ltd, Mount Maunganui Driver Frank Richards Mack Trident0Xi11, 8x4 tractor Engine 460hp unit Transmission Optidriver Operator: Menefy Trucking Ltd Rear axles Renault P2191 with hub reduction Engine: Mack MP8 399kW (535hp) Truck body Flat deck with front mounted PK12000 Features: Twin high rise stainless steel air intakes, Palfinger crane twin exhausts, Features Disc brakes, Bluetooth,polished Alcoa alloys, stainless visor, painted tanks, Dura-Bright alloy steel wheels plates Operation Carting personalised roofing material around Operation: the BayOn DG delivery of Plenty area tasks throughout the North

Island

Kenworth K200 Aerodyne 8x4 rigid Operator:

ORT

and upper North Island

Maungatua Legend

Operator Roadex logistics Ltd, Mount Maunganui Driver Frank Richards Kenworth T900 Legend 6x4 tractor unit Engine 0Xi11, 460hp Transmission Operator: OptidriverMaungatua Contracting Ltd Rear axles Renault P2191 with hub Engine: Cummins X15 reduction 431kW (578hp) Truck body Flat deck Roadranger with front mounted PK12000 Transmission: 18-speed manual Rear axles: Palfinger crane Meritor RT46-160 Features Bluetooth, Features: Disc brakes, Complete T900 Legend Limited Edition Dura-Bright alloy wheels package Operation Carting roofing material around Operation: Based out of the Wanaka depot on either the Bay of Plenty area

Driver:

bottom dump or tipulator operations Jason Black

Making heavy vehicle fleet management easy for you www.trgroup.co.nz

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New Zealand Trucking January 2019 97 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

Dynes ‘T900 Legend’ Build Dynes Transport Ltd recently took delivery of a new 6-axle B-train tanker unit from Patchell Industries.

The unit is specifically built to pair up to their new limited edition T900 Legend Kenworth. The unit has interchangeable venting to allow the transportation of either wine or milk.

Features: Front semi 21,100 litre capacity with three compartments, rear semi 17,000 litre capacity with three compartments, insulated tanks and piping, stepped chassis design, ROR SL9 disc braked axles on air suspension with Wabco EBS. Patchell Industries

Alexander Group Swinglift Alexander Group has recently taken delivery of its new HC4020 Swinglift. The Swinglift HC4020 is constructed with a lattice style quad axle chassis with a 35 tonne lift capacity.

Features: Yanmar APU with CAN-bus control system, ROR SL9 disc braked axles on air suspension, inbuilt hydraulic weigh system, extended outreach lift modules, Hella LED lighting.

Swinglift – Patchell Industries

KIWI 16, 17 98

New Zealand Trucking

January 2019

KIWI 175

WWW.GOCLEAR.CO.NZ McKay ‘T900 Legend’ Build McKay Cartage Ltd of Gisborne has just taken delivery of its stunning new limited edition T900 Legend Kenworth fresh from the Transport Trailers workshops at Te Rapa. With a new TT4HT6.8 trailer and matching alloy bins, it is the pride of the McKay fleet, and will take all that the East Cape can throw at it.

Features: ROR SL9 RC 19.5” disc braked axles on air suspension, Edbro CS1500, Alcoa DuraBright alloy wheels on Bridgestone tyres, Wabco EBS multi volt brake system with SmartBoard, Transport Trailers painted aluminium tipping bodies with roll over cover and full height tail doors, Hella LED tail lights and Peterson LED side marker lights.

Transport & General Engineering Company Ltd – Transport Trailers

Standout RPL New on the road for RPL Services Ltd of Tauranga is this new Isuzu that has been equipped with a Mills-Tui 5m steel bathtub tipper body and matched to a Mills-Tui Lowrider F134 4-axle steel tipping trailer. Both are manufactured from ABREX 1450mpa high wear resistant steel for strength and longevity.

