NZ Trucking Magazine, July 2023

CLASSIC K100G – GUEST OF HONOUR JULY 2023

TRUCKING NEW ZEALAND

New Zealand Trucking including Truck Trader

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FUTURE MAN AN AUSSIE CLASSIC

Official magazine of the

MEETING CASCADIA SELF-DRIVERS

kiwi favourites The results are in and we couldn’t be happier. Scania has been voted the number one* truck brand in the country by the people whose opinion we value the most New Zealand truckies.

We’re chuffed to have rated highest on all measures, including most preferred, comfort, safety, sustainability, performance, efficiency, service and parts. Thanks New Zealand. It means a lot.

*Nationwide online 2023 survey by NZ Trucking magazine with 720 respondents.

52% were heavy truck drivers, 23% were owner/operators or employees of a heavy truck brand. Truck brands currently driven by respondents – Scania 29%, Kenworth 28%, Volvo 18%, all other brands 25%.

A Mack Trident from the Central Machine Hire fleet rolls north along SH6 towards Luggate.

Photo: Craig McCauley.

CONTENTS THE

EDITORIAL DIRECTOR

Dave McCoid Ph: 027 492 5601 Email: dave@nztrucking.com

REST

EDITOR

Gavin Myers Ph: 027 660 6608 Email: gavin@nztrucking.com

6 Editorial 8 Road Noise – Industry news

FIELD EDITOR

Carl Kirkbeck Ph: 021 760 766 Email: carl@nztrucking.co.nz For all advertising enquiries: Matt Smith Ph: 021 510 701 Email: matt@nztrucking.co.nz Pav Warren Ph: 027 201 4001 Email: pav@nztrucking.co.nz SUB EDITOR

PRODUCTION MANAGER

Tracey Strange Faye Lougher

Ricky Harris

CONTRIBUTORS

John Berkley

Craig Andrews Faye Lougher Craig McCauley Alison Verran Mike Verran Shannon Williams Andrew Geddes Niels Jansen (Europe) Paul O’Callaghan (Europe)

Howard Shanks (Australia)

Will Shiers (UK) VIDEO PRODUCTION

48 Wanaka Memory 52 Just Trucking Around 60 Rust in Peace 62 Wide Load Follows – TRT Low Loaders

40

66 Where’s that Road?

ROCKLEA TRUCK SHOW

68 New Rigs

Aussie Classics in the Sun

74 New Bodies and Trailers 76 Million Mile Club 78 Aussie Angles – Outlaw Super-Liners

ART DIRECTOR

82 International Truck Stop – Canadian style

DIGITAL IMAGING

Willie Coyle DIGITAL MANAGER

84 Craig’s Trucking Snapshot

Louise Stowell OFFICE ADMINISTRATION

90 Little Truckers’ Club

Georgi George

92 What’s On

PUBLISHER

Long Haul Publications Ltd 511 Queen Street, Thames 3500 PO Box 35, Thames 3500

Izaak Kirkbeck Milly McCauley Howard Shanks

93 Cartoon

44 I DRIVE BY MYSELF

Up Close to Autonomous Cascadia

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.

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54 GUEST OF HONOUR Super Spud Shines On

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96 Moving Metrics 100 Industry Comment 102 Business Update – Bridgestone 104 Product Profile – NAPA 106 Product Profile – AC Filter 108 Carriers Corner 110 Truckers’ Health 112 Health & Safety 114 Legal Lines 116 NZ Trucking Association 118 National Road Carriers 120 Transporting New Zealand 122 The Last Mile

86

BUILDING MACKADONIA-ROSE Obsessive to the Tiniest Detail

22 MEAT THE MAN

CLASSIC K100G – GUEST OF HONOUR

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FUTURE MAN AN AUSSIE CLASSIC

TGX a Lion at Heart

WATC H T HE VID EO ON YOUT UBE

MAGAZINE O IAL

HE FT

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JULY 2023

OFF IC

JULY 2023

TRUCKING NEW ZEALAND

MEETING CASCADIA SELF-DRIVERS

Official magazine of the

East of Te Pohue, the MAN rolls down into the Hawke’s Bay.

Associate Member ITOY

Official Sponsor

EDITORIAL

CLARION CALL

M

y February 2023 editorial, New Year, New… Potholes, commented on the mudslinging between some of our industry associations, then-transport minister Michael Wood and Waka Kotahi over the seeming pothole crisis gripping New Zealand’s roading network.

Since then, the country has been hit by abundant rainfall and flooding and the roading network has been impacted further. Notwithstanding the devastation caused by Cyclone Gabrielle, a random drive on just about any state highway will reveal some serious deterioration. It’s been said many times; serious gears need to be shifted in the pursuit of a more resilient, more appropriate roading network for today’s freight and traffic demands – and, more importantly, tomorrow’s.

In recent weeks, three significant roading-related developments have occurred in the North Island. First, and most importantly, all state highways have been reopened in the East Coast and Hawke’s Bay following Gabrielle. Although significant work remains in these regions, it’s pleasing that the most crucial step in the recovery has now been reached.

Second, tenders have been decided, and the

contractors to construct the 110m bridge reconnecting the SH25A Kopu-Hikuai Road in the Coromandel have been engaged. While a timeframe hasn’t been announced, the repair can at least finally get underway.

Third, the SH1 PuhoiWarkworth motorway has been opened. Having watched NZTA’s flyover video released earlier in the year, it would appear this new 18.5km connection has been worth waiting for. The agency says it will boost the region’s economic potential by easing freight movements, creating better access to markets and ports south of the region, and improving journey times. Of course, improved safety for motorists is a given, and the resilience of the road to and from Auckland’s northern reaches has – hopefully – been secured.

While by no means do I intend to downplay or gloss over this achievement, its completion – in the same way as that of the Waikato Expressway Hamilton Bypass, for example – does shine a light on the myriad other roading upgrades desperately needed in the bustling upper half of the North Island.

Crucial among these are the future needs of the Waikato and Bay of Plenty, as the regions are set for continued population, freight and

traffic growth in the coming decades.

Following the publication of that February editorial, I received an email from a reader who pointed me towards two studies on this very topic. (I must add that we love receiving feedback from our readers – please feel free to contact us any time.) These were the Bay of Plenty Regional Freight Flows Study, prepared in 2020 for Urban Form and Transport Initiative and the Bay of Plenty Regional Council by Beca, Richard Paling and Murray King; and the Waikato & Bay of Plenty Freight Action Plan 2022, by the Waikato Economic Development Agency.

“The predictions are staggering and paint a serious picture,” our reader said. And he’s not wrong.

I’d suggest seeking them out for yourselves as there’s a lot to digest. However, a few key findings from the Freight Action Plan are worth mentioning.

While the populations of the Bay of Plenty and Waikato are expected to grow 10.7% and 11.3%, respectively, by 2030, overall freight volume in these two regions could be as much as 47-65% on current volumes. Traffic on SH29 is expected to grow 30-74%, SH2 24-49%, SH1 3-32% and SH27 24-49%.

Planned roading investments through the Bay of Plenty and Waikato Regional Land Transport Plans are approximately $400 million and $800 million per annum, respectively, and proposed and approved National Land Transport Fund investments through the National Land Transport Plan totals $2.6 billion for the regions. Despite these investments, the Freight Action Plan expects freightvolume increases to create additional bottlenecks that will require further investment.

The reports go into great detail about the required investment, asset management and resilience to accommodate this significant growth. In reality, much of it needs to be on the scale of Puhoi-Warkworth and the Hamilton Bypass if the region is to avoid the same news from studies in a couple of decades.

As he signed off his email, our reader said: “By not investing in infrastructure to handle this traffic, government is grossly negligent.”

There’s no better way to put it, really.

Gavin Myers Editor

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ROAD NOISE NEWS NEW MODELS

factory option for the 6x4 and 8x4.

Safety technology

T-WAY TAKES OVER...

T

he new IVECO T-Way range has officially launched and is available to order. Built to meet the rigours of tough, offroad applications, it replaces the Trakker model.

The range boasts the off-road equipment of its predecessor while introducing the latest Euro-6e engine range, improved levels of comfort and refinement and a new cabin that draws styling cues from the road-going S-Way range.

On offer across the T-Way line-up are 4x4, 6x4, 6x6 and 8x4 configurations and GVM/ GCM of 20,500kg/44,000kg, 26,000kg/60,000kg, 33,500kg/60,000kg and 41,000kg/60,000kg, as well as a choice of four wheelbases ranging from 3800mm to 5820mm.

Euro-6e engine range Standard in the T-Way AD 4x4 is Iveco’s Cursor 9, 8.7L sixcylinder powerplant producing

265kW (360hp) and 1650Nm at just 925rpm. The optional 12.9L Euro-6 Cursor 13 is also available. It produces 302kW (410hp) and 2100Nm at 1000rpm.

In the T-Way AD 6x6 model, the Cursor 13 features in a higher state of tune, producing 331kW (450hp) and 2200Nm at 870rpm. In the T-Way AD 6x4 and AD 8x4, the Cursor 13 produces 375kW (510hp) and 2300Nm from 900rpm to 1600rpm.

Emission control on all engines comes courtesy of IVECO’s patented Hi-eSCR after-treatment system.

The Hi-Tronix AMT is featured as standard in the AD 4x4 in 12-speed guise, and if the AD 4x4 is selected with the optional larger 410hp engine, then it’s matched to the 16-speed Hi-Tronix AMT. The 16-speed Hi-Tronix is standard on AD 6x4, 6x6 and 8x4 models.

A rear-engine PTO comes standard on all models.

8 New Zealand Trucking July 2023

Off-road features All vehicles are equipped with hub reduction to all drive axles and front, centre and rear differential locks. Further aiding off-road capabilities is a 33° approach angle, while minimum front and rear ground clearance of 346mm and 284mm with standard tyres provides the ability to negotiate muddy or uneven ground more easily.

T-Way models utilise a steel chassis with a 10mm-thick frame that allows better flex and articulation over rough ground – its flat finish also means that body fitment to the new T-Way range is easier and more efficient. A towing cross member and front tow hook also come as standard.

The AD 6x4 and 8x4 also feature front parabolic suspension with dampener but with standard rear pneumatic suspension (eightbag) for these models. The heavy-duty cantilever rear suspension is available as a

The range includes a host of active and passive safety features. AD 4x4 and 6x6 vehicles are equipped with full air drum brakes backed up by an electronic braking system (EBS off-road) with ABS, ASR and hill holder. They also have a transmission intarder and engine brake.

The AD 6x4 and 8x4 variants offer the same safety benefits but with full disc brakes and include ESP (electronic stability programme), lane departure warning and an optional tyre pressure warning system.

More comfort IVECO says the T-Way’s interior delivers a generational leap on the Trakker. A 7in LCD touch screen infotainment system features Apple CarPlay, Bluetooth connectivity, smartphone mirroring, voice recognition and in-built satellite navigation

by TomTom. The unit is also reverse- and side cameracompatible.

Additionally, there are automatic lights and wipers. A new leather-wrapped steering wheel houses integrated controls, while its flat-shaped bottom creates extra leg room. Standard seating is courtesy of an air-suspended, heated, high-comfort seat for the driver and a three-way adjustable passenger seat.

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he latest IVECO ACCO models are currently undergoing testing and validation with Iveco Australia engineers. Sharing its fundamental architecture with the S-Way, the overall model line-up will target specialised vocational applications. The range will be available in 6x4 and 8x4 configurations and will feature IVECO’s 8.7-litre, Euro-6e Cursor 9 engine.

Buyers can select from three output ratings spanning from 231kW (310hp) and 1300Nm to 268kW (360hp) and 1650Nm. The standard transmission across all models will be the Allison 3200 six-speed automatic.

Available exclusively with a day cab, the interior of the ACCO has been refined to provide more usable space and accommodate dual-control hardware for relevant models. Driver storage solutions have also been amplified with additional areas allocated for PPE and personal belongings.

As with its predecessor, the new ACCO prioritises clean chassis rails and mounting options, while its chassis

layout has been honed to closely align with the requirements of waste industry bodies in consultation with popular body manufacturers and leading companies in the waste sector. There will also be new systems for improved integration between the cab chassis and bodies. Other waste industry-specific adjustments include redesigned steps that provide extra ground clearance, an engine hour meter and three-blade windscreen wiper system.

The latest ACCO will receive the advanced safety equipment featured in the S-Way, including advanced emergency braking, brake assistance, adaptive cruise control, lane departure warning, electronic stability programme with ABS (disc brakes all-round) and anti-slip regulation. It will also be equipped with full LED lighting.

“Development of the new ACCO has been an involved process, particularly the design of the dual-control system, which has been engineered locally, specifically to meet the preferences of Australian and New Zealand customers,” said Emiliano Foieri, Iveco Trucks Australia – Heavy Vehicles.

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“Given the long heritage and strong reputation that ACCO boasts, we’re working hard to ensure its standing as an industry favourite continues with this new generation model.”

More detailed information and specifications of the new ACCO will be available closer to its release.

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ROAD NOISE NEWS NEW MODELS

ENHANCED QUON ARRIVES T he enhanced UD Quon has arrived, offering improved technology to assist drivers, delivering higher fuel efficiency, performance and productivity, and making operation more sustainable.

UD Trucks launched the enhanced Quon to the New Zealand, Australian and South African markets in May, with features differing between markets.

The enhanced Quon also provides greater uptime, optimising operational efficiency and streamlining costs, says the company.

Extensive safety New, advanced safety features introduced on the enhanced Quon include the improved Smart Traffic Eye Brake, which uses its millimetre-wave radar and a back-eye camera and monitor to detect a potential collision with a vehicle or any vulnerable road users, including pedestrians and cyclists. It operates alongside the Moving Off Information Signal function.

It also has a new, upgraded

Driver Alert System – an in-cab camera that analyses the positional relationship between traffic lanes and vehicles and the driver’s steering, activating a two-step warning to alert the driver to take a break.

These new features come equipped on top of the truck’s original active safety technologies, including the Smart Traffic Eye Cruise, the smart BSIS (Blind Spot Information System), lane departure warning system and UD stability control.

UD says more features are upcoming for the truck.

Fuel efficiency, performance and productivity UD Trucks says the enhanced Quon is its most powerful and reliable truck yet, with its GH11 engine delivering up to a 2.5% improvement in fuel economy and using up to 6% less engine oil while offering enhanced anti-wear, deposit and soot control. There is more power and torque at low engine speed, leading

10 New Zealand Trucking July 2023

to faster acceleration and higher gradeability with better performance.

The truck also comes with the ESCOT-VII 12-speed AMT providing improved and faster gear shifting while suppressing fluctuations in fuel efficiency. A high-efficiency rear differential axle carrier also delivers more power and torque by reducing drivetrain loss.

New exhaust tube insulators and an additional noise cover on the transmission help improve and manage the vehicle’s heat and emissions.

The truck is also integrated with the ‘Nenpi’ fuel coach system displaying optimal fuel efficiency advice and driving techniques that drivers can leverage. An advanced fuelsending unit installed onboard provides more accurate fuel readings alongside a redesigned fuel tank for 8L engines that provides higher ground clearance. The truck’s Idle Shut Down feature, which automatically shuts down the engine after a few minutes of idling during parking, helps to enhance fuel economy.

UD Trucks’ Better Life UD has taken a ‘Better for People’ approach with the new Quon, elevating drivability and comfort. This includes a streamlined interior and dashboard designed for driver convenience, and an easy-tounderstand instrument panel layout with driving information and LED indicators arranged in order of warning priority, providing excellent visibility to drivers.

The company says reduced tare and overall vehicle weight come courtesy of a light chassis designed for maximum payload. The lower height further improves loading handling performance, supplemented by an uneven load adjustment function.

Owners of the enhanced Quon will find that the truck is ‘Better for Business’ through its stronger performance that supports their businesses with increased efficiency and productivity, collectively bringing about a better cost of ownership.

ROAD NOISE NEWS

From left: Hino president Satoshi Ogiso, Toyota president Koji Sato, Daimler Truck CEO Martin Daum, and Mitsubishi Fuso CEO Karl Deppen.

FUSO, HINO TO MERGE UNDER DEAL BETWEEN DAIMLER AND TOYOTA

D

aimler Truck and Toyota have signed an MOU on the development of advanced technologies. It will see the merger of Mitsubishi Fuso and Hino Motors to build a globally competitive Japanese commercial vehicle manufacturer.

Under the MOU, Daimler Truck, Fuso, Hino and Toyota will collaborate towards achieving carbon neutrality and developing CASE (Connected/Autonomous & Automated/Shared/Electric) technologies. They will also strengthen the commercial vehicle business on a global scale.

Under the deal, Fuso and Hino will be merged “on equal footing” and collaborate in commercial vehicle development, procurement and production. Although Fuso and Hino will become wholly owned subsidiaries of the new company, both will retain their brands and sales networks in Japan and abroad.

Daimler Truck and Toyota will equally invest in the holding company of the merged Mitsubishi Fuso Truck and Bus Corporation and Hino. They will collaborate in developing hydrogen and other CASE technologies to support the competitiveness

of the new company.

By joining forces, Fuso and Hino would create synergies and enhance the competitiveness of Japanese truck manufacturers, helping to strengthen the foundation of the Japanese and Asian automotive industries and contributing to their customers, stakeholders and society.

The signing of definitive agreements is expected in the first quarter of 2024, with the aim of closing the transaction by the end of 2024.

“We at Daimler Truck are very proud of our products because trucks and buses keep the world moving. And soon they will even do so with zero emissions,” said Martin Daum, CEO of Daimler Truck.

“There is a great future ahead – and today’s announcement is a crucial step in making that future work economically and in leading sustainable transportation. The planned new company will be a major force in Southeast Asia and an important associate of the Daimler Truck family.”

Karl Deppen, CEO of MFTBC, added: “This close collaboration will enable us to accelerate the decarbonisation of the transportation industry, creating an even stronger

Japanese commercial vehicle manufacturer.

“Under the two wellestablished brands of Fuso and Hino, we will continue to take a leading role in serving customer needs in Japan, Asia and beyond.”

“The challenge of building a new future for commercial vehicles will play an important role in creating a prosperous mobility society. In this CASE era, the relatively small size of Japan’s commercial vehicle market means that individual companies will struggle to survive on their own,” said Toyota president Koji Sato.

“To create a prosperous mobility society, what we need is not just competition, but all of us working together to create the future.”

Hino president Satoshi Ogiso added: “We find ourselves in a period of oncein-a-century transformation.

We have no time to lose in developing the CASE technologies to address social problems such as carbon neutrality, driver shortages, and traffic accidents.”

Details on the scope and nature of the collaboration, including the name, location, shareholding ratio and corporate structure of the new holding company, will be decided over the next 18 months.

ISUZU PARTNERS WITH HONDA TO DEVELOP FUELCELL SYSTEM Honda will develop and supply the fuel-cell system for the fuel-cellpowered heavy-duty truck Isuzu plans to introduce in 2027.

The companies believe fuel-cell technology, utilising hydrogen as fuel resulting in no CO2 emissions, will be effective in achieving carbon neutrality of heavy-duty trucks, which are required to address large load capacity, longtime use, long-distance driving and the need for quick refuelling.

Since the signing of an agreement in January 2020 to conduct joint research on heavyduty trucks utilising fuel cells as the powertrain, the two companies have been working toward the establishment of a foundation for basic technologies such as ensuring the compatibility of fuel cells and heavy-duty trucks and the development of vehicle control technologies.

The two companies are planning to start testing a prototype truck on public roads before the end of the current fiscal year ending 31 March 2024.

Moving forward, the two companies will take advantage of the respective strengths of each company and accelerate the development of clean, low-noise, low-vibration fuel-cell-powered heavy-duty trucks.

This will contribute to the shift towards the use of clean energy by the entire industry, including logistics businesses, with more proactive use of hydrogen energy, through which both companies will strive to achieve the shared goal – the realisation of a carbon-neutral society.

ROAD NOISE NEWS

Victor Carvalho.

SCANIA NZ WELCOMES NEW MANAGING DIRECTOR Victor Carvalho has been named the new Scania New Zealand managing director, replacing Rafael Alvarenga Alvarenga will be taking up a new role with Scania’s owner, Traton Group, as vice president of commercial operations at Navistar in Mexico.

Carvalho joins Scania NZ from his role as head of Scania Portugal.

“I am looking forward to my new chapter with Scania in New Zealand and picking up where Rafael has left off. I am excited about continuing the growth and success of the New Zealand business and experiencing the Kiwi culture with my family,” said Carvalho.

Scania significantly expanded its footprint throughout New Zealand during Alvarenga’s two-year tenure and now enjoys a stable of 25 nationwide service centres, of which 10 are Scania New Zealand branches and 15 are independent-approved service centres.

Alvarenga said he was proud and pleased to be handing the reins to Carvalho, with the business in a market-leading position and exciting growth plans for the future.

"The quality of Scania NZ’s team and culture alongside our customer-first mantra and cando Kiwi attitude has made my time here one of the most rewarding of my career. But my main reason for optimism is knowing about the impressive plans that lie ahead for Scania’s growth in NZ. I know Victor will embrace and amplify those strategies,” said Alvarenga.

Carvalho’s career with Scania spans more than 20 years, most recently as regional director for Portugal for four years, and he also enjoyed a successful period as director of truck sales for Latin America during the past decade.

Carhalho hails from Brazil and comes to New Zealand with his wife and two children.

12 New Zealand Trucking July 2023

From left: Debbie Neame, office manager; Bill James, membership services; Carol McGeady, COO; John Sansom, HarmFree programme manager; Katie Johnson, marketing and communications manager; and David Boyce, CEO.

NTA expands team to support trucking operators

T

he New Zealand Trucking Association has announced several recent additions and role changes within its structure.

The strategic personnel developments aim to enhance membership services, marketing and communication efforts and office management, and the introduction of a new health and safety initiative.

Bill James has joined the association in a role dedicated to membership services, responsible for further strengthening the association’s ability to support trucking operators.

Katie Johnson has assumed the role of marketing and communication manager, tasked with developing and implementing strategies to effectively communicate the association’s initiatives, programmes and benefits to the industry. Debbie Neame has transitioned into the role of office manager.

John Sansom has taken on the position of programme manager for the upcoming HARMfree

Transport and Logistics Initiative, a comprehensive industry-led scheme designed to improve workplace safety and worker wellbeing in a language and style practical for transport and logistics.

The programme is set to launch soon, thanks to the collaborative efforts of the association, National Road Carriers, Success formula, Fit for Duty and Autosense, and is supported by funding from ACC’s Workplace Injury Prevention grant.

Under the leadership of CEO Dave Boyce and COO Carol McGeady, the Trucking Association is focused on building the capabilities of its team to sustain its growth trajectory.

Despite having a relatively small team, the association continues to design and implement impactful initiatives and programmes that improve industry safety and drive positive change.

Plans are also underway to introduce the Careers Trucking programme later this year, which will offer hands-on experiences to the industry.

with with withnew new newfeatures features features

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The UD Quon with its new features is a perfect example. Optimising operational efficiency through higher TheThe UDUD Quon Quon with with its new its new features is aisperfect a perfect example.