Delta FOB hoist, Road Runner hydraulic tank and Petersen LED lights, Hendrickson INTRAXX AANT230 drum brake axles, Hendrickson air bag suspension, KnorrBremse EBS, Mills-Tui alloy wheels. Finished in striking RPL green, you certainly won’t miss the unit on the road.

Features: Two-way double swing tail door,

Mills-Tui Ltd

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January 2019

99

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MEMBERS’ REVIEW

Transport & General Engineering NZTTMF member since 2007 In 1955 Transport and General Engineering Company Limited (T&G) was founded, and with it, what was soon to be one of New Zealand’s most iconic and innovative trailer brands.

Sixty-one years on and with thousands of Transport Trailers in the market, T&G have established themselves as an industry leader in their field through design innovation, product quality, and after sales service and support.

T&G’s product range consists of aluminium and Hardox steel truck tipping body setups for 4x2, 6x4, and 8x4 trucks, aluminium and Hardox steel 3-, 4- and 5-axle tipping pull trailers, semi tipping trailers, swap body systems and tractor unit setups.

They support their product locally with a repair and maintenance facility and an extensive range of spare parts through their Hamilton-based parts division, as well as repairs and maintenance and spare parts through a nationwide service provider network.

But the cornerstone of the T&G business is aluminium bodies. They are arguably the best in the business, and always have been.

In 1969 the company designed and built the country’s very first aluminium tipping body and matching 3-axle tipping trailer. This weight-saving innovation saw the industry embrace aluminium, and in the process make it an industry standard.

Today, the T&G aluminium truck and trailer body range covers 4x2, 6x4 and 8x4 truck bodies and pull trailers (3-, 4and 5-axle), as well as 2- and 3-axle semi trailers.

T&G’s proven aluminium rolled radius design for body strength and integrity uses only the highest quality 5454 H34 high tensile 6mm aluminium plate for standard body construction, with greater thickness options available on request.

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New Zealand Trucking

January 2019

There is an array of options with the T&G body design including buried hoist, FOB hoist, flat top bodies, elliptical covers systems, and numerous add-ons to the aluminium body.

Their trailer range utilises a high tensile steel chassis and bogie on a universal platform to take most axle and suspension makes, be it disc or drum brake, and mechanical or air suspension. Their modular, seamless chassis frame design reduces weight without sacrificing strength.

Mike Stevenson is managing director of the company. It was Mike’s father Ian and Bill Box — two industry legends — who founded the company all those years ago. And it is they, Mike says, who have left the company with an enduring legacy. A legacy based on traditional values — product quality, innovation, and customer focus — all of which are very much reflected in the business today.

WHO:

T&G Transport Trailers

WHERE:

Hamilton.

WHAT:

Aluminium and Hardox truck and trailer bodies: design, build, service and repair.

WEBSITE:

http://tandg.co.nz/

EMAIL:

grantw@tandg.co.nz

PHONE:

0800 482 634.

WHO TO ASK FOR:

Grant Whisker

WHAT TO ASK FOR:

New Zealand’s most experienced aluminium and Hardox steel body specialist.

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LITTLE TRUCKER’S CLUB

A page or two all for you guys!

It’s time the kids had some space of their own in New Zealand Trucking magazine.

So let’s kick that off in the January 2019 issue.

Break out the crayons and colouring pencils!

HI LITTLE TRUCKERS and welcome to New Zealand Trucking magazine’s newest club! My name is Rochelle and that’s me in the photo. I will be here every month sharing stories, fun facts, puzzles, and answering all your questions. There will even be a chance to win some awesome prizes. I would love to hear from you; send me in your photos and stories, you never know, they might get published. How cool would that be? I am an artist and I paint lots of trucks for a job. I get to meet lots of people in this exciting industry. Every month I also get to spend a day with a truck driver or company, and I will be sharing my adventures with you in our column ‘A day in the life of a trucker’.

Together we will learn as much about the transport industry as we possibly can.

I am so excited about getting to know you all, and I hope you enjoy Little Truckers Club. You can contact me at littletruckers@ nztrucking.co.nz Rochelle Thomas.