Optimising operational operational efficiency through through higher higher performance, productivity &features fuel efficiency - theexample. new Quon isOptimising designed to provideefficiency better outcomes for your performance, performance, productivity productivity & fuel & fuel efficiency efficiency - the - the new new Quon Quon designed is designed to provide toroad provide better better outcomes outcomes for for your your business.

Combine this with improved safety technology to isprotect drivers, users and communities, business. business.

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ROAD NOISE NEWS

Sideloader Good Practice Guide launches

T

he New Zealand Intermodal Transport Safety Group (NZITSG) has received official endorsement from WorkSafe on the Good Practice Guide: Safe Operation and Maintenance of Sideloaders (Good Practice Guide). The programme is now being launched across the transport industry.

The NZITSG was established to address intermodal safety concerns and consists of transport operators, original equipment manufacturers (OEMs), industry associations, and industry training provider, Mito.

“Statistics show that when using a sideloader, there is a higher chance of injury to truck drivers. NZITSG is equipped to comprehend the dangers and difficulties associated with sideloaders as they are essential to our supply chain transportation operations, sideloaders play a pivotal role in our businesses. Mitigating risk and reducing harm for our people is vital,” said Murray Young, chairman of NZITSG. The Good Practice Guide has distilled the key safety information across all sideloader user manuals into one standardised guide.

Relevant content has been collated, simplified and formulated in a way that is easier to understand – shining a spotlight of sorts onto the critical health and safety information supported by a formalised annual certification process for sideloaders.

The process is robust and ensures safety, sustainability, productivity, and excellence within the industry is prioritised and celebrated.

“The Good Practice Guide is a strong tool that puts control into the hands of the transportation sector, allowing us to demonstrate leadership by actively enhancing health and safety outcomes related to sideloader operations,” added Murray.

“The experience from the working group is countrywide with representatives from across the entire supply chain – this means the guide is not one-dimensional.

Manufacturers right through to operators have provided input to shape the programme and help ensure usability,” said Stephen Woodward, National Road Carriers, commercial transport specialist.

Dom Kalasih, interim chief executive of Ia Ara Aotearoa Transporting New Zealand, added: “This is an excellent illustration of the transport industry taking the initiative to use its collective expertise and knowledge to reduce risk and create practical solutions that can be easily put into practice. End-to-end supply chain support can now occur with transport customers now able to ask for their providers to adhere to the Good Practice Guide, and operators can demonstrate with pride that they are part of the programme – demonstrating industry leadership.”

The guide is supported by an industry accord that stakeholders and transport operators can sign up to.

Young said this demonstrated compliance and support for the guide, which would be continually improved to take into account technology advancements, training, and the unit standard will

14 New Zealand Trucking July 2023

1 1) From left: Coral Carlyle, Mark Purdue, Richard Smith, Jason Heather, Ian Pauling, Clint Burgess, Grant Darrah, Murray Young, Calven Bonney, Ross Wallace, and John Anderson. 2) Hammar’s Ian Johnston. be refreshed to reflect its evolution.

“All three OEMs – Hammar NZ, Patchell Group, Steelbro – have been on the same page. We see the importance of safety training for operators and good maintenance to ensuring that side loaders are fit for purpose,” says Ian Johnston, Hammar NZ Ltd. Formal endorsement from WorkSafe means the guide is supported and meets the standards required to deliver better health and safety outcomes. WorkSafe’s policy dictates that guidance such as the Good Practice Guide must meet the same quality requirements as its own internally developed guidance. The strict criteria for endorsement provide assurance that health and safety guidance is aligned to regulatory requirements.

The sideloader Good Practice Guide will be freely available for all transport operators on the web from early July, and NRC will be coordinating delivery of the certification labels to the OEMs. Certification is an annual process, requiring the core elements to the Good Practice Guide to be undertaken: • Sideloaders are certified once a year by the OEMs or their approved service agents, and an approved certification

2 label is attached to the sideloader – similar to a vehicle certificate of fitness (COF).

• All lifting chains and lugs are certified annually.

• New sideloaders are certified, and an approved certification label applied at manufacture.

• Operators must receive general training that covers the principles of a sideloader and specific training on the make and model of equipment they will be operating.

• All sideloader operators hold NZQA Unit Standard 17679 certification, confirming they are competent to operate a sideloader.

NZITSG members include John Anderson, LG Anderson; Greg Bailey, Steelbro; Calven Bonney, LW Bonney & Son; Clint Burgess, Pollock Cranes; Grant Darrah, Reliance Transport; Ian Johnston, Hammar NZ; Dom Kalasih, Transporting New Zealand; Don Patchell, Patchell Group; Ian Pauling, Coda; Mark Purdue, HWR Group Ltd; Stephen Woodward, National Road Carriers; Richard Smith, Mackleys; Murray Young, NZ Express Transport.

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ROAD NOISE NEWS

Wheels at Wanaka breaks records

T

his year’s Wheels at Wanaka attracted approximately $19.2 million of total direct spending, according to a new report.

The Wheels at Wanaka Event Economic Impact Assessment and Visitor Experience report from Research First found $13.5 million of the total direct spending could be attributed to event-motivated expenditure.

This was a substantial increase from 2021, when the event attracted approximately $10.3 million of total direct spending, with $6.9 million attributed to event-motivated expenditure.

Total event expenditure outside the Queenstown Lakes and Central Otago Districts amounted to just over $750,000.

This includes gross revenue from ticket sales and total sponsorship revenue.

Trade and food-stall sales brought in an estimated $1.5 million.

Patron numbers for the 2023 event doubled to 40,700 over three days, compared with 25,000 in 2021.

Saturday, 8 April, was the biggest day, with 71% of visitor/spectators attending just one day, while 20% attended on two days and 9% went all three days.

Overall enjoyment and satisfaction ratings are very high, with 98% of participants enjoying the event and the overall experience and 99% enjoying the overall atmosphere. Similar to 2021, the variety at the event was a clear drawcard, especially the various vehicles and machinery on display.

There were 2500 to 3000 various wheels and machines on show, of which 350 were trucks and 106 earthmovers.

Wheels at Wanaka is governed by the Wheels at Wanaka Charitable Trust, a notfor-profit that provides surplus funds to

selected regional community organisations.

The 2023 event facilitated $100,000 in fundraising and donations for community groups involved.

“The team and I are delighted with this year’s results and can’t thank the vehicle owners, partners, volunteers and patrons enough for the vital roles they play in our show,” said event general manager Allan Dippie.

Wheels at Wanaka will return in 2025, with the vision of being “Australasia’s biggest and best all-vehicle show, attracting international visitors and industry leaders alike”.

The theme for 2025 is '100 Years of Caterpillar'. The show will take place on Easter Weekend 2025, Friday 18 to Sunday 20 April.

2025 Trucking Industry Show: Save the date

T

he next Trucking Industry Show has been confirmed for 7 and 8 March 2025 at the Canterbury Agricultural Park in Christchurch.

Organised by the New Zealand Trucking Association, the Trucking Industry Show launched in 2014 and is generally run every two years.

The show celebrates the industry’s professionalism, showcases products and services, shows off hundreds of New Zealand’s best working trucks, inspires

the next generation, hosts industry competitions and enables networking and socialising.

The show attracts exhibitors, truck drivers and visitors from around the country and Australia.

The 2022 event was a huge success, with nearly 40,000 visitors over two days and 130 exhibitors participating.

The show attracted more than 500 trucks, with 478 participants in the Show and Shine. More than $71,400

was donated to charities.

The 2025 show will also feature a new layout and an exciting new space.

Existing exhibitors and sponsors will be contacted with the offer of rebooking first, before the bookings will fully open.

More details on the 2025 show, including pricing and exhibitor options, will be announced soon. For more information, contact Carol McGeady at 0800 338 338 or carol.mcgeady@ trucking.nz

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ROAD NOISE NEWS

MARK YOUR CALENDARS FOR KENWORTH 100 Southpac Trucks has announced the news Kenworth enthusiasts have been waiting for – massive celebrations are all go to mark the brand’s 100-year worldwide milestone.

Set to take place on Waitangi Weekend 2024 at Mystery Creek, the Kenworth-only show will eclipse any single-brand truck show ever staged – including the 301 Kenworth turnout hosted by Southpac at Baypark in 2014.

“Kenworth owners are known to be passionate about the trucks they run. We want to bring them together in one place to celebrate the best of the brand by hosting this show,” said general sales manager Richard Smart.

With a huge nine-hectare footprint set aside at the showgrounds, there is room for up to 1500 trucks. Registrations are essential and will open during July via the Southpac website.

Follow the Southpac Facebook page for updates.

There will be prizes across a range of categories, and those bringing a truck will receive a special 100-year commemorative pack on arrival.

Planning for the event began in early 2020 and was put on hold during the pandemic.

But, Richard said there had been so much enthusiasm for the concept of a 100-year celebration that it was an easy decision to go ahead with the 3 February show. There will be a two-day lead-up beforehand.

Building on the success of the special ‘50 Years of Kenworth in New Zealand’ show, the Southpac team has designed the worldwide 100 event for maximum visual impact. Even better, for the fans, a commemorative range of flags, banners and merchandise will be available for purchase.

“Many will remember the stunning view of the brand-new conventionals and cabovers lined up when entering the gathering at Baypark. The scale of the 2024 venue will allow a line-up five times longer than this – half a kilometre of Kenworth grills in one row alone.”

18 New Zealand Trucking July 2023

New app to automate heavy-vehicle management

A

free New Zealand app hopes to automate heavy vehicle management by centralising administration tasks in one location.

The app, called Bonnet, allows users to upload a fleet of heavy vehicles from freight trucks to farming equipment by simply entering each number plate. The app takes care of everything else, pulling in each vehicle’s data from Waka Kotahi NZ Transport agency and notifying users of everything from inspection dates to mileage, registration and WOF in one place.

For fleet owners and trucking companies, it replaces manual systems that risk hefty fines if records are not kept correctly.

Bonnet was developed by tech entrepreneur Steph Kennard, who after years in the vehicle industry, spotted a gap in the market for simplified vehicle admin.

Kennard said keeping track of large fleets was a time-consuming manual process with room for error and Bonnet made heavy vehicle admin more streamlined and accurate.

“The app completely changes how fleets, heavy vehicles, farming equipment and family vehicles are managed. You get alerted on your phone and via email, and you can

update and book services on your phone or computer in the office. It’s seamless, and we hope its simplicity means we can ease the burden on businesses managing multiple heavy vehicles.”

The app launched in April and has already amassed more than 12,000 users with more than 25,000 vehicles loaded. The app’s latest release means trucking companies and farms can now use it to manage their heavy-vehicle fleets with a game-changing centralised management system.

“The update means no inspection or warrant of fitness is missed and heavy vehicles on New Zealand roads are safe,” said Kennard.

“Each vehicle can be nicknamed for easy identification and users are guided by a traffic light system. The red, most urgent deadlines come up first in your dashboard, so users will never be worried if they’ve missed an inspection or registration again.”

Soon the app will also help monitor tyre tread and educate users on the differences between tyres on the market. The app will also have videos explaining how to change tyres, oil and water, plus other car education tips aimed at domestic vehicle users.

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LETTER TO THE EDITOR

SELLING CAN TAKE ITS TOLL

M

y father, Hira, owned logging trucks. He operated in Ruatoria.

He sold the trucks in 2019 and wound up the business.

In April this year, his accountant showed him a letter regarding 25 toll charges for the logging trucks using the Takitimu Drive Toll Road. We rang NZTA to say the trucks had new owners and that the business was closed more than three years ago.

NZTA said the accountant in my dad’s wound-up company forgot to close the toll account, and my father still had to pay the bill before the open toll account would be closed. Grudgingly, it was paid after an hour of trying to ask why we should.

We figured that’s that, but we were mad and wondered who owned the trucks. NZTA told us it was a civil matter and to find the owners; the complaints escalation was reinforced by

law, and there was no disputes department or anywhere we could go.

By law, when you sell a vehicle, you must deregister your toll account. If you do not, NZTA’s terms and conditions clearly state the law of obligations, rights, and so forth.

A $20 bank declined fee was added, but at the time of payment for the $138.10 for 25 toll charges, NZTA said don’t worry about it.

Only a final notice was received – no warnings or anything prior. But, as I said, we took the smack on the hand and paid the $138.10.

I thought, ‘Okay, that’s that done: lesson learned.’ We were out of pocket and a little disheartened. But not even a couple of weeks later, NZTA emailed asking for the $20. Well, hey, this time around, I used colourful lingo that started with F and said send me a declaration.

I was told no declarations are sent in emails. Just pay the bill.

I lodged a 105 police complaint, stating fraudulent use of the company name that did not exist anymore. I didn’t think we would get help. I just figured, ‘Well, I’ll still follow the process and complete a declaration when the NZTA kindly sends one to me.’ It didn’t. I mean, it didn’t have to and I didn’t have to either.

A policeman called me to give me the owner’s name and the email address to make contact.

I emailed the lady owner and asked her to call me. She did and told me she freaked when she got an email and call from the police saying she fraudulently used someone’s toll account. The policeman told her to pay the bill.

She said some of the old owner’s logo was still on the truck. She told me she also did everything legal and never

had a problem with them billing her before and that she always pays a late fee, but she knows her account. This lovely, honest lady paid me back my $138.10 and said she would take responsibility for her account.

As a retired truckie, my dad wants people or other owners to know if you sell or buy a truck, check the toll accounts. If you sell and you have a toll account, make sure you close it. You are legally obligated to pay charges against that vehicle for as long as you leave that toll account open.

Selling a vehicle or new registered ownership does not sign over all liability, and that’s by law. So, for my dad’s sake… a retired truckie from Ruatoria would love for others to know better too.

April Ohlson Retired truckie’s daughter

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COVER FEATURE

Who would have guessed? The high-tech spacecraft in the last scene of Close Encounters of the Third Kind was actually the MAN TGX New Generation!

22 New Zealand Trucking July 2023

MEATTHE

MAN

MAN’s New Generation has landed on Kiwi soil. You might at first glance see an evolution, but look closer. This is a new hightech Lion, and resets the bar on the OEM’s range. How lucky are we that our first sample is a machine in the keep of FJ Ramsey Contracting. The Ramsey family’s livery is an industry signature, and their place in New Zealand road transport history special.

Story by Dave McCoid

Photos and video by Gavin Myers and Dave McCoid

Roaring past the hallowed 60/8 weighbridge site.

S

tate Highway 30 is a 229km ribbon of undulating and ‘varied’ bitumen linking Te Kuiti and Whakatane. It cuts a path through the eastern King Country, South Waikato, clips the northern edge of the volcanic plateau before transiting the southeastern Bay of Plenty. It’s a picturesque drive, and for at

least two-thirds of its passage imparts a level of isolation at odds with where it actually sits; a great indicator that North Island freight and people flow is dominated by north/ south traffic. Moving from the far west to far east in Te Ika-a-Maui has always been a slightly weird and arduous experience due, in the most part, to the three standalone peaks in the middle of the

island and the world heritage hinterland they create.

That said, once north of Mt Messenger in the west, SH30 is one of the major routes of choice for trucks needing to effect a lateral crossing of the island.

Likewise, the concentration of forest and farmland along its path bolsters the road transport industry’s patronage immeasurably.

One reason you’ll go there sits about 40 minutes’ truck travel time east of Te Kuiti, just beyond the village of Benneydale – Crusader Meats. Owned by John and Bernice Ramsey, the boutique freezing works sits all on its own amid the rolling green countryside – it almost looks lonely. A sheep-processing facility predominantly, the plant can handle 3300 head

Left: Crusader Meats set in the rolling valleys in the King Country. Right: Mike Ramsey is the plant manager with his brother Brent head of marketing and sales.

A grassroots lead from the front, Kiwi business family.

a day at peak, also taking an allocation of bobby calves and goats according to seasonal requirements. John and Bernice’s two sons run day-to-day requirements: Mike manages the plant and Brent looks after sales and marketing. Daughter Vonita is not involved in the business.

Buzzing around the facility are a number of green liveried trucks and it’s no

coincidence they bear a striking resemblance to those famous machines of years gone by owned by Rotoruabased Ramsey Roundwood.

Yes, these well-respected Kiwi innovators and entrepreneurs have divided their commercial life between posts, poles and protein, and the two-tone green-and-white liveried trucks of FJ Ramsey Contracting have been a common thread in both enterprises.

We’re at Crusader Meats at 5am on a ‘bracing’ late autumn morning to sample our first New Generation MAN TGX, in 26.640 trim. What’s even more exciting is it’s towing a B-train, and those who know their road transport Kiwiana will chuckle when we say no MAN has more right to tow a B-train than those of FJ Ramsey. John Ramsey spun heads back in 1981 when he commissioned the country’s first on-highway B-train – at the time an odd-looking Canadian-born trailer setup where one semi-trailer towed another. ‘It’ll never work!’ – LOL.

A beast for the east Crusader’s product leaves the Benneydale plant either containerised, in stillages, or palletised cartons. Containers go on skeles, the latter two in chilled curtainsiders.

Traditionally, all product was routed through Mt Maunganui,

the bulk carted by local carrying identity PGF, with a little in-house. However, as we all know, in the ebb and flow of business, nothing is ever the same for long. About three years ago, a major reallocation of cool store space at Mt Maunganui resulted in Crusader’s supplier losing its China-certified site and an alternative had to be found for the company’s China-bound product. That came in the form of Whakatu Cool Stores in Hawke’s Bay, which set in motion a restructure in how product was shipped.

Up until then the China and rest-of-world product was shipped ex-Benneydale to Mt Maunganui in cartons loaded into stillages ready for immediate blast freezing. Post the upheaval, eastbound loads take the form of wrapped pallets, repacked for freezing once at Whakatu. Payloads have increased from 18 to 30 tonne, so any increase in handling charges is balanced by volume moved.

Ramseys took on the Hawke’s Bay transport task themselves, sourcing and reconfiguring a six-axle B-train to better exploit HPMV opportunities.

“You could argue the case for more payload in an eightwheeler and five-axle truck and trailer,” said Mike, “but you lose versatility. We have other B-trains and a skele, so

need the trucks to be flexible.

“The B-train is configured with mezzanine floors on the gooseneck, not just the main bodies. Because the product is not frozen in transit, we can only stack boxes six high on the pallets to preserve the carton integrity. Having the ‘mezz’ up front gets us to our target 57-tonne HPMV weight.”

With moderate weights and the Kaimai Ranges providing the only decent big climb en route, the company’s 2019 MAN TGX 26.540 is ideal for the 338km return run to Mt Maunganui. But running the 519km return to the Hawke’s Bay six times a week at 57 tonne, with more robust climbs than you can shake a stick at, and you’re in a different league of truck requirement.

To be fair, the 540’s been carrying the Olympic torch on this one admirably while the 640’s been in the incubator, although driver Colin Edwards said it’s certainly not a fast trip. “Even on a like-for-like trip to the Mount the 640 is 15 minutes ahead. The 540 will still do the sixth trip to Hastings each week, which is fine. She’s just not going to break any records.”

When we arrive onsite, Colin’s already well into the loading operation and he’s fully briefed on our impending arrival. First impressions count, and we knew from the outset

Left: Colin busy working on the trailer. Right: Almost done, just securing the situation to go. Note the mezz floors on the gooseneck.

New Zealand Trucking

July 2023 25

we were in for a great couple of days with a neat bloke, in a cool truck.

Colin’s that full of trucking pedigree it’s oozing out his tear ducts, although you’d have no idea when you meet him. He is to ‘FIG JAM’ what the Pope is to UFC, however the tell-tale signs appear early.

Pallets exit the factory on a conveyor and Colin plucks them off with a fork-hoist.

Each pallet is placed, tucked sideways, and dropped the last 5mm to the deck and then he backs out. There’s no revving, frantic side-shift mayhem or pallet scuffing, it’s all calm. Every now and then, he’ll leap off and move a strap he’ll know will be in the way in three pallets’ time, tighten a mezz-support strap, or close up a curtain, allowing the smooth flow of operations to continue. By the time we get to the last two pallets right up the front, the rear unit is closed, buckled and ready.

There’s about 10mm tolerance to the headboard … and in they go. We’ve chatted all the way through and there’s not been a single moment of tension or frustration, no poles lying around, or loose straps snaking out across the yard. It’s an old trucking adage happening before our very eyes – speed comes with smoothness, not haste.

Sitting ahead of the combination in glorious green is one of the world’s stateof-the-art diesel combustion heavy trucks. Known colloquially in the ‘frat’ as TG3, MAN’s New Generation TG range can only be described

SH5 dropping into the Esk. Pure devastation. as a revolution of evolution; its origins instantly apparent in an unrecognisable way. In that regard MAN and Kenworth have something in common, the ultimate evolvers of their respective form factor.

Visually it’s a MAN, no mistaking, however once harsh lines are now smooth and cohesive. It’s like they sent old TG to a Malibu cosmetic surgeon and asked for a tighten-and-tuck job.

That makes TG slipperier in the air, and that’s good for consumption. MAN reckons the whole package – aero, driveline, smarts, driver training – could add up to 8% over previous incarnations.

Readers may remember I was privileged to be able to follow the New Generation MAN through its global birth and attended both the Munich

26 New Zealand Trucking July 2023

launch in 2019 and then the big drive event in Spain in 2020. It is a truck I feel I know. In respect to the cab, I remember MAN boss at the time Joachim Drees saying the externals got a smarten up so the bulk of the budget could be sunk into the cab’s internals and the tech unseen.

There was no escaping the message at the time; New Gen TG was a truck in preparation for a different tomorrow.

Munich to Benneydale, and here was the New Gen TG in TGX form as far from its birthplace as any MAN will ever get, about to head off on some pretty testing Antipodean duties.

“MAN. We bought our first one in 2019, a TGX 540, and that’s been a good truck,” said Mike. “I wanted something European with a

good retarder. Availability at the time was immediate, and the Kerley boys up the road recommended them based on their experience. We decided on the 540 and it hasn’t given us any trouble to date, with 200,000km on the clock.

Penske has been fine to deal with, so when we wanted something better suited for the Hawke’s Bay work, we thought we’d go for another.

We dealt with Mitch James in Mt Maunganui and he was all good. No problems at all.

“There’s no easy way to get out of here to the places we need to get to. It’s tight, windy, and hilly, and with the increased weight, distance, and workload involved in the [Hawke’s] Bay run, we thought we’d up the power and engine size to the 640.”

Comfortable cruising.

It’s still a Lion – thank goodness!

The New Generation MAN was a complete range overhaul. As Drees said at the launch, that is rare … and expensive. The reason for the blanket approach was down to something he called EE, or Electric and Electronic architecture. A decade in research and development with 1.2 million lines of software code written in-house, EE unifies, and therefore simplifies, the underlying electrical and electronic architecture of the truck. According to head of the EE system Stefan Teuchert, many safety and productivity systems in trucks run on standalone hardware each with their own operating systems, all trying to

communicate. It’s especially so when integrating third party systems.

The New Generation MAN eliminates all that, with a single operating system controlling the whole show in an architecture infinitely simpler and more reliable.

It allows greater levels of communication between systems, easier updates, and the downloading of future safety and productivity applications with no disruption to the truck’s workflow.

“Think of it as a giant smart phone,” said Frederik Zohm, board member for research and development, meaning there’s one central brain running the show and bringing it all together.

With such a bevvy of tech, there’s an incredible stash of data to be plundered

also. Dean Hoverd, Penske’s national sales manager for New Zealand said the company was evaluating a telematics solution currently – watch this space.

The good news is, techy and swanky as it might be, New Gen TGX is still a Lion at heart. We’ve always loved the exhaust note of MAN trucks, and the company hasn’t dropped the ball on its entrant into the Euro-6e offering at all. Waiotahi Contractors, and the Harte’s 15.2L MANs had it … that big six-pot locomotive ‘thump thump’, and the Ramsey machine continues the tradition. The sort of sound that makes you believe your machine’s up to places like the Napier-Taupo Road at 57 tonne.

Closed up and paperwork done, Colin rolled away from

the load-out pad to the gate, and turned left. As Jerry Reed so famously coined, ‘Eastbound…’

The 15.2L D38 is a genuine 3000Nm engine. It’s not punching at the same level as the biggest on offer, but once you’re in that torque league, progress is rarely impeded by a lack of output.

D38’s the biggest of a three-engine line-up for the TG Series in the industry norm of 11- (10.5), 13- (12.4), and 15- (15.2) litre displacement.

A six-cylinder common rail unit deploying EGR and SCR to get to Euro-6e with CRT (continuous regeneration trap).

With two-stage turbo charging (low and high pressure), MAN is happy for you to run your D38 on paraffinic diesel fuels (DIN EN 15940) e.g. hydrotreated vegetable

New Zealand Trucking

July 2023 27

Leaving Whakatu Coolstores. oils, if you’re feeling that way inclined.

She’s a ‘grumbler’ too, with a peak torque of 3000Nm (2213lb/ft) from 900rpm to 1400rpm handing off to power at 440kW (590hp) on its way to the 471kW (640hp) peak at 1800rpm.

Colin’s right into training the motor to operate where it should be too, and on a couple of instances, he let it loaf over the crest of a climb at 1000rpm. It sounded superb and untroubled.

“I’ve been driving it in manual a bit, just to see what it is capable of, and because it gives me something more to do,” he said with a laugh.

Behind the six big pots is the MAN TipMatic 12-speed OD AMT with Retarder 35.

Again, a MAN-configured ZF TraXon answering any questions on capability and

smoothness. Out back, MAN HY (Hypoid) HYD-1370 and 1350 differentials – at 3.08:1 with locks on the rear axle – sit on eight-bag MAN ECAS suspension with stabiliser bar and shock absorbers. Up front, parabolic springs, again supported by stabiliser bar and shock absorbers, bear the load.

The trip out to SH1/30 at Atiamuri is a ‘wits-aboutyou’ affair, beginning with rolling country, then crossing Whakamaru Dam before swinging left and skirting Lake Whakamaru until the junction about 25km further on. Along its entire length, SH30 is a road that varies in width constantly, and just when you’re feeling comfortable, all of a sudden it narrows up again. Classic Kiwi carriageway! The section along the side of the lake

28 New Zealand Trucking July 2023

towards Durham Point is one such spot. “Along under the cliffs, you can even have the occasional boulder sitting in the road,” said Colin.

Turning right out onto SH1 and we bid 30 farewell. It is straight into the base of the Atiamuri climb proper, and as fresh as the MAN is, at a mere 13,000, it shows its class, accelerating smoothly away and up the climb past the Atiamuri Dam. At a power to weight of 8.3kW/tonne (11.1hp), it is north of the magic 10hp/tonne, but its life will in no way be a romp in the park. What will make the power all the more effective is the torque base of 52.6Nm/tonne (38.8lb/ft), providing a solid platform from 1400rpm down.

A cup of tea at the Z Taupo, looking out the window at the unit, TG3’s side profile is

classic MAN – big and boxy.

The six-axle Roadmaster B-train was bought secondhand and refurbed at Racewell Engineering, Te Kuiti. It’s a really nice clean job, and Racewell also did the alterations, adding the front mezzanines. Mike has sourced a second set, only six registrations different from these ones, to go behind the 540 MAN. “They’re getting a birthday now,” he said.

‘Go east, big green MAN,’ was the call and so it did.

Catching a elderly Fuso suffering a bout of ennui on the climb to the Rangitaiki Plains hammered home what it is modern high-output machines deliver. Inside the cab, it felt like a big truck climbing a hill always has done, the lovely engine note doing enough to entertain us at around 68-odd dB.

On the dock at Whakatu Coolstores.

There was no need for raised voices at all. It’s not until you encounter loyal Trojans of a more modest output doing battle with Newton’s laws that you realise how quickly and effortlessly the heavy hitters of today deliver the goods.

Imagine telling the Neil Otways and John Mettams of the late 1960s/early 1970s how fast 57 tonne would get from Taupo to Napier one day.

Cruising past the High-Level Road and the hallowed ground that was 60/8 weighbridge, there’s barely a whisper in cab.

A finalist in this year’s Truck of the Year Australasia, the TG3 package has all modern safety and productivity apparatus: adaptive cruise, automatic emergency braking, lane guard, lane change and turn assist, easy start (hill launch control) headlights that peer around the corner with you

in the dark at under 40km/h … it’s all there. And of course modern productivity enhancers like efficient roll, which no doubt contribute to the MAN’s early consumption of 1.67kpl, not bad considering youth, gross weight, and route.

…and down!

As painful as the 80km/h speed limit on the NapierTaupo Road is for light traffic, for trucks – especially ones in this league – it’s no real biggy.

Sure, old mate in the Fuso might be pissed he can’t get a blinding run at some of the hills, but the MAN’s ascension probably won’t be overly affected, neither will the trip time.

Through the Waipunga, Colin points out the areas he’s been hunting in. The MAN easily pulls around the hairpin on Tawarewa, up and over the

top, down and on through the Stoney Creek section.

Turangakumu next, the first of the big open climbs. The MAN dips momentarily to 22km/h at 1050rpm in seventh on the steepest pinch before recovering to 29–30km/h for the majority.

One of the key reasons behind wanting to go European for Mike Ramsey was the retarders available in this genre of machine.

I’ve made my thoughts on retarders well known over the years. They are a phenomenal tool for safe and controlled descending, and in conjunction with modern, electronically controlled heavy vehicle brake systems, you can reduce altitude at speeds previous generations never enjoyed.

However, stopping distance is still the meter of descending

speed, not the capability of the retarder. Sailing off big climbs at high weights and absurd speeds just because the retarder will hold you will eventually earn you an appointment with a judge, where he will hear you say, ‘there was nothing I could do’, at which point the prosecution will sneeze ‘bullshit!’

Colin’s schooling in the art of truck driving was about as good as it gets, having been tutored at the hand of his uncle John Lockley in Waihi.

He’s a true disciple of the golden rule – although our desire to overcome inertia will always be a constant war, the need to instantly arrest impetus must be an imperative.

We glided through Te Haroto and Colin set up the MAN for the descent of the Kiwis.

“It’s bloody phenomenal,”

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July 2023 29

Express passage to Bay View. Below: Climbing the Kiwis on the way home. he said. “Don’t get me wrong, the Jacobs is a great tool, but your setup at the top has to be right. If you launch into something too fast the Jake won’t pull you up, not at these weights anyway. This will.

In fact, if I pull this onto its highest setting, it’ll actually start slowing down, and if I hit down-shifts manually, I would eventually stop dead – even here! Even at 57 tonne. I mean, I won’t … oil temps and all that, but it would. It means if you’re in a strange area, you could go off something a little hot, and pull it back into line.

That’s a comforting thing to have.”

Even taking the retarder out of the equation, the MAN’s no slug when it comes to slowing down. The EVBec engine braking alone provides 627kW (840hp) of halt to proceedings. In addition to the normal compression brake, a flap upstream of the turbo combines with targeted airflow on the intake side of the turbo, essentially increasing pressure in the entire top end – and

therefore braking.

Descending control is activated via a press-on brake pedal, the truck knowing that’s your selected speed and blending up the perfect mix from that. If the truck does detect an emergency situation, then brake assist ensures 100% braking pressure during the event.

30 New Zealand Trucking July 2023

I never find the Mohaka Viaduct a heart-warming experience. Narrow and out of date, the panic at times in recent years over its structural integrity doesn’t really fill you with unfettered confidence every time you approach.

Another safe crossing though, and we’re soon at the foot of the mighty Titiokura. The

great truck-crusher itself is today like a punch-drunk old boxer unable to deliver any real power compared with that of its modern mechanical foes. The MAN saw sixth at 1750rpm and 26km/h at the worst pinch, recovering back to the low high 20s/low 30s for the bulk of it.

The initial descent off the

S P E C I F I C AT I O N S

MAN TGX 26.640 BL SA Elite Tare: 9560kg (load certificate) GVM: 26,000kg GCM: 70,000kg Wheelbase: 4275mm Engine: MAN D3876 LF 16 Capacity: 15.256 litres Power: 471kW (640hp) Torque: 3000Nm (2213lb/ft) Emissions: Euro-6e Transmission: MAN TipMatic 12 30 OD Clutch: Single disc clutch, 430mm, dry, reinforced (long life) Chassis: 8mm Front axle: MAN single dropped Front axle rating: 9200kg Front-suspension: Single leaf parabolic spring and shock absorber (8000kg) Rear axle: MAN HY-1370 and 1350 (Hypoid) at 3.08:1 with diff locks on the rear axle Rear-axle rating: 26,000kg Rear suspension: MAN 8-bag ECAS with shock absorbers (23,000kg) Brakes: Disc. ABS/EBS Auxiliary braking: Retarder 35

Top: Fill-up points under the front panel.

Below: MAN 15.2L Euro-6e engine. eastern flank is the steepest part of the entire road, according to Colin, and once again he sets the whole shooting box up for victory.

Through the undulating and winding section around Te Pohue, I’m dragging my old ride chestnut out again – Euro firm. They all have it now, and a key seems to be the uberbutch stabilising setups at the front of the cabs. The MAN causes no reason to bring a bottle of Sea Legs to work, Colin pointing it where he wants, and the Lion obeying.

The directional obedience no doubt helped by the 385/55 R22.5 front feet also.

Down Eland, Glengary, and Dillons to the head of the Esk. It’s a long way down from the top of Titiokura all told, even with the respite around Te Pohue. Colin said he had seen the odd smoker arrive at the bottom, something that sends shivers through your timbers

Additional safety: Lane guard and lane change assist.

Adaptive cruise control. Advanced emergency brake assist. Anti-slip regulation. Hill hold. Electronic stability programme. Acoustic reverse warning. for sure.

I’m going to keep well away from what I witnessed as we rolled down the Esk Valley. Right or wrong, I think it is disrespectful. All I will say is, as a nation, we need to pour assistance into this region at the level we did with Christchurch.

Pulled in alongside the cool store dock, the TG3 sat there as if nothing at all had happened. Colin whipped the unit open for the crew before sorting the necessary admin.

“It’s got a tonne of space.

When you whip the passenger seat around it creates that much more room in the cab to move around in. It’s easy to stay in there’s no question,” said Colin. “The whole project has been great. Mike’s let me have some input and anything I wanted on the truck within reason wasn’t a problem. I’m rapt with how it’s turned out and the feedback I get.”

Additional productivity: Eco-roll. Retarder 35 Fuel: 490 litres DEF tank: 80 litres Wheels: Alcoa Dura-Bright Front: 385/55 R22.5 Tyres: Rear: 275/70 R22.5

Electrical: 24V Cab exterior: Steel cab reinforced with ‘high strength’ materials – ECE-R 29-3 compliant. Air management kit – roof and skirts. Electric cab tilt. Heated remote mirrors including kerb. LED lights (headlight, fog, and marker) plus cornering light (<40kph). Auto wipers. Dual remote keys.

Cab interior: Air seat with lumbar and shoulder adjustment. Driver airbag. Four function buttons mounted in-door (driver’s).

‘Climatronic’ air conditioning. Comfort mattress (110mm). MAN Infotainment 12.3” screen and MAN SmartSelect control.

Fridge and storage drawer. MAN 7-speaker advanced speaker sound system.

As he accessed the side lockers for something, I remembered saying at the launch in Munich that I thought they were set a little high, and OEMs are not generally giving consideration to shorter folk,

female drivers in particular, when they design these things (before you start, global stats cite the average height of women at 13cm shorter than men). The European entourage were intrigued and amazed,

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by all accounts the fairer sex and truck driving aren’t a thing in Europe. They quizzed me intently on their capability, to which I replied – bloody awesome. You should try it.

Cyber buddy Speaking to history, we are likely approaching the zenith of what happened with diesel. All we’ve achieved in our desire to clean up and improve the efficiency of an extremely grubby explosion in a primitive steel crucible over the last half century is akin to a miracle. Sadly, those who pulled off such a feat of chemistry and engineering will never receive the accolades they deserve.

In fact, they’re increasingly seen as pariahs by those who gained most from the riches their creations reliably delivered to us.

The New Generation MAN TGX and D38 combo is a fine example of state-ofthe-art diesel combustion in the 21st century. A fantastic Euro-6e machine able to deliver performance once thought impossible, at a fuel consumption rate that would have had you labelled at best a lunatic, at worst a heretic, in times past. And it all takes place in a level of driver comfort no mansion back then could boast.

In New Generation, MAN has taken a hatchet to the inevitable complexities that build up over time in the race to improve amid fierce competition. This is a clean truck, not just in the sense of emissions, but also in the architecture that delivers so much of the mysterious technological miracles that make it relevant. This should be one of the most electronically reliable, and easily managed trucks ever built.

Yet for all of the above, the underlying machine is actually one prepared for another time, one we’re yet to see and enjoy.

T

CHANGING ROOMS

he Ramsey machine sports MAN’s GM mid-roof cab. There is a bigger ‘jobbie’ – rarely seen in these parts – dubbed the GX, the equivalent of a Highline Scania, AS cab S-Way, Globetrotter et.al.

According to the literature, it is available to us, confirmed by sales engineer on this machine, Mitch James. It’s odd we don’t see GX more often, however many MANs are bought ex-stock, and Penske obviously doesn’t see the need to take a punt on a big bopper. Oh, and yes, I hear you, isn’t it confusing?

You have to have your wits about you deciphering

32 New Zealand Trucking July 2023

MAN chassis and cab nomenclature, don’t you?

The MAN is not a flat-floor wagon, and even with a 120mm engine tunnel, it still has a four-step entry, meaning even Danny DeVito could leap in without a climbing plan.

Once in, it’s a frontline Euro ambience rig, with the healthy dose of German austerity you’d expect. Although the big Euro marques keep each other honest in terms of quality, materials and fit, I sometimes wonder if it also stalls their inner mavericks.

Are there talented cab designers throughout the European commercial vehicle industry who go home each

night and scream into the abyss of conservatism, or are they all retrained dentists? It seems everyone’s too scared to step away and give us something uber-cool. I guess that’s the role of the RVEs of the world.

Choice of materials is firstrate: hard-wearing, easily maintained vinyl compounds and plastics in a browny/ gunmetal hue for high-traffic areas and MAN’s regular fawn affording colour breaks around the dash and on wall panels.

There’s a few brushed alloy flashes, and the passenger fascia has a carbon-fibre panel. In the real world, the fawn encroaches a little too

far into the high traffic areas for me, and too far down the sleeper walls. If you’ve got a slob at the helm of your beautiful new TGX, you’ll need to ‘keep up them’. Mike Ramsey won’t have that issue on his worry list.

Aside from one tiny rough panel cut on the rear sleeper wall inducing an Austin Powers ‘Moley moley’ moment for me, the fit was impeccably German.

The GM cab is not in any way shy on storage or room and it’s a ‘connected’ residence at every turn. There are lockers and stows in the overhead, pelmet stows, rear wall stows, and external lockers accessible from the inside. The fridge and drawer combo are now an industry standard in trucks of this league, and there’s a pullout table on the passenger side. The cascade of storage drawers and cup holders

in the main central console are now a lot tidier and in synch with the overall interior design language. The MAN has the smallest ‘clutter’ tray sitting atop that drawer stack, which is great. Cab clutter’s annoying, and flat vinyl areas attract it like fly shit to a painting.

With 1860mm of headroom above the engine tunnel, I could certainly stand, but would need the GX in order to execute a full stretch. The bunkhouse is ample, with reading lights and a remote for those things you’re just too comfy to get up and do.

All-round visibility from the tiller is fine, and as we’ve said previously, MAN has significantly improved the left/right clearance visibility past the A-pillar and mirror.

Obviously, someone else other than Mercedes-Benz will land their mirrorless rear-view tech in New Zealand soon; the ultimate solution to that particular issue.

At a time in history when OEMs would love the luxury of committing their entire R&D budgets to propulsion issues, we’re also seeing a general revamp of the driver interface in cabs. The truth is, they’re a hand-in-hand thing and digital interfaces are inherently more reliable on account of their simplicity. Looking further into the crystal ball, drivers will need less information on what will be a simplified vehicle mechically, but more data on managing the safety of themselves and those around them, as well as the commercial dynamics of the consignments in their keep.

The New Gen Lion’s den replaces a cab well past its use-by date. In its latest incarnation MAN has brought the interior bang up to date, and in some respects it now sets the pace. In keeping with the rest of the truck, there’s plenty of unseen stuff going on beneath the surface; what is seen, however, is slick. Like the outside, you instantly know the

1

2

3

4 1 & 2) Not the room of the GX cab, but the average punter can still stand up.

Colin is impressed and said it was easy to call the GM cab home. 3) Fridge and storage drawers are almost a standard in trucks of this genre. 4) The new console drawers are clean and tidy. Not much of a clutter tray, which is ideal.

2

1 3 4

1) The New Generation MAN binnacle and wrap. Amazing clarity and clean, crisp looks. 2) The SmartSelect Wheel. Just a superb way to manage the infotainment, seen here with the wrist rest/protector closed. 3) Open and ready to ‘turn and click’. 4) Configurable door buttons for outside essentials. How ‘canny’ is that? origins of the interior and huge amounts were spent on the cockpit, now with an intergraded binnacle and wrap you might argue has a Traton ‘family’ resemblance in the macro sense.

A car-like physical design, the big 12.3in digital binnacle is configured in the normal way, with two-gauge odometer and tachograph – actually it’s a ‘TSU’ – ‘tachograph simulation unit’ – separated by data for trip, driver, truck and load info. Fuel and DEF in ribbon gauge format sit at the bottom, and warnings above. What stands out is how crisp and sharp the resolution is, the whole thing incredibly clear.

The steering wheel is ‘smart’, of course, but MAN said at the launch that functionality had been kept to a minimum to increase hands-on-wheel time. That said, it doesn’t look much different from others, with cruise and phone on the left spoke; menu flipping and music on the right. Column stalks fit the modern mould too, with indicator, dip and wiper control

34 New Zealand Trucking July 2023

on the left, and direction, transmission and auxiliary brake on the right.

To the right of the binnacle is the headlight switch, and on the left, between it and the totally integrated wrap, is the park control with some switchgear beneath that. The wrap is home to another lovely big 12.3” infotainment display – again beautifully crisp. There are ventilation outlets, a wee stow with data outlets, switchgear and climate control.

And now for the angels in the room. It’s an oft-heard pitch at the launch of a new vehicle, be it car or truck: ‘We consulted drivers to see what it was they wanted.’

Trouble is ,when you get in a look around you realise drivers must have wanted the seatbelt anchor points moved 3mm up the B-pillar, or the driver’s seat mounted 2mm back. In other words, it’s often difficult to spot what it was the throng waved their flaming torches of desire over. Not so, MAN New Generation. There’s some real evidence of what was asked for by the

claimed 300 customers and 700 drivers consulted in the cab redesign. Let’s start with the biggy.

Managing the infotainment in trucks has been an evolving thing, and in keeping with what we do on our personal phones and tablets, touch and swipe has been the natural go-to, with knobs and voice optional alternatives. MAN has taken a different route, introducing its SmartSelect system. They say it’s designed specifically for commercial vehicles, however a deep dive into Traton’s ‘brands and bits box’ reveals its concept roots in the Audi car brand, with Dr Fredrik Zohm, member of the board of R&D, saying there was “an intensive exchange of ideas with these colleagues”.

With its fold-out wrist rest doubling as an accidental bump protector, the SmartSelect wheel is a turn-and-press dual tumbler that allows easy – and clean – navigation without ever going near the screen. In fact, without budging from the

A hell of an easy bloke to get along with. Immensely capable on a plethora of fronts, and a fantastic story to tell. Colin says he’s worked for some great people, and still is today. Very much at home in the big MAN.

THE RIGHT STUFF

W Top: Not a flat-floor cab, but still a four-step journey to the cab. Can’t grumble about that.

Below: Good-size storage lockers. Like most, still a reach for the shorter folk among us.

optimal seated driving position. It is a superb solution and one I think sets the bar. There’s never any finger grub on the screen, there’s less chance of missing your mark, and less need to look at the screen.

In a short time you’ll be able to navigate around without looking. 10/10.

The proof is always in the real world and when quizzed, Colin said, “It’s bloody brilliant.”

Second item. Low down on the inside of the driver’s door is a series of configurable buttons that come pre-programmed with loading lights, hazards, windows up and down, and passenger door lock.

The idea here is giving drivers access to key functions without having to leap into the cab when they’re busy loading and unloading. Brilliant!

Last is the functions remote in the sleeper. It’s on a cord rather than Bluetooth. Reason? To stop it going home in your pants pocket and heading through the wringer with your undies.

hat’s the right mix for the ideal driver? A decent dose of work ethic, some natural ability honed with experience, some side skills – welding and fabricating steel wouldn’t go amiss – and humility.

You want the sort who gets on with things without the local brass band accompanying them, but at the same time you want someone approachable, friendly, great to yarn to, a natural listener who contributes intelligently. If you blended up that mix, poured it into your ‘drivermatic – 1000’, and pressed the big green button, Coin Edwards might well fall out the bottom.

Seriously though, 48-year-old Colin is the nephew of Waihibased vocational trucking icons John and Irene Lockley. With ties to Waihi and that surname, it’s no surprise he’s also related to the region’s other high-profile road transport family bearing the surname Edwards. Just to top it off in the pedigree stakes, would you believe the Chapel name appears on the family tree as well.

Crikey!

Spend time with Colin, and you would have to say he is incredibly ‘Lockley-ish’ in his demeanour, and there’s no question that

coming from that bloodline sorts the work ethic thing. For those who don’t know John, Irene, and family, put it this way – Rome wasn’t built in a day, but it would have come a bloody sight closer had the Lockleys built it.

Born in Te Aroha, Colin moved to Waihi Beach early in life and it was there he completed his schooling. Naturally inquisitive with a sense of adventure and a can-do approach to anything, Colin was in his element growing up in an idyllic corner of Godzone, not to mention in and around his aunt and uncle’s trucks.

The Lockley penchant for in-house maintenance and engineering soon rubbed off on a young fellow whose own father was an automotive engineer.

Here was a place where Colin’s genetically ingrained talents could be fostered to the utmost.

“Uncle John and Aunty Irene were great to me, and fantastic mentors. John taught me to drive; he’s a great teacher. I remember heading off to Wellington for the first time on my own. It’s a big thing, your first solo trip. It took about 13 hours,” he said with a laugh. “I’ve driven off and on for John and Irene right through the years, and always helped out in times of need when I’m able. I

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owe them a lot.”