Let’s get started!

I love drawing trucks and colouring them in, so I want to see how you go! Grab NEX your crayons, felt tips, or colour pencils MONT T H– and colour in the tip truck picture I spen d a d below. You parents, auntie or uncle, or ay wit real li ha fe tip truck someone in your family might drive a driver in his unit a tip truck and you may want to colour nd se e what it’s all this one the same. But wait! Imagine it’s abou t! your very own tip truck. What colours would your truck be? Imagine everyone looking and pointing at your beautiful truck on the road! What would that truck look like? Why don’t you show us?

Imagine it’s your own truck. What colours would it be?

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New Zealand Trucking

January 2019

To enter, simply colour in the picture and send it to us with your name, and age. You can either scan it and email it to littletruckers@nztrucking.co.nz, or post a copy to: Tip Truck colouring comp New Zealand Trucking magazine PO Box 35, Thames 3450

We’ll print the four we think are the snazziest. And you never know, there might be something here we can send out to the owners of the four winning trucks.

Let’s make the end of January 2019 the last day for entries. 

WWW.GOCLEAR.CO.NZ

SUNDAY 31ST MARCH 2019 AT TUI BREWERY SUNDAY SUNDAY 31ST 31ST MARCH MARCH 2019 2019 AT AT TUI TUI BREWERY BREWERY SUNDAY 31ST MARCH 2019 AT TUI BREWERY SUNDAY 31ST MARCH 2019 AT TUI BREWERY COME ALONG FOR A DAY OF LOOKING AT WELL TUNED BEAUTIES, AND COME COMEALONG ALONGFOR FORA ADAY DAYOFOFLOOKING LOOKINGATATWELL WELLTUNED TUNEDBEAUTIES, BEAUTIES,AND AND COME ALONG FORA DAY AJUST DAYOFOF LOOKING ATWELL WELLTUNED TUNED BEAUTIES,AND AND COME ALONG LOOKING BEAUTIES, WEFOR DON’T MEAN THE AT TUI BREWERY GIRLS. WEWEWE DON’T DON’T JUST JUST MEAN MEAN THE THE TUI TUI BREWERY BREWERY GIRLS. GIRLS. DON’TJUST JUSTMEAN MEANTHE THETUITUIBREWERY BREWERYGIRLS. GIRLS. WE DON’T

SPECTATORS WELCOME! SPECTATORS SPECTATORS WELCOME! SPECTATORS WELCOME! SPECTATORS WELCOME! WELCOME!

• • •• •• • •

TIMINGS: TIMINGS: TIMINGS: TIMINGS: TIMINGS: 11am to 6pm - Gates open

11am toto6pm 6pm - Gates - Gates open •11am 11am to 6pm - Gates open Muster at either ofopen the below for the convoy: • 11am to 6pm Gates open Muster atateither of oftheofthebelow below forforfor the the convoy: convoy: •Muster Muster ateither either the below for the convoy: • Woodville Railway Station 10am Muster at either of the below forfor the convoy: Woodville Woodville Railway Railway Station Station for 10am 10am Woodville Railway Station 10am departure Woodville Railway Station forfor 10am OR departure departure • departure Pahiatua Post Office Hotel for 10.15am OROROR Pahiatua departure Pahiatua Post Post Office Office Hotel Hotel for for 10.15am 10.15am OR Pahiatua Office Hotel 10.15am departure Pahiatua PostPost Office Hotel forfor 10.15am departure departure • departure • 10.45am - Arrive and park at Tui Brewery departure • •• •10.45am 10.45am Arrive Arrive and and park park at at Tui Tui Brewery Brewery 10.45am - Arrive park at Tui Brewery • 11.30am Registrations close 10.45am ---Arrive andand park at Tui Brewery •• •• •11.30am 11.30am Registrations Registrations close close 11.30am - Registrations close 11.30am -Registrations Judging startsclose 11.30am -Judging •• •• •11.30am 11.30am Judging starts starts 11.30am - Judging starts 2.30pm -Judging Prize Giving, with a truckload of 11.30am -Prize starts •• • •2.30pm 2.30pm Prize Giving, Giving, with with a truckload a truckload ofofof 2.30pm Prize Giving, with a truckload prizes from our sponsors • prizes 2.30pm - Prize Giving, with a truckload of prizes from from our our sponsors sponsors prizes from our sponsors prizes from our sponsors