Although he tended towards casual tractor driving jobs rather than milking cows as a young fellow, Colin’s first job post-school was farming at Matamata. “I was instantly into the maintenance too, and the guy I was working for said I was wasted on just the farm work. He put me in touch with an engineering friend and I worked there in the weekends.”

Just under a year later, he was back home and did a stint with the Lockleys before heading to North Eastern Transport in Mt Maunganui for what ended up a mix of driving and engineering.

“It was the early 1990s and sorting all the SRT calculations was in full swing.

It was really interesting and I got quite involved with Matrix Engineering over there, working out spring lash settings and spacings etc.

North Eastern spent $30k a month on engineering and maintenance and I told the boss we could save a heap moving that in-house. He

asked me to commit to a two-year stint, so yeah, we did that.

“I met Laurie Royal while at North Eastern. Laurie was a great mentor and has been a true friend over the years. We still have regular contact to this day.

“From there I moved to Domett Trailers completing my heavy fabrication – welding, tickets. Paul Domett was a fantastic boss. It was a great place to work – there was an awesome group in the engineering team. We were competitive but mates, so there was no shit. We inspired ourselves to be better. Trailer frames and alloy bins, we got into it all. Open-minded engineers who willingly shared information.”

Still only 24, it was overseas for the rite of passage OE, and while working in Southampton, Colin was introduced to a side of engineering that would play a huge part in his career from there on in. Working on container maintenance for Hapag-Lloyd, within weeks

36 New Zealand Trucking July 2023

his obvious talents for bigger assignments was spotted.

The result saw Colin working in the ship repair industry for the next three years for a number of companies that included the likes of BD Marine in the UK. Returning home it was a short stint back at North Eastern before working for three years at Mount Steelcraft Engineering as the press brake guillotine operator. From there, he established himself in business as Katikati Marine Fabrication in 2011. “It was great, all manner of work and repair. Just myself, no employees.”

Never far from the wheel of a truck throughout his life, Colin’s next adventure lay in Ohakune. A return to driving full time at McCarthy Transport, Colin did two years there, culminating in a drivertraining role. “That included working with the 6x6 Scanias working at Waimarino. A really challenging environment.”

Wanting more time with daughter Berlyn, Colin came

off the trucks and took up the welding rods and angle grinders at Ohakune Engineering.

“We did work for the New Zealand Defence Force and also took on the Tangiwai Sawmill extensions. That was interesting work, a big job with some big structural steel.

Really challenging, but also rewarding.”

A change in personal circumstances saw Colin move north about 19 months ago and start with Crusader Meats as a driver. “I was a bit down when I moved up here, and I have to say Mike is just a great guy to work for. It’s been awesome. I’m enjoying it a lot and I’ll likely be around a while I reckon. They are really good people to work for … my other skills have come in handy at times too.”

There’s so much more in this quietly spoken, naturalborn adventurer’s life. He’s an avid hunter and has hunted extensively through the central North Island. He is a rare breed, someone born with one of the industry’s genuine can-do genes, doing it all without fanfare – yet intensely interesting to listen to as he quietly shares his experiences and observations.

“I tend to focus on something intently until I think I’ve gotten to grips with it, and then I’m looking for the next challenge. I’ve met so many great people and made many connections. I can’t see me ever being out of a job.”

One of the most interesting guys I’ve encountered in a long time, who’s greatest joy today is imparting his sense of adventure and confidence into seven-year old daughter Berlyn.

Hang on? When you think about it. Empowering girls to do and be all they can and want to be, telling them to ignore the bullshit and ‘noise’? I think that runs in the Lockley genes too!

B IS FOR B-TRAIN

I

f you’re ever passing though the seaside hamlet of Maraetai on the Waitemata Harbour, east of Auckland, and see a sign saying ‘John Ramsey is giving a talk this Saturday on business, bravery, hilarious adventures, and some truck stuff also … tickets at the dairy’. Don’t, whatever you do, miss it! Even if they’re $1000 a ticket, rest assured, it’s a bargain!

Sadly, I can’t impart here what he spoke about for two and half hours, there’s a bestselling book in that. This sidebar is only about the origins of New Zealand’s first road-going B-train.

I myself remember vividly the arrival of the Ramsey Roundwood’s four-axle B-train in 1981. It appeared in David Lowe and Brian Trim’s Kenworths and Macks Cavalcade of Trucks No.2 book, and getting to Rotorua any way you could to see it became akin to a pilgrimage. We’d all seen B-trains in print, but here was a set in little ol’ New Zealand.

John’s son Mike Ramsey remembers them too, and when I asked, ‘Were you the first kid in New Zealand to learn to back a B-train?’ he laughed, and replied, ‘I don’t know about that, but on occasions I certainly backed the front half under the back, or drove out from under the back when the drivers were putting them together, or breaking them up.’

Through the 1970s to the mid-1980s,

John and Bernice Ramsey owned and ran the business they founded, Ramsey Roundwood. Pole and post millers and merchants, their plant was at Rainbow Mountain near Rotorua. Ramseys owned and ran its own trucks, painted in an easily identifiable and striking two-tone green and white livery. At its peak, the fleet totalled 11, and from its ranks were to come many of the modern industry’s instantly recognisable names – Paul Gordon, Robby Caulfield, Ken Angus, Doug Honeycombe, Steve Sutton and the late Johnny Douglas, to name a few. Some of the Ramsey drivers

More B-trains followed, eventually there were three sets. Photo: Rob van der Hoek. would go on to become owner-drivers.

Anyway, one of the problems faced when delivering poles and posts to remote backcountry stations is, of course, access.

“Getting trailer loads in particular up to hard locations was a nightmare, and sometimes took hours and hours,” said John.

It was while on a business trip to Canada with wife Bernice to investigate feller bunchers and forest operations that John saw this local trailer concept rolling by behind the trucks. Bernice snapped a couple of handy reference pics.

As an aside, with the exception of the

New Zealand’s first on-highway B-train. A great idea to overcome the issues of getting two units of posts or poles into the back of high-country stations. Photo: Mike Beesley.

Re-branded Ramsey Roundwood, Mike Ramsey is sure that’s Steve Sutton parking up for the day. By this stage he was owner driver.

B-train idea coming home in his back pocket, John says they discovered New Zealand was more advanced in forest operations generally speaking.

Back to the trailers... “‘That’s a bloody good idea’, I thought. You could drop the back half, tow the front up to the unload site, bring it back, hook on the back half and repeat. Once you’re done, hook it all up and Bob’s your uncle!”

On arriving home, he approached trailer building extraordinaire of the era, Neil Peterken at Roadrunner, and asked him to build a set for him. He did, and the rest is history.

“Oh, yeah, they worked all right. They were bloody good,” said John. “We ended up with three sets; the others made in-house. Neil and I had a bit of disagreement over whose idea the B-train was. I had a bloody great engineer working for me, an ex-Manu Tuanui man, ‘Darky’ Phillips. He built the

other two sets.

“Anyway, that’s all ancient history now and doesn’t matter.

We’re all good. The fact is though, we had the first set of road-going B-trains in the country.”

For anyone wondering how they unloaded the trailers, that was equally ingenious.

The tractor units had winches mounted on them and a wire rope was run out under the load, around a pulley at the rear and then to a little dolly setup situated at the head of the load. The winch pulled the dolly along the chassis, the posts rolling off the back. The driver would inch the truck forward as the posts rolled off.

As an interesting aside, it was actually deregulation that ended the Ramsey in-house fleet. “All of a sudden everyone had backloads and went everywhere,” said John. “I could get the product delivered for half of what it cost us.”

As was the case in many

John Ramsey. This man’s book needs to be written… then a movie… then a Broadway show. Adventure, courage, determination, work. In amongst it all was New Zealand’s first on-highway B-Train. businesses where transport was not the core activity, proprietary carriage became an expensive exercise post deregulation.

“The reason we have the

trucks today is the time-critical nature of the product. The trucks pay for themselves and make a small contribution, but they’re only there because of the product’s sensitivity.”

Acknowlegements What a fantastic cover feature. Our first New Generation MAN in the hands of the Ramsey family with the history they bring to trucking’s story here. A huge thanks to Mike for his help and enthusiasm, and Colin Edwards for clearly demonstrating the value of humility and pedigree.

To Dean and Mitch at Penske NZ, for your unfailing support in our efforts to record history. And John Ramsey. What a character! His is a book that needs writing.

W T

38 New Zealand Trucking July 2023

NZT 23

Hilton Haulage Body manufacturer: Lusk engineering

Pacific Haulage Ltd Trailer manufacturer: Patchell Group Ltd

Aztec Forestry Development ltd’s Todd and Richard Skudder Body manufacturer: Mills-Tui

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ROCKLEA TRUCK SHOW Story and photos by Gavin Myers and Carl Kirkbeck

2023

While at this year’s Brisbane Truck Show, we took the time to visit the annual Heritage Truck Show at Rocklea Showgrounds to take in some of the Aussie classic trucking scene.

A

fter finding alternative accommodation last year due to flooding at the ground, the Heritage Truck Association of Australia’s (HTTA) Heritage Truck Show returned to the Rocklea Showgrounds in May. More than 245 trucks, as well as tractors and cars made

the journey from around the country to feature at the show.

This year’s event included a celebration of the 60th anniversary of the manufacture of Mack Trucks in Australia. A group of iconic Bulldogs from each decade since the brand launched lined up to greet

Looking as though it was fresh in from an over-nighter from Sydney was this immaculate B-model Mack.

1

2 1) The first cabover Mack in Australia, the H67 Cherry Picker from 1957. 2) A KM Bedford and a Dodge D2F enjoying a day out in the sun.

Oshkosh – always a treat so see one.

A pair of Aussie classics.

The classic Aussie SAR: new or old, they have a look of their own.

New Zealand Trucking

July 2023 41

Three, big, bonneted high-roof sleepers… which would you pick?

visitors as they entered the showgrounds. Mack itself took the opportunity to showcase three models, two of them special editions: a 2000 Trident Centennial, which celebrated Mack Trucks Inc.’s 100 years of manufacturing, and a 2013 Southern Cross Titan, which celebrated 50 years of manufacturing in Australia.

The Mack display also attracted more than 105 trucks, including some immaculately restored examples and others proudly wearing the signs of a dedicated working life since leaving the Wacol plant.

The 2023 show featured the Kenworth Legend SAR being offered as the first prize in the Holbrook Football Netball Club’s raffle. (The raffle runs until November – for details, visit winakenworth.com.au)

42 New Zealand Trucking July 2023

Two R-model Macks from opposite ends of the ‘enthusiast’ spectrum. The white R-700’s clearly lived one heck of a life.

“It was an exceptional show.

We were overwhelmed with the visitor attendance, not only from Australia but abroad, which is fantastic for us,” says Mark Plunkett, president of the HTTA. The organisation boasts more than 500 members. The annual Heritage Truck Show, held on the third weekend of May, usually at Rocklea, is not held for prizes but rather as one big, yearly celebration of historic trucks. “We look forward to doing it all again next year,” says Mark.

1956 LTL Mack with Cummins 400 Big Cam power.

Red International Transtar oozes cabover cool.

An eclectic line-up in the colours of Menz Transport, Brisbane.

New Zealand Trucking

July 2023 43

INSIDE ITOY We bring you exclusive truck industry content from fellow International Truck of the Year member publications.

I DRIVE

BY MYSELF

Daimler Truck plans to introduce series-production driverless trucks in the United States by 2030. We get up close to a Freightliner Cascadia self-driving truck on the highways around Albuquerque, New Mexico, to get a taste of things to come.

Story by Gianenrico Griffini

W

Photos by Gianenrico Griffini and Daimler Trucks

e don’t have to wait years to see self-driving trucks on public roads. They are already a reality in the United States, with some prototypes based on the Freightliner Cascadia platform. Built by Daimler Truck North America, the class-8 longhaul trucks are equipped with level-4 automated driving systems and are undergoing field tests in actual operating conditions on interstates around Albuquerque, New Mexico.

Albuquerque is the home of Torc Robotics, acquired by Daimler Truck in 2019 to commercialise highly automated (level 4) trucks on US roads. Torc develops the software, integrates and fuses the inputs from different sensors, such as cameras, lasers, radars and lidars, to allow safe automated driving on hightraffic density highways. (A lidar measures the distance from an object by a laser beam and returns high-resolution three-dimensional information on the surrounding environment.)

What the truck sees navigating an intersection.

On the highway at 65mph On-road testing began in September 2019. The validation tests do not occur in confined areas but on multi-lane highways with a standard tractor-semitrailer combination of about 36 tonnes at the maximum cruising speed allowed in the States of 65mph – just under 105km/h. For safety reasons, during road tests, a human safety driver, assisted by a Torc Robotics engineer, is always ready to take complete control of the articulated lorry if a risky situation arises.

The safety driver also has a crucial role in providing the software specialists with the

Mapping out its environment.

feedback to programme the onboard computer, according to a prudent, safe and fuelconscious driving style, without hard braking and harsh acceleration.

For safety, the experimental Cascadia has many redundant systems. There are redundant (and independent) systems for the foundation brakes, steering actuation, vehicle data transmission network (CAN-Bus) and parking brake.

In particular, the primary and secondary electronic braking system (EBS) controllers offer precise and reliable controls to decelerate the truck and the trailer. Should the primary EBS encounter any critical faults, the secondary EBS will

take over to execute a safety procedure called minimal risk manoeuvre (MRM).

Two servo motors electronically assist the steering gear. Should any of the servo motors experience a fault, the second unit entirely takes over to provide the required steering commands to execute the MRM procedure. Finally, anti-hacker protection (cyber security), which is of paramount importance in developing autonomous driving solutions, has been fully addressed by Torc engineers.

Why in the United States Daimler Truck’s decision to

develop autonomous driving solutions in the United States was made for multiple reasons. First, the States has the most branched and extensive motorway network globally, and the speed difference between trucks and cars is not as high as in the EU. Moreover, US highways represent a more structured environment than an urban one. There are lanes headed in the same direction, and it’s easier to predict where cars should go. In this environment, the Freightliner Cascadia can handle most traffic situations: lane mergers, merging into traffic from a ramp, changing lanes and slowing down or

Gianenrico shows enthusiasm for the self-driving concept.

New Zealand Trucking

July 2023 45

Cameras, laser, radar and lidar sensors enable the Cascadia to ‘see’.

Chasing the goal In March 2022, Torc Robotics created a special advisory board – TAAC, Torc Autonomous Advisory Council – with leading companies in the sector, including Schneider, Covenant Logistics, Penske Truck Leasing and Ryder System, to foster collaboration and better understand the challenges faced by logistics companies.

The TAAC comprises key freight industry players who will provide strategic guidance to Torc as it integrates with the freight network and tackles

Few clues to differentiate the test vehicles from your ordinary Cascadia.

challenges beyond highway driving.

The goal is to introduce level-4 series vehicles by 2030. As the platform used to develop autonomous driving solutions, the Freightliner Cascadia is an ideal choice.

With an annual sale volume of between 85,000 and 100,000 units, it’s the best-selling class-8 tractor in the US. In 2022, Freightliner had a market share of 42% in the heavy-duty segment, which reached a full-year total sale volume of more than 254,000 vehicles (compared with about

THE ALL

222,000 units in 2021).

Although Daimler Truck North America did not disclose any figures about autonomous driving vehicle sales forecasts, it expects that self-driving vehicles will manage 6% of freight volume by the end of this decade.

Gianenrico Griffini is chair of the International Truck of the Year jury, representing Italy and the commercial vehicle publication Allestimenti & Trasporti.

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The US legislative framework is also favourable since the only counterpart of the truck manufacturers is the US Department of Transportation, which is proactive in facilitating the introduction of technical innovations.

Furthermore, self-driving 18-wheelers respond to clear business cases and market needs, such as a continuous increase in freight demand transported by road (a 30% increase is expected by 2030) and an increasing shortage of heavy vehicle drivers. According to American Trucking Association estimates, unfilled driver jobs slid to nearly 78,000 in 2022, down about 4% from more than 81,000 in 2021. It’s still a considerable number and is bound to skyrocket – according to ATA forecasts – to more than 160,000 in 2031.

This shortage is due, among other reasons, to a significant number of retirements and the industry’s failure to recruit more women, who account for 8% of the overall workforce.

In developing autonomous driving solutions for the US, Daimler Truck has focused on a specific business case: connecting one logistics centre to another (hub-to-hub) along a motorway. When the truck arrives at the destination hub, a professional driver takes it to the final unloading point.

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WHEELS AT WANAKA MEMORIES

The date is out for 2025. Keep 18 to 20 April free in the dairy for Wheels and Wanaka. Up until then, let’s bathe in the memories of this year’s fantastic spectacle.

Winner of the veteran truck award at Wheels at Wanaka 2023 was this 1926 Chevrolet 30Cwt pick-up, part of Sollys Freight 1978 classic collection. Restored around the turn of the century by Ross and Irene McDonald (nee Solly), the cab was completely reconstructed using Matai sourced from the gravel crushing plant Ross operated on the Takaka River for Sollys. The Chev is a replica of company founder William Kenning (‘Ken’) Solly’s first truck when he started the business in 1928.

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TRANSPORT INDUSTRY Training and upskilling staff can be expensive and time consuming for many transport operators. But without it, the transport industry risks losing thousands of valuable employees to other industries and lucrative overseas roles.

U

ndertrained operators of freight vehicles can lead to a myriad of problems for business owners. Not only do drivers with inadequate training drive less fuel-efficiently, they drive less safely and have a higher level of involvement in traffic accidents.

Transport is undergoing significant change. In order to stay ahead of the curve, the industry needs to ensure it has an appropriately skilled workforce.

The Nelson branch of freight and warehousing specialists MOVe Logistics has teamed up with industry training experts MITO-Te Pūkenga to facilitate the training and upskilling of its staff and embed MITO’s micro-credentials into its operation.

MOVe’s driver trainer Peter Harwood is completing the

Level 3 CRT – Heavy Vehicle Operator programme, which will see him approved as a MITO workplace assessor, enabling him to train other staff.

Nick Max, Nelson branch manager at MOVe, says having Peter qualified as a workplace assessor means the company has a low cost and flexible model to assess drivers achieving the L3 qualification and overseeing micro enrolments.

“Education and training helps develop the essential building blocks to begin and or continue to grow and develop us into better operators, not only for our business but industry as a whole,” he says.

“It allows us as a business, and Peter as our trainer, to ensure the team we are training get the correct level of information and skills that we want and need from our people.

50 New Zealand Trucking July 2023

“We can spend more time in certain areas of training as we see fit to ensure we are comfortable with the individuals.

“Once the training is complete, we can hold our head high knowing that we did everything we could to give our team the best possible opportunity to excel in their roles.”

Peter got involved with driver development about five years ago after coming off the road as a longhaul driver.

He says he enjoys passing on the knowledge to young or new drivers that he was lucky enough to learn from many in the industry over his career.

“When you’re seeing young or new drivers progress and upskill themselves, it’s really rewarding,” Peter says.

“And it’s great to have such support from so many people at MOVe, such as Steve Smith, MOVe’s Blenheim

branch manager, who has been a huge driver and supporter of the programme from the outset.”

Completing the programme has been a learning curve for Peter himself.

“I’ve been able to upskill myself throughout this process. I’ve been involved in the industry for a long time.

I left school when I was 15, I did my first national certificate way back in 2001. So it’s a great opportunity to refresh your memory and learn what’s new or different.”

Peter says training staff is essential to attract new players.

“Getting young people into the industry and retaining them is really hard. Having these types of qualifications gives them something to work towards.”

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Mark ‘Tricky’ Johnson The golden beauty that is The Prospector caught Alison Verran’s eye while driving past BP Tauriko. A quick spin around the roundabout, and she pulled in for a chat with Mark ‘Tricky’ Johnson, currently piloting the Kenworth T409 SAR with X-15 power for John Lockley, Waihi.

Mark carts general freight southbound to Palmerston North or Wellington, often with backloads of timber. On this day, he had just made a delivery to Tauriko en route to Auckland to load for another trip south. While chatting, Mark lets it slip that he is only on the T409 for a few weeks until John’s new Kenworth W900 SAR Legend arrives in the fleet. “It’s my first new truck in 30 years, and I’m pretty excited,” he says.

Mark’s interest in the trucking industry started as a kid when he would ride in his uncle’s logger. “I would go with him on weekends, school holidays – any chance I could,” says Mark.

This led to his current 30-year career of “getting paid to see the country”.

It’s clear when speaking with Mark that trucking is his life, and he undoubtedly relishes every moment. “I’ve seen most of New Zealand, north and south. It’s a hobby as well as a job, a whole culture. Some of us don’t see it as a job; it’s a passion. I love going to work because of that passion.”

Mark’s disappointment in the industry is with traditional trucking versus how the industry is advancing. “The old culture is slipping away. There are still a lot of us old-school guys out there, but it’s getting less. We’re the sort that get a buzz out

of the kids doing an arm pump for a toot! A lot of us grew up knowing that truck driving was all we wanted to do.”

Alison presented Mark with the vexing question, ‘Ford or Holden?’ “Holden. That’s an easy one because I drive a Colorado.”

Hugh Jackson Gavin Myers was taking a break at Waiouru when he heard the approaching rumble of a Jake Brake. Turning around, he saw a Jackson Road Haul Kenworth K104 eight-axle dropside unit roll into the Caltex Diesel Stop.

Hugh Jackson was on his way back to Auckland from Hokitika. He’s been behind the wheel of No.11, a 2006 K104 Aerodyne, for about four years.

“It’s got the Gen 2 Cummins Signature 600 and has done 1,200,000km – not too high for its age. We bought it second-hand four-and-a-half or five years ago, gave it a full mechanical overhaul and a repaint and put it back into full-time work. It’s a good machine,” Hugh says.

“We’ve got a new one coming, one of the last of the K200s. I thought, ‘I’d better order one before they stop making them.’ But I love this. I’m happy as to keep going with it, and it will stay in the fleet.”

Hugh explains he has a history with this truck. “I used to wash it when in primary school. The owner-driver was with Freightlines – he used to go back and forth past my class window every now and then.”

From school, Hugh did his apprenticeship at Trucks & Trailers in Manukau. Once qualified, he joined the family business and started driving. Hugh is the third generation in the Jackson Road Haul ranks.

“It was a natural progression. I grew up in the yard.”

Hugh’s advice for youngsters interested in trucking is: “Just get amongst it, jump in with someone when you can. Give it a go and work your way up. You’ve gotta have the passion for it, though.”

Hugh’s vexing question was, ‘Steak-and-cheese pie or Big Mac?’ “Big Mac!” was his answer.

52 New Zealand Trucking July 2023

THE FUTURE IS SUPER CHANGING THE WORLD OF TRANSPORT

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TOP TRUCK

GUESTOF HONOUR Things were just that little bit simpler back in 1996.

AI was something that involved wearing a long blue rubber glove down on the farm, and coffee was generally ordered ‘white with one’. It was also a time when cool trucks ruled supreme. This month’s Top Truck fills our annual retro spot and has its beginnings firmly embedded in that cool-truck era.

Story by Carl Kirkbeck

Photos by Carl Kirkbeck and as credited

T

he October 1996 issue of New Zealand Trucking featured the spectacular new K100G Kenworth of Waiuku-based Dallas and Heather Guest as Top Truck. It was a fitting winner, a combination that struck the right chord between glamour and purpose. The 8x4 rigid flatdeck, with matching purpose-built Roadmaster four-axle trailer, was finished in a striking red-and-white livery meticulously applied

by Frank Bogaart. Add a five-coil load of BHP steel under tight red tarps, and the look was unique and eye-catching.

Hot Stuff, as the K100G was affectionately known, was Dallas’ pride and joy, and was always immaculately presented. In fact, special mention was made in the article of how the KW’s good fuel mileage could be partly attributed to the amount of wax polish Dallas applied to the truck, helping it slip through the air more freely.

Dallas was a savvy operator, with transport industry pedigree. On his instructions, the KW was built with low tare weight in mind, with a 370hp M11 Cummins fitted on the Bayswater production line. It was the same when directing the team at Roadmaster, who built the deck and trailer. Heavy engineering where needed to secure loads of coiled steel, and save weight wherever else possible. The purpose-built truck and trailer came in at 16.3 tonne, giving a healthy 29.2 tonne payload – not too shabby in an age before today’s hightensile technology.

Unfortunately, in about 2001, Dallas was affected by health issues, and he and Heather employed good

mate Dean ‘Harry’ Naysmith to take over the wheel.

Dean peddled Hot Stuff for the best part of a year but eventually had to follow his own business opportunities and handed the keys back to Dallas. At this point, Dirk Milne stepped in to take over for his good mate Dallas in his time of need.

Dirk kept the wheels turning for the couple, continuing the contracted work out of the Glenbrook steel mill.

Unfortunately, Dallas’ illness took a turn for the worse, and he passed away not long after. Heather continued to run the truck with Dirk at the helm for about another year before Les ‘Tinker’ Brown took over the reins.

In 2004, Heather decided to sell the truck and contract as a going concern. Once the word was out, it wasn’t long before Dean approached Heather, and a deal was made. Dean, now the owner of his good friend’s steed, opted to retain everything as it was, including keeping Les on board as captain in charge. The truck ran virtually faultlessly for another three years, but all things eventually change, and in 2008, with the mileage climbing, Dean decided it was time to sell Hot Stuff and purchase a replacement.

Pukekohe is a small town where everyone knows everyone, so it was natural that local growers the Chapman family – known for running it’s own fleet of sharp-looking trucks – would hear Hot Stuff was for sale. Once it joined the fleet, it was into the Chapman workshop for a rebuild. The workshop manager at the time, Mike ‘Flea’ Morey, led the team in a ground-up restoration and a conversion from 8x4 rigid to 8x4 tractor.

On stripping back the M11,

1

2

3

4 1) Red-and-white livery applied by Frank Bogaart, complemented by tight red tarps, Hot Stuff was a real head-turner when it hit the road in 1995. 2) The K100G at a factory loading dock, delivering another 29.2 tonne of payload, thanks to the low tare weight that Dallas achieved. 3) Things were different back in 1995. Photos: Mike Beesley. 4) Hot Stuff arriving at the Chapmans yard ready for its transformation from rigid to tractor. Photo: Mike ‘Flea’ Morey.

New Zealand Trucking

July 2023 55

1

2

3

4 1) No turning back now; Hot Stuff about to become Super Spud. 2) Refit complete, Super Spud seen here with a six-axle B-train in tow heading off to collect harvest. Photos: Mike ‘Flea’ Morey. 3) Stop, stare and grin.

Photo: Jo Neustroski. 4) Super Spud, now in Mark Quin’s care, on a mission with a good load of H3.2 MSG8. Photo: Mark Quin.

56 New Zealand Trucking July 2023

it was found to be a little tired and an in-frame rebuild was completed. The gearbox and diffs were serviced and looked to be in good health.

The next jobs were to remove the best part of a metre from the chassis and fit the turntable.

With all the heavy engineering and mechanical work completed, the K100G was again handed over to Frank Bogaart to work his paint and sign-writing magic. The truck’s name was changed to Super Spud, however with this in mind, on close inspection you will find a very cool tip of the hat to the truck’s history. In celebration of Dallas and his Australian heritage, the Ford ‘Super-Roo’ character was retained from the old livery. A trailer full of spuds was added to acknowledge the Chapman family’s core business.

The truck had a few drivers at Chapmans, and to their credit, they all took care of the unit from top to toe. One of those was Jo Neustroski, who had the joy of piloting the newly named Super Spud. “It was a very special truck to drive, very cool. It had that aura about it. You knew its history. Even after washing it, you would just stop, stare and grin,” explains Jo. “It had a great bark, too.

Using the Jakes in the likes of the Sisters on the desert, no matter how cold it was, you would have the window wound down so you could listen to the crackle. Also, the paint on it is incredible – such a cool look. Overall, the whole unit would put a horn on a jellyfish,” says Jo with a laugh.

Super Spud regularly ran bulk potatoes up the southern motorway into Bluebird at Wiri, and the impact of many hours in the traffic took its toll on clutches and the M11 Cummins. So when the M11 needed another rebuild, the Chapman family decided to add a little more horsepower

and torque by replacing it with a later model N14 Celect Cummins with 460hp.

This transformed the truck and certainly helped Super Spud’s regular driver Anton Page flatten out the climb up towards Hill Road, Manurewa, on his way to Wiri with another load of spuds.

Once again, time moves on – as do applications within a fleet – and Super Spud needed a new home. In 2019, the Chapmans placed an ad on TradeMe, which caught the eye of Palmerston Northbased Mark ‘Quinny’ Quin.

Mark phoned the Chapmans and got the lowdown on the truck and, after a good amount of internal deliberation, he made the call to purchase it.

“My history in the trucking industry goes back some way now. Dad certainly started that for me with his company Rural Road, which later became Rangitikei Road Freight. He had the contract at the time to haul all the timber out of the mill at Tangiwai, and for some time, I was operating as an ownerdriver alongside of Dad. “I first had a K100E with an old B-train. This combination proved too heavy, so I purchased an ex-logger 8x4 rigid 4870 International Eagle.

The Eagle was seriously well worn, so I completed a full restoration on it, bringing it back to as-new condition.

I set it up with a flatdeck and hooked it up to a fouraxle. It was an awesome truck, and very much like the combinations I drove parttime for the team at R&L Main out of Kopu,” says Mark.

“For me, the Kenworth brand goes back to Dad, really; he always wanted to buy one. He just could not bring himself to spend the money. He always ended up going the Japanese way – with Mitsubishi and Isuzu.

We even had a few Renaults at one stage. So when I stumbled across Super Spud

for sale, it ticked a lot of boxes for me. It was back when I was driving full time. I would go to the steel mill to load, and I would see Dallas there loading as well. So I knew of the truck, but I did not initially realise that it was the one and the same when I was looking it over at the Chapmans’ yard. So, yes, a real cool surprise, and also cool to be carrying on the history.

“The Chapmans did a great job of the conversion to tractor unit and rebuilding it. But when I got a hold of it from them, it had been working hard and was a little tired again and needed a bit of a general tidy-up. I stripped back the entire chassis and had it blasted and repainted.

We did all the brakes, and

also went through the cab to tidy up the little things – the usuals like a gauge or two, switches and light bulbs. I find those things are a pain if they’re not working correctly.

“So, yeah, I just slowly worked through it and sorted it out as I found problems. As for the exterior, I spoke to the Chapmans about leaving it in their colours, and they were more than happy for that.

This simplified things greatly, as we had our signwriter just make new logos for the doors. It really did not make sense to repaint the cab as it was in such good condition, and it’s also cool to keep another bit of its history alive.

“The N14 is pushing out 460hp, and apparently about 1550ft/lb, so pretty respectable, and plenty for

Caretaker-in-charge, Mark Quin. Below: Immaculately preserved interior, a true credit to the pilots who have held the helm.

New Zealand Trucking

July 2023 57

the bit of work that I do with it. The gearing had been reconfigured to better match the bigger N14 and 18-speed Roadranger. This helps to keep it working in the sweet spot. At 90km/h in top, it sits at just 1650rpm – so nice and relaxed with a bit up its sleeve. I get all my work done

by James over at Rangitikei Truck and Diesel, and even he backed up how good the unit’s condition is. Going over it, everything really is solid,

and at the last COF, it just flew through.”

When Mark was looking for a set of trailers to complete the package, his brother, Travis, who owns Rangitikei Timber, found the solution.

Simon Buckeridge, while delivering timber to Travis, had mentioned an older fiveaxle flatdeck B-train set he had sitting at his Dannevirke yard and was thinking of selling. Travis passed this information on to Mark,

58 New Zealand Trucking July 2023

knowing what his brother was looking for. “I got in touch with Simon over the next few months, and we sorted out a deal. To Simon’s credit, he did a great deal for me, and I am sure that he will be really pleased to see them spruced up and working again.” As it happens, the B-train could not have been a more fitting match for Super Spud, being also of 1995 vintage. And just like the first build Dallas commissioned,

the B-train is also another quality Roadmaster build. As they say, some things are just meant to be.

All trucks have a story to tell as they age and change hands. As Super Spud now enjoys semi-retirement in the care of Mark Quin, we proudly celebrate its history and the people who have helped build its story by awarding Super Spud the New Zealand Trucking magazine Top Truck crown for July 2023.

Roadmaster

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RUST IN PEACE

New Zealand is littered with trucks that have long since had their glory day. Some lay hidden in dusty back lots on the outskirts of town. Some stand in the middle of the nation’s paddocks, covered in moss, almost blending into the scenery. But each has a story to tell; each was once a valued partner on the road, someone’s first truck, someone’s million-miler. Rust in Peace gives these forgotten heroes one more moment in the limelight and, when possible, shares their stories.

FORD D0910 CUSTOM

Whangarei

Story and photos by Gavin Myers

I

n January 1982, just as the celebrated Ford D-series was being replaced in Australasia by the Hino Ranger-based N-series, this D0910 Custom entered service.

Today, it sits beside the fence on a section on Saleyards Road, Kauri, long having retired from its former towing duties.

“I bought it from a local chap, who used it as a tow truck. It was a tractor unit then, and I lengthened it to what it is

60 New Zealand Trucking July 2023

now,” says the current owner. “It’s been parked up for more than 10 years, hasn’t been used for a while…”

While its flatbed deck and flashing lightbar were stripped off a couple of years back, hints of its past remain, such as the roof bar of orange marker lights, hydraulic fluid tank and the winch between the extended chassis rails.

The Ford D0910 Custom was powered by the 5.95L six-cylinder diesel engine that produced a claimed 128bhp (95kW).

At a registered tare weight of 4800kg, KL7952 offered up a GVM of 9163kg – all of which would’ve probably done just fine for vehicle-recovery duties of the day.

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TECH TOPIC

Story and photos by Gavin Myers

WIDE LOAD

FOLLOWS

Few trailers hide as much sophistication in their outwardly simple appearance as widening low loaders and house removal trailers.

These flat-deck cousins are also – simply – cool. We went to TRT’s recent low-loader event to discover what lies beneath the coaming rails.

T

he intrigue of what’s following a couple of pilot vehicles always leads to great excitement for truck enthusiasts. But how much thought is given to the design and engineering that goes into building one of those multiplerow mammoths?

TRT’s head office in Hamilton is also home to its 33,000m2 manufacturing site, which produces a range of trailers and cranes to ISO 9001:2015 standards, and supports customers with service facilities, rebuilds and

parts support.

Glen Harnett, TRT general manager sales – capital whole goods, explains that the build process begins within the TRT design office, where the design and sales team work together to provide a solution for the customer.

Once sign-off has been confirmed, manufacturing drawings are provided to the steel processing and fabrication shops to start the manufacturing process of the trailer.

The actual manufacturing process starts in the steel

62 New Zealand Trucking July 2023

processing division. Raw steel, most of which is high-tensile steel sourced from SSAB in Sweden, is processed by the CNC machines and steel plasma cutter, resulting in precisely machined individual components.

On using Hardox AR450 wear plate, Harnett says: “All our low loaders have AR450 Hardox decks. We now use 5mm or 6mm steel that provides a strong hardwearing deck, as well as minimising the tare weight.

Harnett explains that TRT

does as much in-house manufacturing as possible.

“We have control and flexibility in how we manage our jobs. We’re a lot more efficient and we can ensure the quality is maintained.”

Every steel component for each trailer is machined, profiled or pressed and sent into the fabrication process on a steel pallet or forklift dolly. This ensures that the fabrication team receives all the parts required to build that particular weldment of the trailer.

At the fabrication shop, a

couple of house trailers are being built. “We’ve changed our design a little,” says Harnett. “We’ve developed a fabricated double-box trombone that is lighter by approximately 40kg per metre, and is stronger and stiffer than more traditional designs. That’s important for house-movers, as they don’t want the trailer flexing overly much, causing damage to the house or structure they are transporting.”

TRT also employs a CNC line-boring machine and a robotic welder to aid in manufacturing and assembly.

The line-boring machine replaces the old process of machining a boss and welding it into place. “These days we don’t even use machined bosses. For example, we weld a block on the end of the swing arm and the line borer drills straight through.

It’s incredibly accurate,” says Harnett.

Gary the robot welder – affectionately named after Gary Webber who was the lead in getting it up and running – adds capacity and aids the welding technicians for certain components.

Eventually, all parts reach the paint shop. TRT operates a sand-blasting booth and two electrostatic paint booths. “Every item on a trailer is blasted and painted separately to ensure complete coverage. We blast at 50 microns and within a few hours the primer and top coat are applied. Its important that our customer is provided with a product that has the correct paint coverage to ensure the longevity of the trailer,” Harnett comments.

Finally, we get to final assembly where components such as lights, wiring, hydraulics, braking and steering are fitted. Harnett takes the opportunity to detail TRT’s electronic steering system. Commonly fitted to platform and house trailers,

1

2

3

4 1) A new three-rows-of-eight Swing Wing widening trailer for Gill Construction, Blenheim, featuring fully compensating hydraulic gooseneck, double-acting suspension and telescopic delineators. Swing Wing allows it to widen to 4.2m.

2) Two configurations of widening low loaders. 3 & 4) Some house trailers in various stages of manufacturing and fitout.

1 ESS allows for maximum manoeuvrability of multipleaxle units. We explored the system in detail when we hopped aboard PBR’s Peterbilt 389 for the October 2020 issue but, in brief, the system works through a ball race slew ring on the gooseneck. Inside that, two encoders signal each steering ram to set the radius and follow the line of the truck.

The system offers 35° steering on house trailers and 45° on platform trailers.

“The steering geometry is accurate to the radius you’re going around. The trailer will follow the truck as much as it can until it gets into an obstructed position. Then an operator can individually steer each axle by remote control to manoeuvre the trailer.”

ESS is also electronically configurable when operators add or remove axles via TRT’s Quick Connect clip-on modular system, whether the trailer is extended or widened. The operator simply configures the ESS via an in-cab display screen and the trailer’s pivot point is adjusted to suit.

“With mechanical linkage platform trailers, every single linkage on every single axle would have to be changed when adding axle modules.

Changing a 12-line platform trailer could take two guys two days. A Quick Connect module can be added in 30 minutes to 90 minutes depending on whether it’s a house or platform trailer.”

We’ve managed to condense up to two months

2

3 1) PBR ESS house trailer. Deck height lifts from 880mm to about 2.8m. TRT fifth-wheel push-pull slider ram provides 1500mm stroke. Two Quick-Connect modules extend this unit to six (30m) or eight (33m) rows – about the limit for a house trailer. 2) A truck deck fit out for Horotiu Cartage and Hire out, featuring liftable Hendrickson steer tag axle, full-depth low-loader style coaming rail and nine-tonne winch. Capacity up to 20 tonnes. 3) Nikau Contractors ESS modular platform trailer extends from four to six, eight or 10 rows and widens from 3090mm to 4390mm.

Suspension can be raised from 850mm by 650mm, with a 600mm stroke at the gooseneck. of design work and about 4000 hours of fabrication and assembly into these pages. However, that’s all for creating the right product for

the customer. “We offer our customers an option against our competitors – we don’t want to just give them the same; we want to be able

to provide a better product.

We need to thank our loyal customers who have helped us push the envelope on design,” concludes Harnett.

64 New Zealand Trucking July 2023

NZT 19

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WHERE’S THAT ROAD?

Look here, eagle-eyed truckers, and see if you recognise this stretch of bitumen. We’re back in the North Island (truly this time) – and this one’s going to reveal just how well-travelled you all actually are! If we have to dip into the prize pot this month, we’ll get something extra out.

Well, well, well. Without realising it, we gave you the hardest Where’s That Road ever! It came to our attention early in the month that we’d put the wrong island in as a clue. It was a South Island location! But did that put you off? Not at all.

Although some people were a little ‘salty’ (wait for it, incoming dad joke...) with the occasional comment like ‘are you blokes losing the plot?’, we received a heap of green-tick answers.

The answer was the intersection where Marfells Beach Road meets SH1 at Grassmere (LOL – ‘salty’).

Outstanding job, against the odds, Fred Wassell from Motueka. Good on you mate. We’ll have to chuck an extra something in the prize pack for that one.

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TO ENTER Flick us an email at editor@nztrucking.co.nz Subject line: Where’s that road? July 2023 Tell us your answer, and let us know your postal address.

Note: You must include the subject line, otherwise it might get lost in the pile. We’ll pick a winner at random from the correct entries, and see what’s in the prize basket.

The competition closes at midnight on 31 July.

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NEW RI GS ON THE R OAD

STRAIT TALKING

IVECO S-Way AS 570 6x4 high roof – sleeper cab

OPERATOR: Strait NZ ENGINE: IVECO Cursor-13 13-litre Euro-6e 425kW (570hp) 2500Nm (1844lb/ft) TRANSMISSION: Hi-Tronix12-speed AMT REAR AXLES: Meritor MT23-150D REAR SUSPENSION: ECAS 4-bag air suspension

BRAKES: Disc, ABS, EBS SAFETY: ACC, AEBS, LDW, ABS, ESP, ASR, GPS-DA, DAS EXTRAS: Fridge and freezer, coolbox, full double-sleeper bunks, LED headlights with bending beam, leather seats, IVECO ON telematics with mobile app

HIGGINS HIGH HORSE Scania R770 B8x4NA 8x4 rigid – sleeper cab OPERATOR: NJ Higgins Contractors, Taupo ENGINE: Scania DC16 16-litre Euro-6 574kW (770hp) 3700Nm (2729lb/ft) TRANSMISSION: Scania Opticruise GRSO926R 12-speed AMT with 4100D retarder REAR AXLES: Scania RPB735 hub reduction, with full cross locks REAR SUSPENSION: Scania air-suspension rear and spring front BRAKES: Disc, ABS, EBS SAFETY: ABS, EBS BODY/TRAILER: Patchell shorts fit-out with Patchell multi 5-axle trailer EXTRAS: Scania and SI Lodec scales, fridge, CTI, Alcoa Dura-Bright alloy rims, Broshmik drop visor and stoneguard, light bar PAINT: Cab ex-factory, chassis by Patchell SIGNAGE: Caulfield Signs and Graphics, Rotorua OPERATION: Log cartage throughout the Central Plateau region DRIVER: Quinton SALES: Callan Short

w w w. t r g r o u p. c o . n z 68 New Zealand Trucking

July 2023

PAINT: Ex-factory OPERATION: General freight, New Zealand-wide SALES: Pieter Theron

CASCADING OPPORTUNITIES Freightliner Cascadia 116 6x4 – tractor OPERATOR: Rohan Haulage, Dunedin ENGINE: Detroit DD13 13-litre Euro-6 376kW (505hp) 2500Nm (1844lb/ft) TRANSMISSION: Eaton Roadranger RTLO20918B 18-speed manual REAR AXLES: Meritor RT46-160GP with full cross locks REAR SUSPENSION: Freightliner 46K AirLiner BRAKES: Drum, ABS, EBS SAFETY: Detroit Assurance autonomous braking safety package EXTRAS: CB radio, side flares, sliding turntable, additional clearance lamps PAINT: Ex-factory OPERATION: Double shifted Christchurch to Invercargill DRIVER: Steve Hynd/Simon Lewin SALES: Tristan Duffell, CablePrice Invercargill

STUBBSY’S PRIDE Kenworth K200 2.3m 8x4 flatroof – sleeper cab OPERATOR: McCarthy Transport Contractors, Raetihi ENGINE: Cummins X-15 15-litre 447kW (600hp) 2779Nm (2050lb/ft) TRANSMISSION: Eaton Roadranger RTLO20918B 18-speed manual REAR AXLES: Meritor RT46-160GP XLFR REAR SUSPENSION: Hendrickson PRIMAAX BRAKES: Disc BODY/TRAILER: McCarthy Engineering EXTRAS: Leather seats, twin cab fans, woodgrain steering wheel, twin 7in exhausts with classic round heat shields, twin mushroom-top air intakes, alloy bullbar with LED spotlights, 5x classic bullet lights PAINT: Haddock Spraypainters, Whakatane OPERATION: Log cartage throughout the central North Island DRIVER: Stubbsy SALES: Adam McIntosh

Free phone: 0800 50 40 50 New Zealand Trucking July 2023

69

NEW RI GS ON THE R OAD

Scania S770 B8x4NB rigid – sleeper cab

HARRISON HEAVY-HITTER OPERATOR: Harrison Transport, Hastings ENGINE: Scania DC16 16-litre Euro-6 574kW (770hp) 3700Nm (2729lb/ft) TRANSMISSION: Scania Opticruise GRSO926R

12-speed AMT with 4100D retarder REAR AXLES: Scania RPB735 hub reduction REAR SUSPENSION: Scania air suspension rear and front BRAKES: Disc, ABS, EBS

SAFETY: AEB, ACC, ABS, EBS BODY/TRAILER: Roadmaster curtain-sided body and matching 5-axle trailer EXTRAS: Scania scales, V8 interior, microwave, fridge, stoneguard

FRESH DIRECTION International 9870-T8 Sky Roof 8x4 – tractor OPERATOR: Everfresh, Hastings ENGINE: Cummins X-15 15-litre 458kW (615hp) 2779Nm (2050lb/ft) TRANSMISSION: Eaton Roadranger RTLO20918B 18-speed manual REAR AXLES: Meritor RT46-160GP REAR SUSPENSION: ECAS air suspension BODY/TRAILER: Factory-fitted sliding 5th wheel EXTRAS: Factory aero-kit, under-bunk fridge, Alcoa Dura-Bright alloy rims PAINT: Ex-factory OPERATION: Nationwide general and container freight from its Hastings base DRIVER: Tanga Walsh SALES: Hugh Green

w w w. t r g r o u p. c o . n z 70 New Zealand Trucking

July 2023

PAINT: Ex-factory SIGNAGE: Nelson Signs, Napier OPERATION: General freight and pallet movements throughout the North Island SALES: Callan Short