• •• • • • • • • •• •• •

THE DAY: ONON ON THE THE DAY: ONTHE THEDAY: DAY: ON DAY: Free Public Entry - spectators welcome

Free Public Public Entry - spectators - spectators welcome •Free Free Public Entry - spectators welcome Selection ofEntry Celebrity judgeswelcome including the Tui Free Public Entry spectators welcome Selection Selection of of Celebrity Celebrity judges judges including including the Tui • Brewery Selection of Celebrity judges including theTuiTui Tui Girls - no bribes takenincludingthe Selection of Celebrity judges the Brewery Brewery Girls Girls no no bribes bribes taken taken Brewery Girls - nobribes bribesper taken $10 entryGirls fee (cash only) truck- a donation Brewery - no taken entry entry fee fee (cash (cash only) only) per per trucktrucka donation a donation •$10$10 $10 entry fee (cash only) per truckdonation to Mangatainoka Reserve Restoration $10 entry fee (cash only) per truckaadonation toto Mangatainoka Mangatainoka Reserve Reserve Restoration Restoration Mangatainoka Reserve Restoration Free Brewery ToursReserve at 12pm,Restoration 1pm & 2pm totoBrewery Mangatainoka Free Free Brewery Tours Tours at at 12pm, 12pm, 1pm 1pm & &2pm 2pm • Tui Free Brewery Tours at 12pm, 1pm 2pm Brewery Kitchen, Shop and Museum open Free Brewery ToursShop atShop 12pm, 1pm &&2pm Tui Tui Brewery Brewery Kitchen, Kitchen, and and Museum Museum open open • all Tui Brewery Kitchen, Shop and Museum open day Tui Brewery Kitchen, Shop and Museum open allallday day day allallday

JOIN OUR FACEBOOK EVENTS @TUI TO SEE ALL EVENT DETAILS. JOIN JOIN OUR OURFACEBOOK FACEBOOK EVENTS EVENTS @TUI @TUI TOTOSEE SEESEE ALLALLALL EVENT EVENT DETAILS. DETAILS. JOIN FACEBOOK EVENTS @TUI EVENT DETAILS. JOIN OUROUR FACEBOOK EVENTS @TUI TOTOSEE ALL EVENT DETAILS.

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WHAT’S ON Wings and Wheels

Brisbane Truck Show

Dunedin A&P Truck Show

Reunion – former transport staff NZCDC Te Awamutu

26 January 2019 10am to 3pm Thames airfield SH25 Thames Contact: Dave or Mary Thompson 07 868 9105 26 January 2019 320 Gordon Rd, Mosgiel Contact: www.facebook.com/ dunedintruckshow

Tui Truck Stop Show and Shine

Sunday 31 March 2019 Tui Brewery Mangatainoka Contact: www.tuihq.co.nz Facebook Page events@tui

Wheels at Wanaka

Cars, motorcycles, trucks, tractors/ agricultural, earthmoving equipment 20 and 21 April 2019 (Easter weekend) Three Parks, Ballantyne Rd, Wanaka Contact: info@wheelsatwanaka.co.nz

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16 to 19 May 2019 Brisbane Convention Centre Contact: www.brisbanetruckshow.com.au

Queens Birthday Weekend 2019 Contact: Lloyd Jackson 027 370 6485 pamandlloyd@xtra.co.nz Eric Riddet 021 127 2018 erdriddet@xtra.co.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.

WWW.GOCLEAR.CO.NZ

NZT080

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THE LAST MILE

Why is it…

T

hat few people are concerned about anything any more, but more and more are outraged?