BUILDING NEW ROADS Mercedes-Benz Arocs 2653 6x4 – rigid OPERATOR: Golden Contracting, Silverdale ENGINE: OM471 13-litre Euro-6 395kW (530hp) 2600Nm (1917lb/ft) TRANSMISSION: PowerShift G330 12-speed AMT REAR AXLES: Mercedes-Benz hypoid with full cross locks REAR SUSPENSION: Mercedes-Benz 8-bag air suspension BRAKES: Disc, ABS, EBS SAFETY: ATC, ESC, ABS, EBS BODY/TRAILER: Transfleet Roc-Tuf bin and matching 4-axle trailer EXTRAS: Electric KiwiTarp covers, Alcoa Dura-Bright alloy rims, off-road spec front-end, MirrorCam, multimedia dashboard, leather steering wheel PAINT: Comm-Fleet, Whangarei SIGNAGE: Truck Signs, Mt Maunganui OPERATION: Tipper and spreading duties in and around greater Auckland DRIVER: Deano SALES: Chris Barclay, Keith Andrews Trucks, Whangarei

PADDOCK STOMPER Scania P450-XT B4x4HZ 4x4 – rigid OPERATOR: Elsworth Fertiliser Spreading, Reporoa ENGINE: Scania DC13 13-litre Euro-6e 335kW (450hp) 2112Nm (1631lb/ft) TRANSMISSION: Scania GRS905 12-speed manual REAR AXLE: Scania RP835 SUSPENSION: Scania parabolic leaf spring suspension front and rear BRAKES: Drum, ABS SAFETY: Curtain airbags BODY/TRAILER: McMaster fertiliser bin EXTRAS: XT 4x4, leather interior, Broshmik stone guard, custom side skirts by MCS, BigFoot CTI, TRS wide wheels, V3 electronics PAINT: Ex-factory SIGNAGE: Caulfield Signs and Graphics, Rotorua OPERATION: Spreading operations in and around the Reporoa region DRIVER: David Elsworth SALES: Callan Short

Free phone: 0800 50 40 50 New Zealand Trucking July 2023

71

NEW RI GS O N THE ROAD SAFETY KEY – ACRONYM BY ALPHA AB – Air Bag ABS – Antilock Braking System ACC – Adaptive Cruise Control ABA – Active Brake Assist AEB – Autonomous/Active Emergency Braking AEBS – Advanced Emergency Braking System ALA – Active Lane Assist ASR – Anti Slip Regulation / Auto Slip Regulation ATC – Automatic Traction Control BAS – Brake Assistant System

BB – Brake Blending CAB – Curtain Air Bag DA – Driver Alert DAS – Driver Assistant Support DM – Driver Monitoring DS – Driver Support DTC – Drag Torque Control EBA - Emergency Brake Assist EBS – Electronic Braking System EBSS – Electronic Braking Safety System ESC – Electronic Stability Control ESP – Electronically Stability

Programme FCA – Forward Collision Avoidance FCW – Forward Collision Warning FUPS – Front Under-run Protection System HH – Hill hold HSA – Hill Start Assist LCS – Lane Change Support LDW – Lane Departure Warning LG – Lane Guard LKA – Lane Keep Assist PCS – Pre Collision System PD – Pedestrian Detection

RB – Reversing Buzzer RM – Rocking Mode RW – Reverse Warning SAB – Side Air Bag SC – Speed Control SD – Side Detection SGA – Side Guard Assist TEBS – Traffic Eye Braking System TECC – Traffic Eye Cruise Control TPM – Tyre Pressure Monitoring VSC – Vehicle Stability Control

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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, and

New Zealand has a rich heritage of body and trailer building,

new technology and advanced design features are showing up almost every month.

included on these pages, send a photo, features, and the

and we’re proud to showcase some recent examples of Kiwi craftsmanship every month. If you want a body or trailer manufacturer’s name to trailers@nztrucking.co.nz

Low-riding logger The Mills-Tui team took great pleasure in building this new logging combination for Richard Skudder of Mountain Transport. It showcases Mills-Tui’s new low-ride multi-bolster five-axle trailer and Tui tensioners. The step-deck trailer design features a straight-through chassis at the rear, achieved by fitting Hendrickson low-ride ZMD suspension sets in the rear and Hendrickson INTRAAX suspension on the dolly.

A respectable tare of 6200kg for the trailer has been achieved, maximising payload capability.

Features: Peterson LED lighting, Knorr-Bremse EBS, Mills-Tui SI Lodec scales, Mills-Tui alloy rims, Bigfoot CTI.

Combined effort The need for a new truck and trailer prompted Dhillon Linehaul of Auckland to chat with the resourceful team at TMC Trailers. The solution? Commission the TMC Hornby team to build a five-axle curtain-sided trailer, while the curtainsided body for the new 8x4 Arocs was addressed by the TMC team in Wiri.

The trailer rides on Hendrickson discbraked axles with ZMD shockless air suspension. Alux polished alloy wheels complete the Features: Half mezzanine floor in rear section of trailer, crisp build. tool lockers and stainless-steel trim.

TMC Trailers

KIWI 16/17

Contact Jim Doidge 021 190 1002, Hayden Jones 0800 549 489, Danial Vincent 021 222 4144 | sales@kiwityres.co.nz |

0800 KIWI TYRES (0800 549 489) | kiwitrucktyres.nz 74 New Zealand Trucking July 2023

KIWI 175

Freighter’s for Mainfreight A series of new Freighter 11.55m five-axle curtain-sided trailer builds are currently hitting the road within the Mainfreight FTL fleet. These trailers have been configured for versatility and are built with hard-wearing 3mm corten-steel decks to accommodate all types of loading.

And with Hendrickson ZMD 19.5in disc-brake axle sets riding on air, things are kept stable and smooth beneath the Features: Hella LED lighting, twin chassis rails. toolboxes with stainless-steel doors, bearer storage box.

Freighter

Fairfax hallmark Halls Cold Chain Logistics’ requirement for a new fiveaxle refrigerated pull trailer saw it approach Fairfax. The result is this clean 11.4m pull trailer incorporating the proven one-piece mouldedfibreglass shell. The unit is on SAF Intradisc axles and runs polished alloy wheels with Bridgestone tyres.

Exterior illumination is provided by Hella LED, with Peterson LED cove lights on a timer taking care of the interior.

Features: Side under-run protection, custom rear stainlesssteel infill panel, factory-fitted Halls mudflaps.

Fairfax

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New Zealand Trucking

July 2023 75

MULTI-FACETED

T

his month, we visit the Multi-Ag team, in the heart of South Canterbury’s Waimate district, with co-owners and brothers Scott and Craig Wilson at the coalface getting the work done.

We caught up with Craig and chatted about the brothers’ history and how they ended up in business together. We also asked the burning question, how did

they end up owning two wellknown North Island K104 Kenworths? “My brother Scott and I have grown up in the middle of a farming family. Naturally, helping out on the farm, you end up kicking around machinery.

That’s where the interest started. Then you reach that age and stage where bigger is better, and you want to do the OE, so Scott and I have both done a stint on the

big gear in Aussie, mostly Western Australia. We did a bit of everything – big ag (agriculture) gear, tractors, combines and that sort of thing, as well as mining road trains. Yeah, fun times,” Craig explains.

“When we got back from Aussie in about 2015, we came back to the district and decided to get straight into what we knew best – operating machinery and

servicing the local farming community with all aspects of agrigultural contracting. So we need trucks to transport equipment and product to farms, sheds and silos.

From our experiences in the outback of Australia, you soon get to know that if it’s Kenworth, Caterpillar and Roadranger, it’s going to get you home.”

MULTI-AG - 1

T

his K104 Kenworth started life as CBY454 (now HSC466) in 2004, and was first owned and operated by Chris de Ridder, at the time contracting to Hookers Transport. Chris ran the truck on general freight work out of the Taranaki base.

Unfortunately, life was to deal an unfair blow in 2014 and tragically removed Chris from his family and loved ones too soon. To Chris’ credit, he enjoyed the best part of 1.2

million kilometres at the wheel of his pride and joy.

The truck was sold and changed hands a couple of times, settling at Altranz in Hamilton. HSC466 became fleet No.66 for Altranz, towing a new MTE five-axle trailer, once again cruising the country on general freight tasks. It worked solidly in its time at Altranz, with only a platinum Caterpillar rebuild by Goughs needed for the C-15, purely because it was getting tired.

A cool load for first owner Chris de Ridder, V8 Super Cars off the apron at Auckland International Airport. Photo: De Ridder family collection.

An Altranz fleet upgrade saw HSC466 for sale once more in 2020 with Multi-Ag answering the call. Now in Waimate, the truck mostly looks as it did

when running for Altranz – with a few additions: it has been fitted with tipping gear and CTI to enable it to complete what is expected of it in its new role.

CALLING ALL TRUCKS ON OR OVER 1 MILLION MILES (1.6M KILOMETRES)

76 New Zealand Trucking July 2023

MULTI-AG - 2

C

JZ102, affectionately known as Bull-istic, started its working career with Te Kuiti-based Wallace and Johnstone in 2004. Built as a stock unit, it pulled a matching four-axle trailer. As a flat-roof day cab, the K104 Kenworth was the talk of the town when it hit the road. With a 600hp C-16 Caterpillar shoehorned under the floorboards, it definitely had the right pedigree.

About 2012, Bull-istic was sold, with just over 600,000km on the clock, to a Taupo-based operator, where it worked for a little over two years. Midway through 2014, it was on-sold to Edwards Rural Transport, Waihi. This

is where the distinctive Edwards red-with-yellow stripes were applied. Terry Edwards says the truck was a solid performer during it’s time in their fleet. “There is always general maintenance, but there was never anything major. The worst it really did was need a completely new air-conditioning unit and a couple of rear-suspension airbags.”

With the arrival of a new K200 in 2018, the old K104 was put up for sale. Enter the lads from Waimate.

And keeping with tradition, CJZ102 has been a solid performer on the mainland as well.

Near new, Bull-istic at the saleyards with another load of woolly passengers looking for a lift. Photo: Rob van der Hoek.

Bridgestone and N ew Zealand Trucking Media want to recognise trucks that have achieved this milestone in the act of carrying the nation on their backs. Each month, up to eight trucks will be selected, and will feature in the magazine, as well as on our social media.

Those selected will get a Million Mile Club cap and badge for the truck.

Terms • Only owners can submit • NZ trucks only • Supply chain may affect the timing of cap and badge arrival

TO JOIN, EMAIL: editor@nztrucking.co.nz • Quality image of the truck • Name of owner and driver • Basic spec (model, engine, trans, rear end) • Contact details

New Zealand Trucking July 2023

77

AUSSIE ANGLES

OUTLAWS

ROAM There’s something neat about owning one in a series of, well, anything… And while one in a series of special trucks doesn’t come around too often, brand fans love getting their hands on them. Enter the Outlaw series of Mack SuperLiners – created by a small Mack dealer in New South Wales – that have taken the Australian Mack scene by storm.

Story by Gavin Myers

Photos supplied

Outlaw 2.

Outlaw 3.

Outlaw 4.

Outlaw 5.

S

ometimes, the coolest of things come from the most unassuming of places. Tamworth’s JT Fossey Trucks may be “only a small country dealer”, as dealer principal John Saint describes it, but with a history that goes back to 1937, it’s as well entrenched in the region as the vehicles it sells are in the industry.

The association between JT Fossey Trucks and Mack began in 2008. “We’ve built

a lot of Mack trucks in that time, fitting all types of accessories and trying to make them look flash for the owner – and obviously for our profile as a dealership too,” comments John. The idea was formed for the Outlaw series at about the turn of the decade. It was seen as being able to create a bit of a legacy for John – whose career in the transport industry began in 1993 as a salesperson for JT Fossey Trucks – and the team at the dealership.

“I thought, what could we do differently? We bought a Super-Liner, which is the top of the tree for Mack, and decided to fit every possible accessory to it and give it a distinctive paint scheme – something someone wouldn’t normally do – and market it and see what happens,” John explains.

Outlaw No.1, with its eyecatching red colour scheme, sold in March 2020 within two weeks of being on the market to an operator in nearby

Gunnedah, who hooked it up to a set of water tankers.

“I picked red because it’s a popular colour with many operators. I thought if any colour truck is going to sell, it’ll be red. For the second one, we decided on black, another good colour people tend to favour. It sold overnight to Western Australia and is hauling a low-loader.”

By now, John realised he was onto something and Outlaws No.3 (blue) and No.4 (green) soon followed. They’re

Left: Outlaw 1 at work. Right: John Saint, the most wanted when it comes to the Outlaw series. Photo: Aitken Automotive Photography.

S

The detailing on each truck’s interior matches it’s exterior theme.

NSW-based too, and both on B-double/road train work. “All the trucks so far are out there currently working. No.2 has clocked up 380,000km,” John says.

So far? Yip… Outlaws No.5 (maroon) and No.6 (purple) have been sold, with No.6 going into build in November.

John says the series will run to 10, with No.7 being crimson and the final three fittingly rounding off the series in bronze, silver and gold.

So how do you build an Outlaw? Each truck comes off the production line at Mack’s Wacol plant as an identical Super-Liner with 58in highrise sleeper. Up front is the venerable 16L, Euro-5 MP10 rated at 510kW (685hp) and 3180Nm (2345lb/ft) coupled to the 12-speed mDrive transmission and Mack Air Ride rear suspension.

From there, it’s another two

months in Brisbane having the custom bulbar fitted by King Bars, the icepack installed

by Haultech Engineering and hydraulics (when needed) by Mr Wong Hydraulics. Over at Joe Bradley Fibreglass, the interior receives additional cupboards and a stand-up fridge, TV and microwave. The trucks also get an LED interior light upgrade. While that’s all happening, Hunter Valley Seat Specialists re-upholsters the seats to match the unique colour scheme, embossing the Outlaw branding and Mack bulldog for that extra special touch.

Bel Air Truck Spraypainting gives each truck its unique colour in the Outlaw scheme before it’s shipped off to Newcastle-based Showman Signs to apply the Outlawspecific signwriting in the best tradition – by-hand. Bling Man HQ Custom Stainless in

80 New Zealand Trucking July 2023

Hand painted and precision cut – quality is the priority.

Kentville, outside Brisbane, creates the various custom Outlaw stainless pieces.

“All 13 suppliers involved in the build are our trusted suppliers. They know the quality we need and understand how the customers will use their trucks. It works very well. The closer your relationship with a supplier, the better everything turns out,” says John.

Finally, in Tamworth, the likes of turntables and driving lights are fitted. After three months of loving custom work, the keys are finally handed over to the lucky owner. All good things are worth waiting for…

“The following the Outlaw trucks has received is based on being able to buy a truck fully optioned, without having to do anything to it – and hopefully we’ve done that fairly well, so people can

distinguish them from any others,” John says humbly.

“From the dealer perspective, it’s worked very well.”

One more question needs answering, though… why the name Outlaw?

“We wanted something that stood out – different, bold, strong… out there. I think an ‘outlaw’ is one of those figures. I’m not really sure how we came to it, but it works. It’s a good name.”

And a cool concept… so much so that, being a dealer of all three Volvo Group Australia products, JT Fossey has just launched its Volvo Viking series. This will be even more limited than Outlaw, with just seven FH16 XXL Globetrotters all named after some of the most prominent gods and goddesses of Norse (Vikings) mythology.

Of course, the initial plan for Outlaw was only five trucks…

UNIVERSAL

ENGINEERING PRODUCTS

• • • • •

MOUNTS BUSHES BUMP STOPS COUPLINGS MOUNTING PADS

SUPPLIER TO

INTERNATIONAL TRUCK STOP

SNAPSHOTS OF CANADIAN TRUCKING

Fortus Holdings Peterbilt 379, eastbound on Highway 5 between Hope and Merritt.

Super Bee Transport, heading north up the Trans-Canada Highway towards Cache Creek.

A Kenworth W900L heading east up and over the Coquihalla Highway, made famous in the Canadian documentary TV series Highway Thru Hell.

Combinations like this can gross up to 63.5 tonne.

82 New Zealand Trucking July 2023

Friend of New Zealand Trucking and Kiwi truck enthusiast Grant Schofield shares photos of working Canadian trucks taken on a recent trip to British Columbia (‘Eh!’)

Tony Penil Trucking, grossing over 60 tonnne, near Savona, British Columbia.

Manitoulin Transport is well known across Canada, especially in Alberta, Manitoba, and the northern and eastern states.

The company operates tri-drive tractor units fitted with Dromedary boxes for extra freight capacity, and this Freightliner Argosy is a prime example. (We wonder what the rear view is like past that side-mounted intake. – Ed)

Fraser Coast Transport’s Peterbilt 389 almost home from his trip from Abbotsford, BC, to Regina, Saskatchewan, and back. That’s 1656km each way and not even halfway across Canada.

New Zealand Trucking

July 2023 83

CRAIG’S TRUCKIN’ SNAPSHOT

Long-time contributor Craig McCauley showcases a mixture of classic and contemporary images of Kiwi trucking.

Zealandia Horticulture runs a fleet of exceptionally well-presented trucks, delivering horticultural product nationwide. This DAF XF530 was caught on SH1, south of Balclutha.

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MINI BIG RIGS

BUILDING MACKADONIA-ROSE Story by Carl Kirkbeck Photos by Marty Crooks and Gordon O’Riley

T

Mackadonia-Rose – near new and on display at the Taupo Truck Show.

Photo: Gordon O’Riley.

he CH Mack was Marty Crooks introduced to New wanted to build a Zealand in 1991; the first handful built at Motor model replica of Truck Distributors’ Palmerston Adrian and Robyn North plant using the older Hill’s CH Mack chassis, reminiscent of the R and RB models. The CH was logger the moment highly anticipated and, once he clapped eyes available, were quickly put to work. Not long after, one on the September would become the subject of 1992 New Zealand a New Zealand Trucking Top Truck poster – MackadoniaTrucking magazine Rose, a 1991 CHR689RS Top Truck poster for Taupo-based Adrian and 1/50 KW C509 & ago.

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3 1) Evergreen plastic extrusions form the backbone of the new 1/24th scale chassis. 2) Wheels on and cab and chassis in place, it’s time to confirm all dimensions are correct and true to form. 3) Scratch-built cab suspension taking the weight. The quarter-guards proved troublesome to fit. 4) Scratchbuilt bullbar taking shape. Note the tidy set of driving lights, which match the full-size rig perfectly. 5) The headlights from P&P lacked detail, so a new pair was scratch-built from plastic and the parts bin. 6) Final test-fit of the self-loading jinker and logging equipment and it’s nearly ready for paint.

This poster had a lasting impression on a young Marty Crooks, and about 10 years ago, an opportunity arose to purchase a P&P Resin Works aftermarket CH cab and bonnet. Once acquired, the cab and bonnet were stashed away with this future build in mind.

“About a year ago, I decided it was time to get stuck into this build and get it done,” says Marty. “It is special in a way because a few of these aftermarket P&P cabs came into the country through a special half-price subsidised deal by the New Zealand Model Truck Association for its members, and I think I’m right in saying that this is only the second one that has been built up.”

Marty started by scaledrawing the dimensions of the

build, making sure it had the correct proportions. Getting this information took work. But construction started thanks to old photographs and reference information, and help from good mate and fellow model truck builder Gordon O’Riley.

The first step was to scratch-build a chassis for the truck, done by using Evergreen plastic rails and crossmembers, as well as camelback suspension from an off-the-shelf kitset of an R-model Mack. The Mack E7 engine, artillery wheels and tanks were all sourced from Auslowe.

With the chassis sitting on its wheels, Marty constructed the cab mounts and hinged the bonnet. Fitting the quarter guards proved troublesome and took a bit of time to get right. The tanks were fitted

4

5

6 New Zealand Trucking

July 2023 87

The mighty Mack E7 under the hood, nicely detailed with a touch of weathering.

with resin brackets and completed with straps made from thin aluminium strips.

These were cut and folded at each end in readiness for mounting once painted.

The dashboard from P&P was converted to right-hand drive, and Marty made a roof console and matching door cards to finish the interior.

The bullbar, trailer gear and logging equipment were all 100% scratch-built using plastic. Getting the self-loading trailer to operate correctly was challenging. It required some patience to get it to fold itself up onto the back of the truck fluidly. “There are the various pivot points to contend with, and also the making of the hydraulic rams out of thin aluminium tube.

But the reference photos that Gordon provided really helped show how it all worked,” Marty explains.

The paint finish was airbrushed using Tamiya lacquers. For the cab, Marty used a mix of colours and trial and error to get the correct shade. The stripes were then marked out and sprayed, and once the custom decals were applied, a satin clearcoat topped it off. Marty wanted to give the build a slightly ‘worn in’ look. So a light weathering of the engine, chassis and wheels using Ammo enamel washes was applied, with pigments lightly dusted over the cab and bonnet.

Check out the images – this outstanding replica seems to have just dropped out of that 1992 poster.

1 2

3

4

5

1) Fresh back at the skid and ready for the next load. 2) The loaded jinker about to be unfurled. 3) Unloading under way – you can see the operational detail applied to this build. 4) Nearly ready to load. 5) Loaded again, and it’s back off to the mill.

88 New Zealand Trucking July 2023

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LITTLE TRUCKERS’ CLUB

HI, LITTLE TRUCKERS! I hope you’re all keeping warm.

It’s definitely chilly out there now. I moved house over Kings Birthday weekend to a gorgeous part of the coast in the Wairarapa – Castlepoint. I saw a baby seal the other morning while walking up to the lighthouse!

Thank you for all your amazing entries into the Matai Transport K124 colouring competition. The lucky winners are: (1st) 12-yearold Liam Clothier, (2nd) nineyear-old Kyran Smith and (3rd) eight-year-old Amelia Maxwell.

Congratulations! Keep an eye on your mailbox – a prize is coming to you all.

If you would like to see yourself here in Little Truckers’ Club, all you need to do is email your stories, jokes, photos, and/ or drawings to me at rochelle@ nztrucking.co.nz with a wee paragraph telling us about them along with your name and age.

We love seeing them all.

WELL DONE TO OUR WINNERS AND ALL THE LITTLE TRUCKERS WHO ENTERED!

Match the logos!

Below are nine logos and a list of scrambled letters. Unscramble the words and match them to the correct logo with a line. Take a photo and email me your answers, along with your full name and age to rochelle@nztrucking.co.nz and be in to win a cool prize.

(HINT: Some logos are modern, while others go back a few decades.)

LOVOV AISCNA HOKNWERT

The Little Truckers’ Club logo is hidden somewhere in this issue, Find it, and you may win a prize.

Email me with your NAME and AGE at rochelle@nztrucking.co.nz

JOKE OF THE MONTH WHAT GOES THROUGH TOWNS, UP HILLS AND DOWN HILLS BUT NEVER MOVES?

FDA MCDERESE ENZB RTSA EWTRNES BDEORFD ANM KACM

THE ROAD!

Name: 90 New Zealand Trucking July 2023

Age:

Education Engagement Programme

Ashgrove School

‘Students develop a heightened awareness of the potential risks and challenges around a heavy vehicle.’

Students’ participation in an education engagement truck road safety program offers a unique and interactive opportunity to learn about the importance of road safety. Students develop a heightened awareness of the potential risks and challenges around a heavy vehicle which is vital to road safety awareness.

Problem solving as they learn how to climb into the tractor unit is a memorable interactive experience. The Students are encouraged to read the Truck Road Safety booklet to their parents or older driving siblings.

The team at NZ Trucking Association really enjoy the opportunity to share their passion and knowledge outside of the office to benefit younger members of our community.

Thanks to all our Partners & Sponsors

p 0800 338 338 03 349 8070 w www.trucking.nz

WHAT’S ON 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.

All scheduled events may be subject to change depending on weather conditions etc. Please check websites for updates before setting out.

New Zealand Model Truck Association AGM and Meeting

Alexandra Blossom Festival 41st Annual Truck Parade

30 July 2023, 11am Ta Akau Ki Papamoa School Hall 29 Doncaster Drive, Papamoa *Bring a model and lunch to share

23 September 2023 Centennial Avenue, Alexandra Contact: info@blossom.nz

Southland Hug a Rig

3 February 2024 Mystery Creek, Hamilton Contact: Facebook – Sousthpac Trucks, spt.co.nz

Kenworth 100 Celebration

12 August 2023 Southern Field Days site, Waimumu Contact: 027 773 2700, hugarigsouthland@gmail.com

Special Rigs for Special Kids 27 August 2023 Edgar Centre, Portsmouth Drive, Dunedin Contact: 027 435 8508

WHAT’S BEEN

Heritage Truck Show, Rocklea, 20-21 May 2023.

Events Gallery Visit the New Zealand Trucking website to view galleries of the latest truck shows from New Zealand and abroad. Go to nztrucking.co.nz/events or scan the QR code to view on your mobile.

92 New Zealand Trucking July 2023

HEALY’S HUMOUR

THE CONNECTED TRUCK The Connected Truck is transforming the way our teams work by bringing real-time visibility and information to the workplace. This technology enhances not only our driver’s safety with fatigue and maintenance tools, but also promotes sustainability through fuel efficiency and effective job management.

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96 Moving Metrics 100 Industry Comment 102 Business Update – Bridgestone 104 Product Profile – NAPA 106 Product Profile – AC Filter 108 Carriers Corner 110 Truckers’ Health 112 Health & Safety 114 Legal Lines 116 NZ Trucking Association 118 National Road Carriers 120 Transporting New Zealand 122 The Last Mile BRO UG HT T O Y OU BY

MOVING METRICS

THE SALES

NUMBERS New Zealand Trucking reveals how the economy is travelling via key metrics from the road transport industry. From time to time, we’ll be asking experts their opinion on what the numbers mean.

First registration of NB and NC class vehicles for May 2023 by major manufacturer

Summary of heavy trucks and trailers first registered in May 2023 This information is compiled from information provided by the NZ Transport Agency statistical analysis team and through the Open Data Portal.

The data used in this information reflects any amendments to the data previously reported.

Vehicle type This summary includes data from two heavytruck classes and one heavy-trailer class.

First registration of NB, NC and TD class vehicles for May, year on year

A goods vehicle is a motor vehicle that: (a) i s constructed primarily for the carriage of goods; and (b) either: (i) has at least four wheels; or (ii) has three wheels and a gross vehicle mass exceeding one tonne.

Vehicle class

Description

NB

A goods vehicle that has a gross vehicle mass exceeding 3.5 tonnes but not exceeding 12 tonnes.

(mediumgoods vehicle)

NC (heavy-goods vehicle)

TD (heavy trailer)

A goods vehicle that has a gross vehicle mass exceeding 12 tonnes.

A trailer that has a gross vehicle mass exceeding 10 tonnes.

A table of all vehicle classes is in Table A of the Land Transport Rule Vehicle Dimensions and Mass 2016 Rule 41001/2016 https://www.nzta.govt.nz/ assets/resources/rules/docs/vehicle-dimensionsand-mass-2016-as-at-1-October-2019.pdf Note: Vehicle classes are not the same as RUC vehicle types or driver licence classes.

96 New Zealand Trucking July 2023

First registration of NB, NC and TD class vehicles year on year, to date

First registration of TD class heavy trailers for May, year on year byclass major First registration of TD heavy manufacturer trailers for May, year on year by major manufacturer 20

4 4 4

6

6

11 8 8 7

May-20

May-21

May-22

May-23

898

11

10 9

5

6

4 34 2

TE S

May-19

11

l Ro ad m as te r

7

po rt T

er

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gh t Fr ei

t

Fa irf ax

1212

0

0 Do m et

13 11 9 9 6

12 11 8 8

Pa tc he l

1112

9

M .T .E .

5

9

ra ile rs

11 8 79

10

TM C

13

15

18

16

Tr an s

18

20

ha uf

Number of units

25

Other suppliers of class TD heavy trailers not included in above May-19 52

May-20 43

May-21 44

May-22 38

May-23 53

First registration of NC class vehicles year to date 2018 – 2023, by major manufacturer

First registration of TD class heavy trailers year to date 2018 – 2023, by major manufacturer First registration of TD class heavy trailers year to date 2018 – 2023, by major manufacturer 90 70 60 50 40 30 20 10

2019

2022

ra ile rs

Tr an s

po rt T

TM C

TE S

2021

er

l

2020

Ro ad m as t

Pa tc he l

2018

M .T .E .

Fr ue

ha uf

er gh t Fr ei

Fa irf ax

t

0 Do m et

Number of units

80

2023

Other suppliers of class TD heavy trailers not included in above Apr-18 245

May-19 224

May-20 149

May-21 198

May-22 200

May-23 219

New Zealand Trucking

July 2023 97

This information is put together from metrics provided by the NZ Transport Agency.

New Zealand Trucking acknowledges the assistance of the media team at NZTA in providing the data.

ROAD USER CHARGES Total value and distance of road user charges purchased between 1 January 2018 and 31 May 2023 by purchase year

Summary of RUC transactions for May 2023 Number of individual RUC licences issued for month

298,141

Total kilometre RUC distance purchased (All types)

1,398,416,526

Total value of all RUC purchases (All types)

117,486,055

Purchase period

Distance purchased (km)

Value of purchases

1 Jan 2018 – 31 Dec 2018

15,736,558,458

$1,875,364,397

1 Jan 2019 – 31 Dec 2019

16,166,434,103

$2,041,939,272

1 Jan 2020 – 31 Dec 2020

15,421,400,378

$2,069,615,049

1 Jan 2021 – 31 Dec 2021

16,204,803,262

$2,249,341,814

1 Jan 2022 – 31 Dec 2022

17,683,361,155

$1,710,831,998

1 Jan 2023 – 31 May 2023

7,185,189,702

$637,785,250

RUC distance purchased for RUC type 1 vehicles

A description of RUC vehicle types is available at https://www.nzta.govt. nz/vehicles/licensing-rego/road-usercharges/ruc-rates-and-transactionfees/ Please note data may differ slightly from that reported for the same period previously due to adjustments being made to the base data.

Purchase period

Distance purchased (km)

Average monthly distance (km)

1 Jan 2019 – 31 Dec 2019

11,502,905,782

958,575,482

1 Jan 2020 – 31 Dec 2020

10,952,303,565

912,691,964

1 Jan 2021 – 31 Dec 2021

11,427,917,860

952,326,488

1 Jan 2022 – 31 Dec 2022

13,375,038,937

1,114,586,578

1 Jan 2023 – 31 May 2023

5,311,972,289

1,062,394,458

RUC type 1 vehicles are powered vehicles with two axles (except type 2 or type 299 vehicles. Type 299 are mobile cranes). Cars, vans and light trucks that use fuel not taxed at source (i.e. diesel fuel) are generally in this RUC type.

RUC purchases all RUC types

98 New Zealand Trucking July 2023

The top eight RUC type purchases, other than type 1 in descending order: RUC Type Description 2

Powered vehicles with one single-tyred spaced axle and one twin-tyred spaced axle

6

Powered vehicles with three axles, (except type 308, 309, 311, 399 or 413 vehicles)

43

Unpowered vehicles with four axles

14

Powered vehicles with four axles (except type 408, 414 or type 499 vehicles)

951

Unpowered vehicles with five or more axles

H94

Towing vehicle that is part of an overweight combination vehicle consisting of a type 14 RUC vehicle towing a type 951 RUC vehicle with a permit weight of not more than 50,000kg

33

Unpowered vehicles with three twin-tyred, or single large-tyred, close axles (except vehicle type 939)

408

Towing vehicles with four axles that are part of a combination vehicle with a total of at least eight axles

Average monthly RUC purchases for year (All RUC types)

RUC purchases May for selected types

RUC distance purchased year to date for selected RUC types

By comparing distance purchased year to date with the same period for previous years, trends in changes to activity by RUC type vehicles will become clear.

New Zealand Trucking

July 2023 99

INDUSTRY COMMENT

Is it time for

INDUSTRY A

By Russell Walsh

I

t’s been suggested for years that the industry needs an accreditation scheme. Despite attempts to get this off the ground, a full-blown scheme has not happened for several reasons.

Within the road transport industry, ‘accreditation’ is understood to be a formal process by which operators have robust systems and procedures in place that are of a sufficiently high standard to give regulators, such as NZTA and/or WorkSafe NZ, confidence that the operator maintains high levels of compliance with the general duty requirements of transport law, such as fit and proper person criteria and other applicable and associated regulation.

Accreditation could be likened to a highlevel qualification that is constantly under independent review.

For accreditation to be of value, it must have a purpose, such as extended work time hours. Accreditation schemes that are nice to have but have no identifiable and long-lasting benefit to any party are unlikely to find favour.

Essential to any scheme are regular internal compliance reviews and regular external audits undertaken by an experienced person. Because of this, accreditation is expensive to implement and maintain and requires long-term commitment.

A scheme must be endorsed by the regulator or the party which requires the operator to have such a scheme in place.

Once endorsed, the scheme must apply to all parties who seek to benefit from the outcomes of the scheme. For example, if NZTA endorsed an accreditation scheme to allow extended work time hours, then all operators who seek to benefit from extended hours must become accredited to the same standard with no exemptions – allowing other methods of achieving the same outcomes will only undermine the

100 New Zealand Trucking July June2023 2023

integrity of accreditation. Because of this, some law amendments may be needed.

Accreditation is based upon compliance with clearly defined and written standards that are either specific to, or have direct links to, the scheme’s outcomes. A scheme requires regular internal reviews of compliance with the standards and recording of the findings of these reviews.

Also, and at regular intervals, compliance with scheme standards is established. This includes an examination of internal reviews by an experienced auditor who is not associated with the day-to-day running of the transport business. This auditor must be approved by the regulator or the party who requires the accreditation as knowledgeable, suitable for the task and a party that the organisation has faith in to undertake the audit fairly and unbiasedly.

The Australian experience The Australian transport industry has had access to accreditation schemes for a few years – they are included in the Australian Heavy Vehicle National Law. Currently, accreditation in Australia covers five aspects of transport operations. The scheme is delivered in a modular style: • Mass management – decreases the risk and improves public safety for vehicles that operate above the standard vehicle weight and/or dimensions.

• Maintenance management – ensures heavy vehicles used on roads are kept in a condition that prevents or minimises the risk to safety while supporting operational efficiency.

• Fatigue management – there are two levels: the basic module supports the safe management of fatigue for drivers; the advanced module is for drivers who need flexibility to the standard hours of work.

• Performance-based standards – encourage innovation in the development of safe, flexible, vehicle standards in lieu of prescribed ones.

• Intelligent access – allows heavy vehicle access to, or improved access to, the roading network using telemetrics to monitor vehicle location, speed, mass and other related parameters.

The Heavy Vehicle Industry Safety Survey produced by the National Heavy Vehicle Regulator in September 2022 sampled close to 6000 industry participants and reported 38% of these were in a heavy vehicle accreditation scheme.

Would accreditation work in New Zealand?

The short answer is: yes, it could. The scheme would require a champion to sell the principle(s) to regulators and industry and to drive it through all stages,

A qualified motor mechanic, auto electrician and diesel mechanic by trade, Russell was transport manager and national fleet manager for New Zealand Post until 1995. He then did several industry-related contract jobs, including working with the industry training organisation, developing qualifications. The NZTA employed him in various roles before he worked for EECA in its Heavy Vehicle Fuel Efficiency programme. Now semi-retired, he is still involved with the industry and doing volunteer work.

Y ACCREDITATION? but benefits to all would eventually accrue. A lot of work and cooperation from the regulators and the industry would be needed, and all parties would have to support the principles during development and in the future.

A key element of such a scheme would be the need for the entire industry to collaborate to make it work and for the regulators, including those organisations who may not have a pure regulatory function but would benefit from having high-level confidence that the transport

operator they use always operates in a safe and compliant manner (the chain of responsibility).

There are currently several existing industry codes of practice that could form the basis of an accreditation scheme. Some operators with sound workplace systems and processes would find many of these would fit neatly into an accreditation programme with little rework, while others may find it necessary to start afresh.

What needs to happen now?

The industry must take the lead on this and put together an industrysupported discussion document for wider consideration by industry, regulators, and customers alike.

It is understood that two of the industry associations – National Road Carriers and the New Zealand Trucking Association – are in discussions to establish an industry scheme. How far this is advanced is not known.

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GLOBAL BUSINESS UPDATE

A FUTURE WELL GROUNDED World trucking events, such as the recent Brisbane Truck Show, attract local heavy hitters and senior members of global organisations. Raj Bajaj, Bridgestone’s VP for mobility solutions, was in town for the event, so we took a moment to catch up and hear firsthand how Bridgestone views the future.

L

et’s look at why Bridgestone is getting into the connectivity and the end solutions business,” says Bjaj. “It is a sustainable end solution that Bridgestone has espoused, and we have decided to offer an end-to-end business solution in achieving that. It is the reason Bridgestone acquired Tom Tom Telematics and part of the reasoning behind other acquisitions, like Bandag.

The global markets demand full solutions, rather than just the tyre, rubber and piecemeal products.”

The deeper into the conversation you get with Bjaj, the more Bridgestone’s strategic cohesiveness emerges.

Across industry, there’s a rethink as to what sustainability means; that the ‘environment’ is actually all environments

Raj Bajaj, Bridgestone VP for mobility solutions.

– physical, workplace and societal – and the welfare of each is correlated to the others.

The heart of Bridgestone’s 2050 strategy is the Bridgestone 3.0 Journey 2022 Integrated Report, available in full on its global website. It details the company’s progress and plans to enhance corporate value over the medium to long term by accelerating the transformation to a sustainable solutions company based on its E8 Commitment Axis (see below). It provides a unified look at Bridgestone’s value-creation process, merging business strategies with sustainability initiatives.

The world is still commercially driven at its core, meaning no free-market company can survive long with an outof-whack balance sheet. However, social

The Bridgestone E8 pillars • Ecology – sustainable tyre technologies • Energy – realisation of a carbon-neutral mobility society • Efficiency – maximise productivity through the advancement of mobility • Emotion – inspiring

excitement and that keeps people spreading joy to the and the world moving world of mobility ahead • Empowerment • Economy – maximising – contribute to a the economic value of society that ensures mobility and business accessibility and operations dignity for all • Ease – bring comfort • Extension – non-stop and peace of mind to mobility and innovation mobility life

“E8 commitment is focused on adding social value as well as customer value in a sustainable way. Sustainability has to be something that accounts to all of the key social pillars, not just how you manufacture the product.”

– Raj Bjaj, Bridgestone VP for mobility solutions

bottom lines count, and responsibility was a key element in Bridgestone’s leap into the mobility space, ensuring optimal utility and efficiency is extracted from any of the planet’s scarce resources used to manufacture their own, or anyone else’s, componentry. It also sets the company up well in terms of accountability. Make no mistake; if you thought data was king in the first two decades of the century, you haven’t seen anything yet. Data will be critical to maintaining social licences in a post-2050 world.

The suite of Webfleet telematic solutions at Brisbane showed the company defines ‘global’ as precisely that; it sees Australasia as a key market.

“We are a global organisation. We have a very strong footprint in Europe, where we are the No.1. In the US, we have a very large presence, and also in AsiaPacific. Australia and New Zealand are two areas we are focusing on. We have a strong team here, and there is a strong pull from the customers of Bridgestone to be able to give them full solutions. ”You can see here... dash cams and video telematics, connectivity, efficiency and safety to prevent driver distractions and help with other areas like insurance claims. Our Mobile Workforce tablet launched here soon will enhance the suite further.

“The uptake of our mobility offerings has been very positive, with 30% to 40% growth in Latin America and significant growth in Africa. We’re now focusing on Australia and New Zealand.”

102 New Zealand Trucking July 2023

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PRODUCT PROFILE

VEHICLE DIAGNOSIS just got easier Engine and equipment issues are part of life for the heavy-equipment industry.

Accurately diagnosing a problem in the workshop and the field is a vital part of running a fleet.

P

icoScope has launched a new set of off-highway kits suitable for heavy-duty vehicle and offhighway equipment testing.

A PicoScope turns your laptop or desktop PC into a powerful diagnostic tool. Think of it as the x-ray machine of diagnostics, letting you see the changing signals inside wires.

The kits have been created for fault diagnosis on trucks, tractors, forklifts, boats, combine harvesters, excavators and more.

The included accessories help users quickly connect and easily carry out nonintrusive and non-invasive measurements on a wide variety of systems and components.

A PicoScope helps users eliminate guesswork and test individual components, find troublesome intermittent faults and investigate vehicle problems when there are no, multiple, or misleading fault codes. It can also help diagnose charging and starting faults, trace problems with actuators that are not monitored by the ECU (such as motors and injectors), identify mechanical problems like compression and slipped/ incorrectly fitted timing belts, and report objective findings back to managers and customers.

The new off-highway kits, designed to work outside of workshop environments, handle shock, vibration, dirt and dust better than the non-off-highway versions.

Pico’s new off-highway range is based on a modified PS4425A PicoScope, which has additional protection to withstand offhighway conditions.

104 New Zealand Trucking July 2023

W A

S T T S

Entry, Expert, Elite Off-highway kits are available in three configurations – Entry, Expert and Elite – with any of the accessories included in the higher-spec kits available to buy separately at any time.

Entry The kit’s clips, probes and breakout leads help technicians to connect quickly and easily to the components and systems they are most likely to see on the vehicles and equipment in their care. The kit also contains current clamps, ideal for checking power supply systems and delivery to electrically driven components.

Expert In addition to the accessories found in the Entry kit, the Expert kit includes an extended range of breakout leads for easy connectivity to a wider range of components and systems.

Also included is a WPS500X pressure transducer and accessories, ideal

for measuring engine air intake and exhaust and fuel system pressures.

Elite Including a dual WPS600 hydraulic transducer kit, the Elite kit gives technicians working with off-highway equipment and heavy-duty vehicles the tools to diagnose faults in hydraulic systems in addition to the vehicle and equipment components and systems covered by the Expert kit.

The PicoScope off-highway kits are available to order from NAPA Auto Parts and Repco. Contact your local rep or call 0800 800 073 for your nearest branch.

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PRODUCT PROFILE

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HEALTH

Heavy-vehicle operators and truck drivers are often exposed to contaminated air in their cabs – from construction sites to quarries, farms to waste disposal sites and compost operations.

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irborne dust often carries respirable silica, and the fine dust from processing sand and crushed aggregates can be carcinogenic to a worker’s respiratory system.

Dust from fertilisers and livestock feeds can also be very harmful once airborne.

Diesel particulates, pollen and human pathogens such as legionella, landfill gases and farm and orchard sprays – the list of harmful air pollutants at New Zealand worksites is long.

Standard air-conditioning filters are not adequate to properly protect worker health.

Cab air overpressure and filtration systems are designed to be a first line of defence – an ‘engineered solution’ that eliminates contaminants and protects the operator from harmful air and possible

respiratory illness. The technology also keeps the machine’s air conditioning, heating and electronic systems safe from corrosive damage.

AC Filter manufactures, supplies and maintains air overpressure and filtration systems for cabs, equipment and trucks of any type and size.

The company aims to constantly maintain a safe and healthy work environment for operators of trucks and construction equipment where the external atmosphere may contain hazardous material. This includes portable offices and trailers, where people work and valuable electronic control systems are housed.

AC Filter Systems are in daily operation in many different industries and applications worldwide and are available now to own or lease.

AC Filter CO2 monitor.

The operator cannot bypass the AC Filter System in-cab controller, and it will automatically turn on when the vehicle is started. It then checks for: • the presence of the filters in the unit, along with their condition • the air quality where the hydrocarbon reader is activated • the air pressure maintaining 120 pascals • the safe level of CO2 in the cab air.

FL FI

Most importantly, your valuable, highly trained operators are kept safe from harm, so your enterprise is kept from costly, time-consuming legal action.

To find out more, contact the team at AC Filter on 0800 276 582 or email Bill Hackshaw at billh@brolube.co.nz, mobile 021 232 0088.

Features of the AC Filter System: • compliance with EU standards CROW132 and NEN4444 • a proven engineered solution for nearly 40 years • increased productivity due to better work conditions • reduced absenteeism due to health problems • filters certified to existing European standards (standards and regulations in New Zealand are currently under review) • cooling and heating elements and cabin electronics are kept dust-free.

For when standard cabin filters are not adequate.

106 New Zealand Trucking July 2023

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CARRIERS’ CORNER

WHAT IF WE COULD PREDICT THE FUTURE? Freight demand has noticeably declined. For many seasoned operators, it seems to be a case of those notorious ‘J’ months – January, June, and July – which always prove to be the most challenging times of the year to keep the wheels turning at a reasonable rate.

I

t doesn’t matter which operator I’ve spoken to in the past month – everyone seems to have experienced a ratcheting of the handbrake during May, with a marked reduction in volumes.

Arguably, much of what’s occurring is a combination of unrelated events combined with the reality that many of us have simply traded better in the past three years than we’d initially envisaged.

Whether current events are a reset or recalibration, there’s no denying that a slowdown always feels like a jolt and leads to a little soul-searching; how could I have been better equipped to see this coming? If you delve a little deeper into the current situation, I think it’s fair to say that few people in the world anticipated a widespread global pandemic – or, more recently, extreme weather events – to have been prepared for it beyond the limits of basic financial practice.

Coincidentally, but in hindsight, I’ve invested a considerable amount of time during the past 12 months schooling myself on the art of integrated financial forecasting and getting to grips with tools that enable an enhanced ability to predict the future, or at least model how different sets of predictions might play out. While I’ve been reasonably partial to the likes of a dynamic Excel rolling budget/forecast, it’s only since I’ve properly immersed myself in web-based forecasting tools that a few lightbulbs have gone off.

They’ve created an opportunity to

108 New Zealand Trucking July 2023

seriously critique the fundamentals of a given transport operation and the links between revenue drivers and expenses.

Most of my time has been spent operating within Fathom (fathomhq.com) and DryRun (dryrun.com), but you can find a host of similar integrated tools by googling “integrated forecasting tool”.

I’ve seen that if tools like this were valuable before the headwinds arrived, their value has now compounded exponentially. I take the view that even if the near term looks a tad grim, isn’t it better to know how grim and plan accordingly? Or, conversely, maybe things don’t shape up so badly after all and you’re sitting there dreading a scenario that is vastly better in reality.

Beyond the comfort these tools provide, making an effort to use them gives funders confidence; they can see the lengths you’ve gone to understand

your business’ outlook and get a clear picture of what drives it. One of the most significant benefits of integrated forecasting tools is how easily various scenarios can be overlaid on an existing forecast to sense-check how adding plant, personnel or opportunity might affect the entire operation. And the data is achievable within minutes.