Within the space of one lifetime local bodies have spent fortunes getting rid of trams because buses were more flexible and efficient; now the same people are spending millions of dollars bringing back trams because they are more efficient than buses?

The Government wants more people to stop using their cars and to use public transport, at the same time providing incentives for people to buy electric cars?

We give people a free first year education at university, but a large number of kids are leaving school unable to read and write properly?

That it can take longer to get from your house to an airport to catch a plane than it takes to get to the plane’s destination hundreds if not thousands of kilometres away?

Few people take responsibility for their individual actions now; instead when something goes wrong it is all someone else’s fault?

There are more and more organisations providing help to the less fortunate of those amongst us, yet at the same time the number of disadvantaged people is increasing?

There are more and more people engaging in activities to improve their health; at the same time the hospital waiting lists are getting longer?

We got rid of glass milk bottles and the like some years back because they were expensive to collect, difficult to clean for reuse, and a lot got broken, resulting in people getting cut, especially on our beaches. Now we want to bring glass bottles back?

We get agitated about the increases we see in drunkenness, especially in younger people, but accept the increasing number

of outlets that sell alcohol?

We can spend billions trying to explain what is happening in our solar system but still cannot explain what causes a common cold?

Major telecommunication providers offer good deals to attract new customers, but treat existing ones with indifference?

We acknowledge the increasing obesity problem especially amongst kids, but build houses that have no room for them to play outside?

You seldom see any cops on the beat these days?

They never completed the electrification of the North Island main trunk rail line?

That many of our newer buildings must be extensively repaired or demolished because they are an earthquake risk, but many of our older buildings are ok?

Career bureaucrats think they know more about running our industry than we do?

If I want to get a tradesman around to my house to paint the roof they will have to erect safety scaffolding all around, but I can do it myself without the scaffolding?

We no longer to talk to people but ‘engage’ with them?

That an organisation will tell you your call is important to them, but they are happy to leave you listening to music until you eventually hang up in frustration?

That the Government thinks increasing taxes will reduce consumer consumption?

People want goods delivered with 24 hours of clicking the ‘buy now’ button but will not accept that we need trucks to do this?

Road transport impacts on the daily life of most New Zealanders but very few people want to drive trucks?  The accidental trucker.

IMAGES FROM THE LONG LAP 2018 Karl Adam’s immaculate 1975 ERF 68 CU310 in Jack Turner Ltd livery. With a 310 Cummins and a 15-speed Roadranger, the ERF is pictured here on the run back from Mahia. The truck on the back is similar to one Karl’s father,

PH OT O: FAYE L OU GH ER

Johnny, drove for Turners in the 1950s.

106

New Zealand Trucking

January 2019

WWW.GOCLEAR.CO.NZ

SINOTRUK NEW ZEALAND TRANSPORT MANUFACTURING LIMITED

COMING IN

2019 NATIONWIDE SALES, SERVICE & PARTS NETWORK FULL SALES & SERVICE CENTRE BASE IN HAMILTON 2019 IS THE YEAR OF SINOTRUK IN NEW ZEALAND Sinotruk New Zealand: designed for our conditions.

Cab chassis, Logging, Metro, Long haul, Tankers and Tipper models.

Transport Manufacturing Limited is the Sole importer and distributor of Sinotruk in New Zealand

NZT0119

92 The Blvd, Te Rapa Park, Hamilton New Zealand - 0800 SINO (746 669) - www.sinotruknz.com

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200718_Scania_Urban_v2

A new urban Generation

As cities grow bigger, so does the urge for smart transport solutions. Luckily, being smart is not only your thing, it´s ours as well. We know you must be one with your surroundings and that every city is unique.

No matter if you are distributing goods, collecting waste or moving freight, thanks to our modular design, we stand ready to tailor a solution that offers you the best in performance, reliability and economy.

That is why the new low entry L-series, urban P-series and CrewCab, together with the 7-litre, 9-litre and 13-litre diesel engines can be tailored to meet your environment.

Ultimately, a truck that is built for the only business that matters. Yours.

582-0119

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