But perhaps the greatest advantage of such tools (the bulk of which can be had for $50-$100 per month and integrate easily with most accounting/ ERP platforms) is how they make you think outside the square. Too often, we focus on cost reduction/elimination as our primary tool to combat challenging times, but a forecasting tool can help you look at things from a different angle and assess the impact that growth by acquisition or diversification might deliver.

The chances are that if you’re feeling the pinch, there are customers upstream in the same boat who may just be open to a little creativity in their transport offering they wouldn’t have thought quite so palatable six or 12 months ago. Now you have the power in your hands (via a few mouse clicks and keystrokes) to show them and you a different future.

Happy forecasting!

Do you agree with Blake or want to engage with his comment? He’d love to hear from you.

Contact Blake at: blake@transcon.co.nz.

Blake Noble is managing director of Transcon, a 16-truck general-freight operation based in Warkworth, north of Auckland. He is also the founder of specialist transport growth and advisory provider Delivery. Head to getdelivery.nz to connect with Blake.

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TRUCKERS’ HEALTH

Conquering

WINTER Motivation is a myth. No one feels motivated to exercise and eat healthily every day – no matter how positive and passionate about health and fitness they are. But where motivation ends, dedication and discipline begin. Here’s how to stay on track this winter.

1. Find exercise you enjoy When it’s cold and miserable and you feel like staying on the couch, doing an exercise you loathe will be a hard push.

But it’s less of a drag if you enjoy it. The variety of exercise facilities is endless.

There are dozens of gyms, fitness classes and sports teams out there you can join to vary your exercise routine.

2. Go online The thought of leaving the house can be off-putting if it’s pouring. Head online, where you can access different styles of workouts such as HIIT, strength, pilates, yoga and boxing – you name it, it’s online and usually free. Choose the length and intensity of a workout to suit how you feel that day.

3. Prepare comfort foods There are many healthy comfort foods to enjoy throughout the cooler months. Try a homemade (or bought) soup. Soups are an excellent way to pack in vegetables.

Add a few pieces of bread to make the meal more filling and satisfying. To make life easy, make a large quiche or cottage pie to do you for three or four meals. This means you’re not having to cook and create different meals every day, making it easy to stay healthy and organised.

4. Reach out to friends and family The support of a friend or family

member can keep you accountable and disciplined. It can be as simple as meeting a mate for a walk, bike ride or gym session. It can be easy to let yourself down and say you can’t be bothered exercising. But you are less likely to stand up someone else and not show up for your planned training session together.

Hopefully, this will improve your overall productivity, and you’ll feel inspired to get more sessions in between those with friends/family.

takes a back seat and you reach for unhealthy comfort foods and takeaways to try and make you feel better. (And, in reality, few medicinal benefits can be found in the local fish and chip shop or drive-through.)

7. Set winter goals It can be disheartening to feel like you’re grinding every day and not getting anywhere. So it can help to set steppingstone goals. These can be anything from aiming for three exercise sessions a week or only getting takeaways once a week. The idea is simple but it’s realistic and gives you a confidence boost and satisfaction as you tick off small accomplishments weekly.

5. Plan something nice It can be mentally tough to get through winter when days are short, dark and the weather is often shocking. It helps to have something to look forward to as we head into spring and summer. This can be as simple as booking a night away in October, or a family or friends get-together at the beach to welcome the warmer seasons and farewell winter.

6. Look after yourself We must take care of our health, and even more so during winter. This means keeping our home warm and dry, dressing warmly every day and topping up on winter medications such as cold and flu and vitamin C tablets.

Dose up on vitamin C and immunity supplements to boost your immunity. I may sound like Mother Hen, but there are few things worse than being struck down with the flu for weeks. Exercise usually

Laura Hulley Personal trainer

110 New Zealand Trucking July 2023

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HEALTH AND SAFETY

HOW TO DEVELOP A

HEALTH AND SAFETY SYSTEM Developing your own health and safety system is fine, but there are few things to consider.

A

s health and safety consultants, we see many organisations aware of the requirement for a health and safety system and believe it’s cost-effective to develop and run their own.

There is nothing wrong with developing your own system. It can be more costeffective, and it can work very well.

There is a lot of information available to assist organisations to do this. You can download the Health and Safety at Work Act 2015, templates and forms and even an entire hazard-risk register.

What you can’t download is experience, time and knowledge. The problem with downloading information or using AI is that the downloads either come in the form of templates, which need completing, or are very generic.

Unfortunately, one size does not fit all.

The other part of developing a health and safety system is implementing it.

Often, this is given to a person who already has a full role. They usually have limited knowledge of health and safety and don’t know how to drive it, excite people about it, and make it part of the way the organisation works.

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Using a consultant can help in all these areas. A good consultant should be able to work with you to get the best outcome for your organisation. They can write the system, provide training or serve as a backup to what you are doing. A good consultant should have qualifications and experience and belong to a health and safety organisation, such as the NZ Institute of Safety Management (NZISM) and, preferably, be on the Health and Safety Association of NZ (HASANZ) register. They should also be someone you connect with.

Go it alone or use a professional – it’s your choice. Remember that a robust, well-implemented health and safety

How can Safewise help?

We work with organisations that need more health and safety knowledge or more time than they have in-house.

For more information, check the website, safewise.co.nz

system will save you downtime from injuries or damage. It will ensure you have a plan to stop things from going wrong and a strategy for managing the things that do go wrong.

Tracey Murphy is the owner and director of Safewise Ltd, a health and safety consultancy. She has more than 15 years’ experience working with organisations from many different industries.

Tracey holds a diploma in health and safety management and a graduate diploma in occupational safety and health.

She is a professional member of the New Zealand Institute of Safety Management and is on the HASANZ register.

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LEGAL LINES

IS AGGRESSIVE DRIVING ALSO DANGEROUS DRIVING? In the recent case of McCoy v Police [2023] NZCA 108, the Court of Appeal was asked to determine whether a display of aggressive driving was against the law and constituted dangerous driving.

T

he facts were that the victim got out of his car when the road was clear, and McCoy drove past and hurled some abuse at him. McCoy drove on but then decided to do a U-turn and head back towards the victim. He stopped in the middle of the road, yelled a racial slur at the victim and drove his vehicle onto the wrong side of the road.

McCoy’s vehicle stopped just past and in front of the victim’s vehicle. McCoy then threatened to damage the victim’s vehicle and reversed at a moderate speed towards it. The victim moved so that he was standing between the two cars, and this caused McCoy to stop reversing.

The victim said he would call the police, and McCoy responded that he would be back with his friends before he drove off.

What is dangerous driving?

Under sections 7(2) and 35(1)(b) of the Land Transport Act 1998, if you drive a motor vehicle at a speed or in a manner which, having regard to all the circumstances, is or might be dangerous to the public or to a person, then this is an offence.

The case of Johnson v Police [2022] NZHC 266 states that the prosecution must demonstrate that the driving, when viewed objectively, was dangerous and that there was some fault on the driver’s part that caused that situation. The relevant standard for assessing fault is

114 New Zealand Trucking July 2023

that of the competent and experienced driver, which is to be measured against the manner of driving in the circumstances of the case.

Strict liability For some offences, the prosecution must prove both the physical and mental elements of an offence. For example, to be guilty of theft, the prosecution must prove that you took an item and, secondly, that you intended to deprive the owner of that item permanently.

By contrast, dangerous driving is a strict liability offence. That means a defendant is liable for committing an act, regardless of what their intent or mental state was when doing so.

In other words, the prosecution does not need to prove you intended to drive dangerously, or that you decided to do so, because it is not an ingredient of the offence.

Circumstances

dangerous if undertaken with due care and attention. By contrast, if the same driving was accompanied by a threat to thereby cause damage in a targeted way, this could convert lawful driving into dangerous driving.

Conclusion Although a person’s state of mind does not need to be proved for the offence of dangerous driving, contemporaneous statements demonstrating a person’s apparent intention should be considered as a relevant circumstance. In other words, observable conduct, such as utterances and gestures, are important considerations.

In McCoy’s case, his aggressive words and behaviour combined with the manner of his driving were found to constitute dangerous driving.

McCoy’s deliberate course of action, which included yelling threats and abuse and reversing up the wrong side of the road towards the complainant’s vehicle, was dangerous driving. While the critical question was the nature of his driving, the Court of Appeal found that McCoy’s apparent intention disclosed by his contemporaneous statements should not be excluded from consideration as a relevant circumstance.

While the objective test for dangerous driving excludes considerations of a defendant’s state of mind, does this mean that observable conduct is necessarily irrelevant? The act of reversing a vehicle, even on the wrong side of a road, towards persons or property may not be

Please note that this article is not a substitute for legal advice, and if you have a particular matter 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) 985 5609 or 021 326 642.

Servicing Cardan shaft park brakes A new method for testing Cardan shaft park brakes (also known as transmission type park brakes) was introduced on 1 December 2022.

Service providers must be able to correctly diagnose, maintain and adjust these brakes to the manufacturers’ specifications in order for them to pass the new in-service test, especially if they have already failed.

When servicing a Cardan shaft park brake, the following steps should be followed: • Only use lining materials that are recommended by the manufacturer. The linings for Cardan shaft park brakes tend to be a softer compound than normal service brake linings.

• Brake drums and shoes may need to be radiused in the same manner as other drum brakes.

• Some burnishing of the linings will help to bed in the new parts.

• Cables, linkages and actuators must move freely and be correctly adjusted, especially if a bell-crack is used.

• Brake shoe to drum clearance must be minimal but not induce any drag.

• Always refer to the manufacturers’ specifications.

For more information, including a video on servicing Cardan shaft park brakes, visit: nzta.govt.nz/cardanbrakes 23-EX-024

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

Carol McGeady general manager

WINTER – AND COSTS – START TO BITE

A

s winter settles in, its chilly grip is accompanied by rising costs affecting various industries, including the trucking sector.

The New Zealand Trucking Association, a non-profit trade association, is a steadfast supporter of trucking operators, helping them navigate the challenges of running safe and sustainable businesses.

Within the transport industry, businesses encounter numerous hurdles, such as driver shortages and relentless cost increases, while operating on slim profit margins and complying with regulatory requirements.

One challenge faced by transport businesses is how to determine appropriate rates for contracts.

Incorrectly setting rates can have detrimental consequences, potentially locking businesses into unprofitable agreements. However, New Zealand Trucking Association members gain access to the Transport Cost Model, a valuable resource provided free of charge. This model assists operators in determining the rates necessary to ensure profitability for their businesses. With the association functioning as a reliable partner, companies can seek advice and information without worrying about perminute charges. If you’re not a member, you are encouraged to join today, with membership options starting as low as $33 a month.

When a trucking company faces a slow market coupled with increasing interest rates and inflation, it becomes critical to trim costs to maintain profitability and financial stability.

Review your operation efficiency by comprehensively evaluating your company’s operational efficiency.

Identify areas where processes can be streamlined, wastage reduced and productivity enhanced. This may involve optimising routes, improving load planning, implementing better inventory

116 New Zealand Trucking July 2023

management systems and enhancing driver scheduling to minimise idle time and maximise productivity.

Fuel costs are a significant expense for trucking companies. Implement measures to improve fuel efficiency, such as driver training programmes on fuel-efficient driving techniques, regular vehicle maintenance to ensure optimal performance and the use of advanced technologies like telematics to monitor and optimise fuel consumption.

Encourage drivers to adopt practices like reducing idling time and maintaining proper tyre inflation. Enquire about the association’s fuel scheme – there could be significant savings on fuel.

Review and negotiate contracts with your vendors, maintenance providers and equipment leasing companies. Explore

provide real-time visibility into vehicle performance, optimise routing, and improve logistics planning. Implementing electronic monitoring ensures compliance with regulations while minimising paperwork. Utilise data analytics to identify areas for cost reduction and process improvement.

Regularly review your insurance policies to ensure appropriate coverage at competitive rates. Contact us to have our specialist commercial insurance advisor review your policies.

Consider adopting a proactive approach to vehicle maintenance to prevent breakdowns, costly repairs and potential accidents. Regularly inspect and maintain your fleet, including engine tune-ups, tire rotations and oil changes.

Promptly addressing maintenance issues

When a trucking company faces a slow market coupled with increasing interest rates and inflation, it becomes critical to trim costs to maintain profitability and financial stability. opportunities for volume discounts, favourable payment terms, and lower service charges. Leveraging your company’s purchasing power is crucial to secure the best possible rates and terms.

Ensure that your trucking fleet is effectively utilised to minimise costs.

Regularly assess the number of vehicles needed to meet current demand and consider downsizing or temporarily leasing additional vehicles during peak periods. Idle or underutilised trucks incur unnecessary costs, such as maintenance, insurance and depreciation. Proper fleet management and monitoring can help maximise asset utilisation.

Invest in technology solutions that can help streamline operations and reduce costs. Fleet management software can

can extend the lifespan of your vehicles, reduce repair expenses and improve fuel efficiency.

Collaborate with suppliers, customers and intermediaries to optimise supply chain efficiency. Explore options for consolidated shipments, backhauls and strategic partnerships to minimise empty return trips. Efficient supply chain management reduces transportation costs and enhances overall operational efficiency.

Make sure you look after yourself. It takes a resilient, special person to be in transport so feel proud of what you do. We are here to help, so feel free to contact us. Check out all the things we do to make the industry better at nztruckingassn.co.nz

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Justin Tighe-Umbers CEO

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REDUCING CARBON EMISSIONS IS INESCAPABLE, BUT WE CAN HELP

U

nder the government’s Emissions Reduction Plan, by 2035, the road transport industry is required to reduce carbon emissions by a massive 41% on 2019 levels. While individual companies may be able to measure emissions reductions, there is now no way to measure them across the sector.

We need the whole industry ecosystem, including government agencies and industry associations, to coordinate the measurement and management of emission reductions.

The middle-aged business owner who loves the simplicity, reliability and design maturity of diesel engines might think this doesn’t affect them or wish they could turn a blind eye before exiting within the next 10 to 15 years. We get it.

The reality is this is not going away, and needs to be faced up to before a transport business is sold or passed on to the next generation.

Corporate boards and executive teams are insisting not only that their operations reduce carbon emissions but that this happens throughout their supply chains.

This is an inescapable sea change, and National Road Carriers (NRC) and our partner, the New Zealand Trucking Association (NTA), are actively working with the government to help guide our members through it with the least possible disruption. It’s natural to yearn for the good old days, but there have always been challenges – our associations were founded for that very reason.

Like climate change, safety is another area facing new regulations. Since taking the helm at National Road Carriers, I’ve had numerous conversations with

transport operators, officials and industry partners on the state of safety standards in the industry.

Most New Zealand truck drivers set high safety standards and consistently meet them. The problem is a real gap between operators who do the right thing and those who cut corners. It only takes one serious accident to risk a knee-jerk reaction that would bring fast, but not necessarily good, regulation.

This is why NRC and NTA are actively calling on the regulators to work with industry to define good practice for road transport safety.

conduct and get accredited based on industry standards to mitigate risk and improve compliance and safety. Progress is well underway and key freight partners have met with Waka Kotahi to set up a Road Freight Safety Partnership Forum.

The New Zealand transport industry is keen to move quickly to establish a robust road transport accreditation programme. Fortunately, the industry has high safety and compliance standards, so existing business risk is well managed.

But we are very conscious of the duty of care operators have to their drivers, families and other road users and that we need to ensure best practice standards are in place across the board.

An industry-led vehicle accreditation scheme will allow us to have a world-class business and risk management system that will give operators recognition and their customers’ confidence in their work practices. It satisfies a growing trend for customers to require suppliers to have comprehensive risk management systems in place for tenders and, as members are externally audited by a third party, accreditation provides robust evidence of compliance across the business.

Our job these days is almost to be a think tank, to understand the future of freight and to convey that to our members so you can be prepared for it. Our other role in new regulations is to strongly advocate for the industry with the government and the sectors, companies and people you serve through the inevitable changes.

If you’d like to know more about the safety standards we’re working on or climate change regulations, please call us on 0800 686 777 or email enquiries@ natroad.co.nz.

We support a programme that ensures transport operators agree to a code of conduct and get accredited based on industry standards to mitigate risk and improve compliance and safety.

118 New Zealand Trucking July 2023

For a long time, our association members have asked for more structure, with clear benchmarks and formal recognition of safety standards.

Many want to undertake continuous improvement but need a framework to enable them to promote best practice and safe behaviour. The construction and logging industries are already on this journey, with logging now having an approved framework.

It makes sense to partner with safety regulators and others in the industry to implement industry-led, work-related road-safety programmes for road freight operators to give the transport industry better certainty and direction.

We support a programme that ensures transport operators agree to a code of

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Dom Kalasih interim chief executive

Call for political parties to commit to

TRANSPORT PRIORITIES

T

he general election is just months away. While we cannot predict the result, it looks highly likely that it will be very close, and who gets to form the next government will depend on skilful coalition building among the political parties. Do they have what it takes to deliver – for New Zealand Inc., its people, the economy and the road transport industry?

‘A Changing World’, Transporting New Zealand’s annual conference, held at Lower Hutt’s Event Centre from June 28 to 29, provided an opportunity to hear from the politicians and transport spokespeople from the major political parties.

The name of the conference underscored the huge challenges facing our industry: from the economy and rising costs to the increasing impact of severe weather events, the need to build more resilient roads, technological change and the challenges of attracting new people into the industry.

Other conference highlights included independent economist Cameron Bagrie’s hard-hitting take on the state of the economy and the fiscal headwinds facing the next government; keynote speakers Phil O’Reilly (former head of Business NZ) and Katherine Rich (recently departed chief executive of the Food and Grocery Council); management consultant Mike Kyne; and executive director of MITO-Te Pukenga, Verna Niao.

Whatever your politics, we can all agree there are no easy fixes to New Zealand’s transport systems. Nevertheless, Ia Ara Aotearoa Transporting New Zealand wants to ensure the politicians hear what we are saying and make decisions based on sound advice. This is why we have released the Transporting New Zealand Road Transport Industry Platform for the general election. It sets out five policy priorities: people, productivity, safety,

120 New Zealand Trucking July 2023

decarbonisation and resilience (for full details, see our website, transporting.nz).

This election platform represents the views of our members and focuses on realistic and pragmatic policies and projects. Some of the specifics include: • an inflation-adjusted and real-term 10% annual increase in roading maintenance budgets each year for three years over the life of the next Parliament to allow a catch-up in improving the state of our roads; • a targeted approach to speed management in high-risk areas, rather than blanket reductions; • a partnership with industry to boost engagement in the Road to success traineeship and driver qualification to develop our local workforce; • accelerated tax depreciation for lowand zero-emission vehicles, including Euro-6 and high-productivity motor vehicles.

Budget promises key spending targets Last month, Finance Minister Grant Robertson delivered his ‘no-frills’ Wellbeing Budget. It dedicated $279 million of funding specifically to improve the resilience of the state highway network. This funding is on top of the $71 billion set aside for broader infrastructure upgrades over the next five years and the $475 million dedicated to rebuilding road and rail links following the storms and cyclones that impacted the North Island.

We were pleased the government sees roading resilience as a priority. With severe weather events becoming more frequent and roads being the vital links between our communities, increasing investment in roading is critical to ensure it is as resilient as possible.

However, there is much more to do as part of the State Highway Resilience Plan, and yet, we don’t really know how the government plans to deliver on it.

Make no mistake: Cyclone Gabrielle, as devastating as it was, will not be the last high-impact severe weather event we experience, and it is likely such events will become more frequent in the future.

We are keen to hear more about the planning going into coping with these events as well as seeing the government and Waka Kotahi actually walking the talk when it comes to delivering on projects.

Another Budget 2023 initiative I’m also extremely supportive of is the new fund to provide grants towards the purchase of low-emissions heavy vehicles. It’s hoped that the $30 million fund will result in 500 low-emission heavy vehicles hitting the road over three years. It also fits within the provisions of our Green Compact, which is our road map for decarbonising commercial road transport by 2050.

New cost model to assist operators There’s no doubt that controlling costs is a big priority for all of us, not just the government. As an industry, we have our own work to do in managing costs.

This is where the new Transporting New Zealand Cost Model can offer real practical help to members.

Our Cost Model is one tool in a programme to increase financial literacy in the sector and make people’s businesses more successful. Regional and sector manager Mike McRandle and his team have been working hard on this project and will continue to work hard on rolling the tool out to the industry in the coming months.

Improving the industry’s understanding of its cost pressures is an important structural change that will make a real difference to road transport businesses – which, as we all know, literally keep the economy and communities running.

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THE NEED FOR AI

R

ecently, comments have been made about the rapid growth of Artificial Intelligence. Depending on the commentator, some have been supportive, others negative. I suggest that any form of intelligence, genuine or artificial, is sorely needed in government cycles in this country. Be it at local or national level, AI cannot do much more damage to our society than we are currently seeing.

A recent story about an upgrade to Wellington’s primary bus interchange by the Railway Station is proof positive.

The upgrade included replacing seating under the cover of a veranda. The seating has been moved outwards, so when it rains, the seats get wet along with anybody who cares to sit on them. The reason for this change was to give people walking through the interchange more space to walk. Perhaps whoever did this has yet to learn that it sometimes rains in Wellington.

But as it only cost $4 million, it’s only a drop in the bucket towards making the city more liveable (so the spin says).

Also, in Wellington, there was the story of the falling streetlights. About five years ago, the council replaced 17,000

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old streetlights with LED ones. So far, so good. However, the person in charge decided that the glare from the new lights might encroach into houses and designed a casting that would allow the lights to be angled away. This was good in theory, but it seems this person did not factor in that it occasionally gets a little windy in Wellington. Not long after the lights were installed, some started to droop, and a few fell off, attributed to the failure of the casting.

This was reported to the council, but it took a couple of years for somebody to decide there might be a problem. Now the council intends to replace all the lights at an estimated cost of $6 million. We are told, though, that there is no safety issue as, according to one person from the council, a copper wire runs through the light fitting, which should prevent any lights from falling. If this is so, how come at least 17 have fallen to the ground? The council has apologised, so all is well. Where is WorkSafe when you need it?

Then we read that government officials are standing by a wallaby-control programme in Central Otago that has taken more than 26,000 hours of work, cost $2.6 million and killed 18 wallabies, a cost of $153,000 for each wallaby killed. Officials claim it is not wasted money. I wonder how many potholes could have been fixed for that many hours’ work and cost?

Speaking of potholes, in reply to a question from Simeon Brown, the National Party spokesperson on transport, NZTA reported repairing 54,160 potholes on the state highway network during the 2022 calendar year, the highest number in the Waikato with 10,878 repaired. One must wonder how many potholes existed before this and how many more were added during the year. And who knew that NZTA has a pothole counter in their ranks? From what I read and see, the impact of this ‘outstanding effort’ has been minimal. Perhaps we need more pothole counters?

As I said at the top, any form of intelligence in our public service would be welcome – be it real or artificial.

The Accidental Trucker

I acknowledge the departure of Nick Leggett as CEO of Transporting New Zealand after 4.5 years in the role. It was interesting to read in one of his last messages to the industry that “everywhere I go, people who work with the industry tell me that there should be one organisation”.

Until a couple of years ago, we used to have one of these. It was called the Road Transport Forum, but somebody believed it was not effective and now we have two major organisations purporting to represent the industry. Somehow, this is more efficient, better for the industry and better value for members.

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